Method and system for preventing and controlling conflicts between dynamic timing and lamp running and false start based on microscopic vehicle state perception

Abstract

The invention relates to a method and a system for preventing and controlling conflicts between dynamic timing and lamp running and false start based on microscopic vehicle state perception. The method comprises the following steps: acquiring multi-source data; based on the multi-source data, according to preset vehicle dynamics parameters and environment parameters, pre-judging the risk of running the yellow light, and according to the risk level, triggering an alarm; when the risk level meets a preset level threshold value and meets a preset timing adjustment condition, dynamic timing adjustment is triggered, and a timing adjustment amount for the last period of the green light of the current phase is generated, so that the green light duration of the current phase is adjusted; and executing the yellow light running risk pre-judgment and dynamic timing adjustment on a plurality of lanes of the same entrance in parallel, and realizing cooperative control of the plurality of lanes according to a preset lane priority and a timing adjustment conflict resolution rule. According to the invention, the active prevention and control of the conflict between the running of the yellow light by the motor vehicle and the false start of the non-motor vehicle and the pedestrian at the intersection can be realized through accurate risk pre-judgment, dynamic timing adjustment and directional grading warning.

Description

Technical Field

[0001] This invention relates to the field of road traffic control technology, and in particular to a method and system for preventing and controlling conflicts between dynamic timing and running red lights based on microscopic vehicle state perception. Background Technology

[0002] In current urban road traffic scenarios, collisions at intersections caused by motor vehicles running yellow lights and non-motorized vehicles and pedestrians running red lights are frequent, becoming one of the core hidden dangers restricting road traffic safety. Analysis reveals the following key shortcomings in existing technologies for intersection risk prevention and signal control: Traffic light timing technology lacks adaptability: mainstream timing schemes are still mainly based on fixed-cycle timing or dynamic timing based on macro traffic flow. Among them, macro traffic flow data is mostly based on road segment and intersection statistics, and does not dynamically adapt to the real-time traffic status of vehicles at the end of the green light (such as whether there is a tendency to run yellow lights); in particular, it cannot adjust the signal timing in real time based on micro dynamic data such as the instantaneous speed of a single vehicle, the real-time distance to the stop line, and vehicle type (such as the braking difference between large trucks and small cars), resulting in the timing scheme being out of touch with the actual risks at the intersection.

[0003] The detection of vehicles running yellow lights lacks the ability to intervene in advance: existing detection methods mostly rely on the "post-event capture and evidence collection" model. For example, electronic police systems identify violations by taking pictures of vehicles crossing the stop line, which lacks an effective pre-event risk prediction and proactive warning mechanism. Moreover, the risk assessment process does not include key dynamic parameters such as vehicle braking performance (such as braking distance and braking response speed) and driver reaction time, resulting in insufficient accuracy in predicting the risk of running yellow lights and making it difficult to achieve proactive intervention and avoidance before accidents occur.

[0004] The current methods for preventing non-motorized vehicles and pedestrians from running red lights are simplistic and lack coordination: Existing technologies rely solely on conventional traffic light visual signals for guidance, lacking targeted early warning mechanisms (such as tiered warnings or multi-sensory alerts) for running red lights during the critical period before the light turns on. More importantly, the existing warning triggering logic is not linked to the risk level of motor vehicles running yellow lights, making it impossible to dynamically adjust the warning intensity or timing based on the risk level of motor vehicles running red lights at intersections. This makes it difficult to effectively curb running red lights.

[0005] The lack of a comprehensive closed-loop coordination mechanism: The existing technological system has not yet established a comprehensive closed-loop coordination mechanism encompassing "vehicle traffic status prediction - dynamic signal timing adjustment - pedestrian / non-motorized vehicle risk warning," failing to simultaneously resolve traffic conflicts between motor vehicles running yellow lights and pedestrians / non-motorized vehicles rushing ahead. This gap in the mechanism leads to the overlap of these two high-risk behaviors, resulting in a persistently high risk of intersection collisions. According to industry statistics, the incidence of such accidents is significantly higher in low-visibility scenarios such as rain, snow, and nighttime compared to normal scenarios. Summary of the Invention

[0006] To this end, the present invention provides a method and system for preventing conflicts between dynamic timing and running red lights based on microscopic vehicle state perception. It can achieve proactive prevention and control of conflicts between motor vehicles running yellow lights and non-motorized vehicles and pedestrians running red lights at intersections through accurate risk prediction, dynamic timing adjustment and targeted hierarchical warning. It can significantly improve overall traffic efficiency while improving safety and has the advantages of low cost and high compatibility in engineering applications.

[0007] To address the aforementioned technical problems, this invention provides a method for preventing conflicts between dynamic timing and running red lights based on microscopic vehicle state perception, comprising: Acquire multi-source data, including the instantaneous speed of motor vehicles in the target lane, the straight-line distance between the front wheels of the vehicle and the stop line, the vehicle type, the length of the corresponding vehicle type, the remaining duration of the current green light, the current lane direction, and road condition data for dynamically adjusting vehicle braking parameters; Based on the multi-source data, a risk prediction for running a yellow light is made according to preset vehicle dynamics parameters and environmental parameters. The vehicle dynamics parameters include the maximum safe deceleration, and the environmental parameters include the driver's average reaction time and the maximum permissible acceleration ratio. The risk prediction for running a yellow light includes: calculating the total safe stopping distance of the vehicle, the time required for the vehicle to completely cross the stop line at the current instantaneous speed, and the time to proceed after acceleration; based on the total safe stopping distance, the time required for the vehicle to completely cross the stop line at the current instantaneous speed, and the time to proceed after acceleration, a risk value for running a yellow light is quantified and a risk level is determined, and a warning is triggered based on the risk level. When the risk level meets the preset level threshold and the preset timing adjustment condition is met, dynamic timing adjustment is triggered, and the timing adjustment amount for the end of the green light of the current phase is generated to adjust the green light duration of the current phase. The system performs the yellow light violation risk prediction and dynamic timing adjustment in parallel on multiple lanes at the same entrance, and achieves coordinated control of multiple lanes according to the preset lane priority and timing adjustment conflict resolution rules.

[0008] In one embodiment of the present invention, the total safe stopping distance of the motor vehicle is calculated as follows: ; in, Total distance to safe stopping, unit: m; v represents the instantaneous speed of the motor vehicle in the target lane, in m / s; The average driver's reaction time, in seconds; The reaction distance of a vehicle when the driver does not brake, measured in meters. Maximum safe deceleration, unit: m / s²; The unit for the braking distance from the start of braking to complete stop of a vehicle: meters (m).

[0009] In one embodiment of the present invention, the time required for the vehicle to completely cross the stop line at the current instantaneous speed is calculated as follows: ; in, The time required for a vehicle to completely cross the stop line at its current instantaneous speed v, expressed in seconds. s is the straight-line distance between the front wheels of the vehicle and the stop line, in meters (m). L represents the vehicle length, in meters (m). v represents the instantaneous speed of the motor vehicle in the target lane, in m / s.

[0010] In one embodiment of the present invention, the travel time after speed increase is calculated as follows: ; in, The time taken after the speed increase is in seconds. s is the straight-line distance between the front wheels of the vehicle and the stop line, in meters (m). L represents the vehicle length, in meters (m). v represents the instantaneous speed of the motor vehicle in the target lane, in m / s; This represents the maximum permissible acceleration ratio.

[0011] In one embodiment of the present invention, the risk value of running a yellow light is quantitatively calculated and the risk level is classified accordingly, including: ; Where R represents the risk value for running a yellow light, in the form of % %. The time taken after the speed increase is in seconds. The time required for a vehicle to completely cross the stop line at its current instantaneous speed v, expressed in seconds. Total safe stopping distance for motor vehicles, unit: m; The remaining duration of the green light, in seconds; When R=100%, it is impossible to stop safely, and the risk level is judged as high risk; When R=60%~99%, if speeding up still fails, the risk level is determined to be high risk. When R=30%~59%, the acceleration can be approved, and the risk level is judged as medium risk. When R=0%~29%, no speed increase is required to pass, and the risk level is judged as low risk.

[0012] In one embodiment of the present invention, triggering an alert based on the risk level includes: In response to the risk value of running a yellow light This triggers an alert and, under preset conditions, triggers dynamic timing adjustments. In response to the risk value of running a yellow light : It only triggers an alert; no timing adjustment is required. In response to the risk value of running a yellow light No action was taken.

[0013] In one embodiment of the present invention, when the risk level meets a preset level threshold and a preset timing adjustment condition is met, dynamic timing adjustment is triggered, and a timing adjustment amount for the end of the green light period of the current phase is generated to adjust the green light duration of the current phase, including: The last vehicle in the target lane at the end of the green light period meets the preset level threshold, and the target lane belongs to the high priority lane preset by the traffic management department, including the lane type of the main road straight lane and the main road left turn lane, triggering dynamic timing adjustment; The timing adjustment amount Calculate using the following formula: ; in, The time required for a vehicle to completely cross the stop line at its current instantaneous speed v, measured in seconds. The remaining duration of the green light, in seconds; The timing adjustment amount Constraints: This is used to limit a single timing adjustment to no more than 3 seconds to avoid excessive interference with traffic flow in other directions; if The timing adjustment is performed in 3-second intervals, and the intensity of the corresponding non-motorized vehicle and pedestrian warnings is increased simultaneously.

[0014] In one embodiment of the present invention, triggering an alert based on the risk level includes: The linked voice alert control meets the following triggering timing and triggering rules: The voice warning is activated simultaneously with the prediction of the risk of running a yellow light, with an activation delay of no more than 100ms. The voice warning continues until the yellow light for the current phase ends and the red light phase begins; the warning duration is calculated as: Warning Duration = , The standard yellow light duration; The content of the voice alerts is controlled according to risk level, including: In high-risk scenarios, output the warning message "Attention! A motor vehicle may run a yellow light at the intersection. Do not rush!" at a volume of no less than 100dB and play it in a high-frequency loop at 1-second intervals. In medium-risk scenarios, the warning message "Pay attention to vehicles at intersections and do not rush" is displayed at a volume of no less than 90dB and played in a regular loop at 2-second intervals. The voice warning adopts a targeted triggering strategy, which only triggers the IP speakers in the non-motorized vehicle lanes and pedestrian crossing areas corresponding to the target lanes that are determined to be high-risk or medium-risk, so as to avoid interference with other entrance directions or non-target areas.

[0015] In one embodiment of the present invention, multi-lane coordinated control is achieved according to preset lane priority and timing adjustment conflict resolution rules, including: Lane priority is preset, determined by traffic management authorities based on traffic flow in each lane. The lane priority includes at least the following: First-priority lanes include straight-through lanes and left-turn lanes on main roads; Secondary priority lanes include straight lanes on secondary arterial roads and right-turn lanes on main arterial roads; Level 3 priority lanes include left-turn lanes and right-turn lanes on secondary arterial roads; Multi-lane risk parallel calculation: the risk prediction of running a yellow light is performed in parallel for all lanes at the same intersection, and the overall processing delay of the parallel calculation does not exceed 200ms. The timing adjustment conflict resolution rules include: When multiple lanes simultaneously meet the conditions for triggering timing adjustment, timing adjustment instructions are only issued to the lane with the highest priority. After the timing adjustment is completed in the highest priority lane, the risk level of other lanes is recalculated. When the risk level of other lanes drops to medium or low risk, no additional timing adjustment is performed. When other lanes are still at high risk, it is determined whether to perform timing adjustment for the corresponding lane, provided that the total cumulative timing adjustment time does not exceed 3 seconds. For all lanes with a risk level of medium or higher, the corresponding IP speaker will be triggered simultaneously to issue voice warnings, ensuring that non-motorized vehicles and pedestrians in all directions receive complete warning prompts.

[0016] This invention also provides a dynamic timing and red light violation conflict prevention system based on microscopic vehicle state perception, comprising: The data acquisition module is used to acquire multi-source data, including the instantaneous speed of motor vehicles in the target lane, the straight-line distance between the front wheels of the vehicle and the stop line, the vehicle type, the length of the corresponding vehicle type, the remaining time of the current green light, the current lane direction, and road condition data for dynamically adjusting vehicle braking parameters. The risk prediction module is used to predict the risk of running a yellow light based on the multi-source data and preset vehicle dynamics parameters and environmental parameters. The vehicle dynamics parameters include the maximum safe deceleration, and the environmental parameters include the driver's average reaction time and the maximum permissible acceleration ratio. The yellow light running risk prediction includes: calculating the total safe stopping distance of the vehicle, the time required for the vehicle to completely cross the stop line at the current instantaneous speed, and the time to proceed after acceleration; quantifying the yellow light running risk value based on the total safe stopping distance, the time required for the vehicle to completely cross the stop line at the current instantaneous speed, and the time to proceed after acceleration, and classifying the risk level accordingly; and triggering a warning based on the risk level. The timing adjustment module is used to trigger dynamic timing adjustment when the risk level meets the preset level threshold and the preset timing adjustment conditions, and generate the timing adjustment amount for the end of the green light of the current phase, so as to adjust the green light duration of the current phase. The collaborative control module is used to perform the yellow light violation risk prediction and dynamic timing adjustment in parallel for multiple lanes at the same entrance, and to achieve collaborative control of multiple lanes according to preset lane priority and timing adjustment conflict resolution rules.

[0017] The technical solution of the present invention has the following advantages compared with the prior art: This invention presents a dynamic timing and red light violation conflict prevention method and system based on microscopic vehicle state perception, addressing the technological gap in existing methods that rely on "post-event capture and evidence collection, with no pre-event warning intervention" for motor vehicles running yellow lights. By integrating vehicle dynamic parameters (such as braking performance and driver reaction characteristics), real-time vehicle motion states (such as instantaneous speed and distance to the stop line), and microscopic road condition data at intersections, a yellow light violation risk prediction model is constructed. This model accurately calculates the probability of a single vehicle running a yellow light, achieving a shift from "post-event accountability" to "pre-event warning intervention."

[0018] This invention solves the problem that fixed timing at the end of a green light, which fails to consider micro-level differences in vehicles (such as vehicle type braking differences and real-time position and distance), leads to some vehicles being unable to stop safely due to insufficient braking performance or excessive distance, forcing them to run yellow lights. Based on dynamic vehicle prediction results, the timing at the end of a green light is optimized in real time, providing an appropriate signal adjustment window for vehicles with potential safety risks, thus avoiding passive running of the light due to a disconnect between timing and actual vehicle capacity.

[0019] This invention addresses the shortcomings in preventing non-motorized vehicles and pedestrians from running red lights by "lacking targeted warning measures and failing to link with the risk of motor vehicles running red lights." It establishes a multi-stakeholder warning mechanism linked to the risk level of motor vehicles running yellow lights. For the critical period before the red light illuminates, it provides multi-sensory tiered warnings (such as visual cues and voice reminders), and dynamically adjusts the intensity and timing of warnings based on the risk of motor vehicles running red lights at intersections, thus preventing collisions between runners and vehicles running red lights.

[0020] This invention solves the systemic problems of existing technologies, namely "lack of full-process closed-loop management and insufficient multi-scenario adaptation"—establishing a full-process management mechanism that includes "real-time vehicle status prediction, dynamic optimization of timing at the end of the green light, multi-subject (motor vehicles / non-motor vehicles / pedestrians) warning linkage, and special adaptation for low visibility scenarios such as rain, snow, and night." While improving the safety of traffic at intersections (goal: reducing the collision accident rate related to running yellow lights by more than 50%), it also takes into account traffic efficiency, ensuring that the impact of a single timing adjustment on traffic flow in other directions does not exceed 3 seconds, thus achieving synergistic optimization of "safety and efficiency".

[0021] Furthermore, the present invention also has the following advantages: 1. Accurate risk prediction for running yellow lights enables proactive intervention. This invention integrates vehicle dynamics parameters, real-time motion status, and environmental information, using a multi-dimensional mathematical model to quantitatively assess the risk of running a yellow light. This significantly improves the accuracy of risk prediction and breaks through the passive control mode of existing technologies that rely on post-event capture. The system can identify high-risk yellow light running behavior approximately 0.5 to 3 seconds in advance, allowing sufficient reaction time for accident avoidance. Field tests have verified that it can significantly reduce the incidence of collisions caused by running yellow lights.

[0022] 2. The timing scheme is dynamically adapted to balance safety and traffic efficiency. This invention adjusts the timing of the green light at the end of the green light period in real time based on micro-dynamic data such as speed, distance, and vehicle type at the vehicle level. This avoids the problem of mismatch between existing fixed timing schemes and macro-level traffic flow-based timing schemes and actual vehicle capacity. Simultaneously, by limiting each timing adjustment to within 3 seconds, it ensures that it does not significantly interfere with traffic flow in other directions. Real-world test results show that the overall traffic efficiency of the intersection is improved by more than 15%, achieving a synergistic optimization of safety priority and traffic efficiency.

[0023] 3. Multi-stakeholder joint alerts significantly enhance the targeted nature of conflict prevention and control. This invention establishes a linkage mechanism between "motor vehicle risk level, warning intensity, and warning timing," implementing tiered and targeted warnings for medium- and high-risk scenarios. It activates only IP speaker columns within the target area, avoiding noise interference to unrelated areas. Compared to traditional methods relying on single visual cues, this invention significantly improves the suppression of non-motorized vehicles and pedestrians running red lights, effectively reducing the risk of conflicts and accidents caused by the combined effects of "motor vehicles running yellow lights + non-motorized vehicles / pedestrians running red lights."

[0024] 4. Strong adaptability to multiple scenarios and significantly improved environmental robustness. This invention can dynamically adjust key parameters such as maximum safe deceleration and driver reaction time according to different scenarios such as dry, rainy, snowy, and nighttime, so that the risk prediction model can still maintain a prediction accuracy of more than 90% in complex environments such as low adhesion and low visibility. It overcomes the problem of insufficient adaptability of existing technologies in different environments and broadens the application scope of the system.

[0025] 5. High system compatibility and low implementation cost. This invention fully utilizes existing electronic traffic enforcement systems at each intersection, requiring only the addition of edge computing devices and IP speaker columns, without large-scale hardware modifications, thus reducing system construction costs by more than 60% compared to new construction solutions. Furthermore, the timing adjustment command transmission follows common protocols such as NTCIP1202, allowing for rapid adaptation to traffic light controllers from different manufacturers, demonstrating excellent engineering feasibility and widespread application value. Attached Figure Description

[0026] To make the content of this invention easier to understand, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0027] Figure 1 This is a flowchart of the dynamic timing and red light violation conflict prevention method based on microscopic vehicle state perception of the present invention. Detailed Implementation

[0028] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments described are not intended to limit the present invention.

[0029] In this invention, when directions (up, down, left, right, front, and back) are described, it is only for the convenience of describing the technical solution of this invention, and does not indicate or imply that the technical features referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0030] In this invention, "several" means one or more, "multiple" means two or more, "greater than," "less than," "exceeding," etc., are understood to exclude the stated number; "above," "below," "within," etc., are understood to include the stated number. In the description of this invention, the terms "first" and "second" are used only to distinguish technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0031] In this invention, unless otherwise explicitly defined, the terms "setting," "installing," and "connecting" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; a fixed connection, a detachable connection, or an integrally formed connection; a mechanical connection, an electrical connection, or a connection capable of mutual communication; or the internal connection of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this invention based on the specific content of the technical solution.

[0032] Example 1 Reference Figure 1 As shown, the present invention provides a dynamic timing and red light violation conflict prevention method based on microscopic vehicle state perception, comprising: S1. Acquire multi-source data, including the instantaneous speed v of vehicles in the target lane (data update frequency 50ms / time), the straight-line distance s between the front wheels of the vehicles and the stop line, and the vehicle type T (small car). Large vehicles ,motorcycle The vehicle length L corresponding to vehicle type T (small car L=4.5m, large car L=10m, motorcycle L=2m) and the remaining green light time. Current lane direction and road condition data used to dynamically adjust vehicle braking parameters.

[0033] It should be noted that the instantaneous speed v, the straight-line distance s between the vehicle's front wheels and the stop line, the vehicle type T, and the vehicle length L corresponding to vehicle type T can be obtained in real time by the electronic police camera through a video target tracking algorithm.

[0034] Traffic light controllers upload real-time traffic light status: remaining green light duration. Current lane direction (straight / left turn / right turn), data synchronization frequency 100ms / time; Road surface condition data is obtained through meteorological sensors at intersections. (dry weather) ,rain Snowy days ), used to dynamically adjust braking parameters.

[0035] Specifically, the hardware architecture largely utilizes the core equipment of the existing AI traffic police system, and configures necessary functional modules on this basis to meet the real-time requirements of dynamic timing and yellow light violation conflict prevention. Specifically, it includes the following components: Front-end acquisition unit: Utilizing existing video surveillance cameras installed at the opposite position of the intersection entrance, it collects information in real time such as the speed of motor vehicles in the target lane, the real-time distance from the front of the vehicle to the stop line, and the vehicle type, providing basic data for risk prediction.

[0036] Traffic signal controller and timing control module: The existing intelligent traffic light controller is reused, and a timing control module is added to receive and execute timing adjustment instructions such as early green light end issued by the edge computing unit; the signal control device supports millisecond-level instruction parsing and execution to ensure that timing adjustments take effect immediately within the short window at the end of the green light period.

[0037] Edge computing unit: An industrial-grade edge computing device is used to deploy the yellow light violation risk prediction model inside the device, enabling real-time processing and risk assessment of front-end collected data; the data processing latency of the edge computing unit does not exceed 100ms, and it supports parallel computing for multiple lanes at the same entrance to meet the need for simultaneous prediction of multiple lanes.

[0038] Warning equipment: Four IP speakers are used as voice warning terminals. Each IP speaker has directional sound emission capability, and only provides voice prompts to the corresponding non-motorized vehicle lane and pedestrian crossing area, thereby avoiding noise interference in unrelated directions.

[0039] Specifically, at each intersection, only one edge computing device (placed in a cabinet at the intersection) is deployed to process the video feed from the electronic traffic enforcement cameras (simultaneously processing video streams from the four cardinal directions) and control the IP speaker towers for voice warnings. Four IP speaker towers and four electronic traffic enforcement cameras are deployed in total. Red-light running is identified based on specific entrances, and the corresponding IP speaker towers at those entrances are controlled to issue targeted audible warnings.

[0040] S2. Based on the multi-source data, and according to preset vehicle dynamics parameters and environmental parameters, a risk prediction for running a yellow light is made; wherein, the vehicle dynamics parameters include the maximum safe deceleration. The environmental parameters include the driver's average reaction time. Maximum permissible acceleration ratio The aforementioned risk assessment for running a yellow light includes: calculating the total safe stopping distance of the motor vehicle. The time required for the vehicle to completely cross the stop line at its current instantaneous speed v. Travel time after speed increase Based on the total safe stopping distance of the motor vehicle The time required for the vehicle to completely cross the stop line at the current instantaneous speed v. The aforementioned travel time after speed increase The risk value R for running a yellow light is obtained through quantitative calculation, and the risk level is divided accordingly. Based on the risk level, an alert is triggered.

[0041] Specifically, maximum safe deceleration The possible values ​​are as follows: small cars , , ; large vehicles , , ; motorcycle , , .

[0042] Average driver reaction time : 1.5s in normal scenarios, 2s in low visibility (night / rain / snow).

[0043] Maximum permissible acceleration ratio Urban roads ≤10% (avoid speeding).

[0044] Specifically, the total safe stopping distance of the motor vehicle The calculation is as follows: ; That is, the total safe stopping distance =Reaction distance (velocity v × reaction time) ) + Braking distance (the square of speed v ÷ (2 × maximum safe deceleration) )).

[0045] in, Total distance to safe stopping, unit: m; v represents the instantaneous speed of the motor vehicle in the target lane, in m / s; The average driver's reaction time, in seconds; The reaction distance of a vehicle when the driver does not brake, measured in meters. Maximum safe deceleration, unit: m / s²; The unit for the braking distance from the start of braking to complete stop of a vehicle: meters (m).

[0046] Specifically, the time required for the vehicle to completely cross the stop line at the current instantaneous speed v. The calculation is as follows: ; That is, travel time = (Distance from vehicle to stop line s + Vehicle length L) ÷ Instantaneous speed v. It is necessary to ensure that the vehicle "completely crosses the stop line" (to avoid the vehicle body obstructing the intersection), therefore the distance calculation must include the vehicle length L.

[0047] in, The time required for a vehicle to completely cross the stop line at its current instantaneous speed v, expressed in seconds. s is the straight-line distance between the front wheels of the vehicle and the stop line, in meters (m). L represents the vehicle length, in meters (m). v represents the instantaneous speed of the motor vehicle in the target lane, in m / s.

[0048] Specifically, the increased travel time The calculation is as follows: ; That is, the travel time after the speed increase = (Distance from vehicle to stop line s + Vehicle length L) ÷ (Instantaneous speed v × (1 + Maximum permissible acceleration ratio)) This is used to determine whether speeding up can prevent running a yellow light.

[0049] in, The time taken after the speed increase is in seconds. s is the straight-line distance between the front wheels of the vehicle and the stop line, in meters (m). L represents the vehicle length, in meters (m). v represents the instantaneous speed of the motor vehicle in the target lane, in m / s; This represents the maximum permissible acceleration ratio.

[0050] The maximum permissible speed after acceleration (e.g.) If the speed is increased, the speed will be 1.1 times the original speed; this is used to determine whether the vehicle can pass the stop line within the green light after the speed increase.

[0051] Specifically, the risk value R for running a yellow light is quantitatively calculated and risk levels are classified accordingly, including: ; in, The time taken after the speed increase is in seconds. The time required for a vehicle to completely cross the stop line at its current instantaneous speed v, expressed in seconds. Total safe stopping distance for motor vehicles, unit: m; The remaining duration of the green light, in seconds; When R=100%, it is impossible to stop safely, and the risk level is judged as high risk; When R=60%~99%, if speeding up still fails, the risk level is determined to be high risk. When R=30%~59%, the acceleration can be approved, and the risk level is judged as medium risk. When R=0%~29%, no speed increase is required to pass, and the risk level is judged as low risk.

[0052] S3. When the risk level meets the preset level threshold and the preset timing adjustment condition is met, dynamic timing adjustment is triggered, and the timing adjustment amount for the end of the current phase green light is generated. This allows for adjustments to the green light duration for the current phase.

[0053] Specifically, based on the stated risk level, the alert is triggered in the following ways: In response to the risk value of running a yellow light This triggers an alert and, under preset conditions, triggers dynamic timing adjustments. In response to the risk value of running a yellow light : It only triggers an alert; no timing adjustment is required. In response to the risk value of running a yellow light No action was taken.

[0054] Specifically, when the risk level meets a preset level threshold and the preset timing adjustment conditions are met, dynamic timing adjustment is triggered, and a timing adjustment amount for the end of the current phase's green light is generated. To adjust the green light duration for the current phase, including: The last vehicle in the target lane at the end of the green light period meets the preset level threshold, and the target lane belongs to the high priority lane preset by the traffic management department, including the lane type of the main road straight lane and the main road left turn lane, triggering dynamic timing adjustment; The timing adjustment amount Calculate using the following formula: ; in, The time required for a vehicle to completely cross the stop line at its current instantaneous speed v, measured in seconds. The remaining duration of the green light, in seconds; The timing adjustment amount Constraints: This is used to limit a single timing adjustment to no more than 3 seconds to avoid excessive interference with traffic flow in other directions; if The timing adjustment is performed in 3-second intervals, and the intensity of the corresponding non-motorized vehicle and pedestrian warnings is increased simultaneously.

[0055] Adjust execution logic: The edge computing unit sends a command to the traffic signal controller via the timing control module to "end the green light early" or "increase the remaining duration of the green light". The command format follows the existing traffic signal control protocol. The traffic signal controller executes the command immediately upon receiving it, and the green light switches to the yellow light.

[0056] Specifically, based on the stated risk level, the alert is triggered in the following ways: The linked voice alert control meets the following triggering timing and triggering rules: The voice warning is activated simultaneously with the prediction of the risk of running a yellow light, with an activation delay of no more than 100ms. The voice warning continues until the yellow light for the current phase ends and the red light phase begins; the warning duration is calculated as: Warning Duration = , The standard yellow light duration; The content of the voice alerts is controlled according to risk level, including: In high-risk scenarios, output the warning message "Attention! A motor vehicle may run a yellow light at the intersection. Do not rush!" at a volume of no less than 100dB and play it in a high-frequency loop at 1-second intervals. In medium-risk scenarios, the warning message "Pay attention to vehicles at intersections and do not rush" is displayed at a volume of no less than 90dB and played in a regular loop at 2-second intervals. The voice warning adopts a targeted triggering strategy, which only triggers the IP speakers in the non-motorized vehicle lanes and pedestrian crossing areas corresponding to the target lanes that are determined to be high-risk or medium-risk, so as to avoid interference with other entrance directions or non-target areas.

[0057] S4. Perform the yellow light violation risk prediction and dynamic timing adjustment in parallel on multiple lanes at the same entrance, and achieve coordinated control of multiple lanes according to preset lane priority and timing adjustment conflict resolution rules. Specifically, this includes:

[0058] Lane priority is preset, determined by traffic management authorities based on traffic flow in each lane. The lane priority includes at least the following: First-priority lanes include straight-through lanes and left-turn lanes on main roads; Secondary priority lanes include straight lanes on secondary arterial roads and right-turn lanes on main arterial roads; Level 3 priority lanes include left-turn lanes and right-turn lanes on secondary arterial roads; Multi-lane risk parallel calculation: the risk prediction of running a yellow light is performed in parallel for all lanes at the same intersection, and the overall processing delay of the parallel calculation does not exceed 200ms. The timing adjustment conflict resolution rules include: When multiple lanes simultaneously meet the conditions for triggering timing adjustment, timing adjustment instructions are only issued to the lane with the highest priority. After the timing adjustment is completed in the highest priority lane, the risk level of other lanes is recalculated. When the risk level of other lanes drops to medium or low risk, no additional timing adjustment is performed. When other lanes are still at high risk, it is determined whether to perform timing adjustment for the corresponding lane, provided that the total cumulative timing adjustment time does not exceed 3 seconds. For all lanes with a risk level of medium or higher, the corresponding IP speaker will be triggered simultaneously to issue voice warnings, ensuring that non-motorized vehicles and pedestrians in all directions receive complete warning prompts.

[0059] In some embodiments, the system's hardware configuration and parameter settings can be flexibly varied according to the actual conditions of different intersections to reduce deployment costs and improve adaptability.

[0060] Hardware configuration variant: For intersections without weather sensors, road surface images captured by electronic police cameras can be used to indirectly infer road conditions through image feature recognition methods such as road surface reflectivity, water accumulation texture, and tire splash characteristics. This allows for environmental perception without the need for additional hardware. For intersections with low traffic volume, electronic police cameras with a resolution of 2 megapixels can be used. With a recognition accuracy of approximately ±3km / h, they can still meet the requirements for collecting key parameters such as vehicle speed and distance, thus reducing the hardware threshold for system deployment.

[0061] Parameter adjustment variant: For urban expressway scenarios, to avoid the risk of speeding caused by vehicles accelerating to pass through, the maximum permissible acceleration ratio can be adjusted. Set to 5%; for areas with a high concentration of elderly people, the driver's reaction time can be... The timeout period has been adjusted to 2.5 seconds to accommodate different driving behaviors. In addition, lane priority can be dynamically updated based on changes in traffic flow during morning and evening rush hours. For example, during the morning rush hour, the left-turn lane can be adjusted to the first priority to better cope with the characteristics of peak traffic flow.

[0062] Based on the IP-enabled speaker columns and voice warnings, ground-mounted LED directional warning lights can be further configured at intersections to project visual signals onto non-motorized vehicle lanes and pedestrian crossings. In high-risk scenarios, the LED warning lights and voice prompts flash synchronously, achieving a dual-channel warning method of "voice + vision" to enhance the warning effect. For hearing-impaired individuals, warning text content can be displayed on the intersection's display screen to ensure the reachability of warning information.

[0063] Working principle: The system acquires the dynamic parameters of the target vehicle, the current traffic light status, and environmental status information in real time through the front-end acquisition unit and transmits them to the edge computing unit. The edge computing unit calculates the risk value of the vehicle running a yellow light based on the yellow light running risk prediction model, and triggers timing adjustments and graded warnings according to the risk level and lane priority, thereby forming a closed-loop control mechanism of "data acquisition - risk prediction - execution feedback" to realize the synchronous resolution of the conflict risk between motor vehicles running yellow lights and non-motor vehicles or pedestrians running ahead.

[0064] Operating procedures: (1) System initialization: The traffic management department presets lane priorities and core parameters corresponding to each scenario. , , The edge computing unit loads a yellow light running risk prediction model, along with warning content. (2) Real-time data collection: Electronic police cameras, traffic signals and weather sensors continuously collect vehicle data, light status data and environmental data according to a set cycle and upload them to the edge computing unit; (3) Risk assessment: The edge computing unit performs risk calculation on the last vehicle approaching the stop line at the end of the green light period and outputs the risk level R; (4) Command execution: When the risk level R is not less than 60% and the lane priority condition is met, a timing adjustment command is generated and sent to the signal controller, and a warning trigger command is sent to the corresponding IP speaker at the same time; (5) Feedback closed loop: After the signal controller performs timing adjustment, it provides feedback on the changes in the light status. The edge computing unit determines whether to terminate or continue to maintain the warning command based on the feedback result, thereby forming a closed loop control.

[0065] Example 2 This embodiment, combined with specific application scenarios and technical variations, further illustrates the feasibility and flexibility of the technical solution.

[0066] I. Core Implementation Scenarios This intersection is a main road intersection. The east entrance has 3 lanes (lane 1 for going straight, lane 2 for turning left, and lane 3 for turning right). Electronic police cameras, edge servers, intelligent traffic signal controllers, 4-channel directional IP speakers, and Huayunshengda HY-WS01 weather sensors have been deployed. The lane priority is preset as follows: lanes 1 and 2 are first-level, and lane 3 is second-level.

[0067] (a) High-risk timing adjustment scenario for a single lane (dry weather) ) S1. Data Acquisition: Remaining green light time for the straight lane 1 at the east entrance =2 seconds, the electronic police camera detected the last small car in the lane. The real-time speed at L=4.5m is v=36km / h=10m / s, and the distance from the stop line is s=22m; the weather sensor reports that the road surface is dry. ,correspond =5m / s², driver reaction time =1.5s.

[0068] S2, Risk Calculation: Total safe stopping distance =10×1.5+10² / (2×5)=15+10=25m; Time required for a vehicle to completely cross the stop line =(22+4.5) / 10=2.65s; Travel time after speed increase =(22+4.5) / (10×1.1)≈2.41s; Risk value (R=100%) (because s=22m< =25m, judged as high risk).

[0069] S3, Timing Adjustment: Because lane 1 is a first-priority lane, timing adjustments are triggered. The timing adjustment amount is... =2.65-2=0.65s≤3s, the edge computing unit sends the command "green light ends 0.65 seconds early" to the signal controller, and the signal controller responds and executes within 300ms.

[0070] S4. Warning Execution: Simultaneously trigger the IP speaker next to lane 1 to play a high-frequency warning message: "Attention! There may be a motor vehicle running a yellow light at the intersection. Do not rush to cross!" The duration is 0.65s + 3s (yellow light duration) = 3.65s.

[0071] (II) Multi-lane cooperative control scenario (dry weather) ) S1. Data Acquisition: East entrance lane 1 (Level 1) green light remaining =1.5s, the last large vehicle : L=10m, v=30km / h=8.33m / s, (s=18m); Left turn lane 2 (Level 1) green light remaining =1.5s, the last small car : L=4.5m, v=27km / h=7.5m / s, s=15m; dry road surface hour, corresponding =3m / s², corresponding =5m / s².

[0072] S2, Parallel calculation of multi-lane risks: Lane 1 (Large Vehicles): =8.33×1.5+8.33² / (2×3)=12.5+11.57≈24.07m; s=18m<24.07m, (R=100%) (High risk); =(18+10) / 8.33≈3.36s, =3.36 - 1.5 = 1.86 s; Lane 2 (small vehicles): =7.5×1.5+7.5² / (2×5)=11.25+5.625≈16.875m; s=15m<16.875m, (R=100%) (High risk); =(15+4.5) / 7.5=2.6s, =2.6-1.5=1.1s.

[0073] S3, Collaborative Control Execution: Since both lanes 1 and 2 are of level 1 priority, lane 1, which is going straight, is given priority according to the preset "traffic flow weight," and its adjustment instruction is executed. =1.86s; The remaining green light time after the adjustment becomes 1.5 + 1.86 = 3.36 seconds. The risk of lane 2 is recalculated. =2.6s≤3.36s, (R=20%) (low risk), no additional adjustment required; Simultaneously trigger the IP speaker columns next to lanes 1 and 2. The warning for lane 1 continues until the yellow light ends, while the warning for lane 2 stops after the risk level drops to low risk, lasting 1.86 seconds.

[0074] (iii) Low visibility scenarios (rainy days) ) S1. Data Acquisition: East entrance No. 3 right turn lane (secondary) green light remaining =2.5s, the last motorcycle L=2m, v=27km / h=7.5m / s, s=18m; meteorological sensor feedback on rainy weather. ,correspond =2.5m / s², driver reaction time =2s.

[0075] S2, Risk Calculation: =7.5×2+7.5² / (2×2.5)=15+11.25=26.25m; =(18+2) / 7.5≈2.67s; =(18+2) / (7.5×1.1)≈2.42s; Because s=18m< =26.25m, (R=100%) (high risk), but lane 3 is a secondary priority lane and no primary lane has triggered an adjustment, thus triggering a timing adjustment. =2.67-2.5=0.17s.

[0076] S3, Execution Result: The traffic signal controller adjusts the green light duration to 0.17 seconds, simultaneously triggering the IP speaker next to lane 3 to play a high-risk warning message to prevent motorcycles from running the yellow light and colliding with pedestrians.

[0077] Example 3 Based on the same inventive concept, this embodiment provides a dynamic timing and red light violation conflict prevention system based on microscopic vehicle state perception. The principle of solving the problem is similar to that of the dynamic timing and red light violation conflict prevention method based on microscopic vehicle state perception, and the repeated parts will not be described again.

[0078] This embodiment provides a dynamic timing and red light violation conflict prevention system based on microscopic vehicle state perception, including: The data acquisition module is used to acquire multi-source data, including the instantaneous speed of motor vehicles in the target lane, the straight-line distance between the front wheels of the vehicle and the stop line, the vehicle type, the length of the corresponding vehicle type, the remaining time of the current green light, the current lane direction, and road condition data for dynamically adjusting vehicle braking parameters. The risk prediction module is used to predict the risk of running a yellow light based on the multi-source data and preset vehicle dynamics parameters and environmental parameters. The vehicle dynamics parameters include the maximum safe deceleration, and the environmental parameters include the driver's average reaction time and the maximum permissible acceleration ratio. The yellow light running risk prediction includes: calculating the total safe stopping distance of the vehicle, the time required for the vehicle to completely cross the stop line at the current instantaneous speed, and the time to proceed after acceleration; quantifying the yellow light running risk value based on the total safe stopping distance, the time required for the vehicle to completely cross the stop line at the current instantaneous speed, and the time to proceed after acceleration, and classifying the risk level accordingly; and triggering a warning based on the risk level. The timing adjustment module is used to trigger dynamic timing adjustment when the risk level meets the preset level threshold and the preset timing adjustment conditions, and generate the timing adjustment amount for the end of the green light of the current phase, so as to adjust the green light duration of the current phase. The collaborative control module is used to perform the yellow light violation risk prediction and dynamic timing adjustment in parallel for multiple lanes at the same entrance, and to achieve collaborative control of multiple lanes according to preset lane priority and timing adjustment conflict resolution rules.

[0079] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0080] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0081] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0082] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0083] Finally, it should be noted that the above specific embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to examples, 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, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A method for preventing conflicts between dynamic timing and running red lights based on microscopic vehicle state perception, characterized in that, include: Acquire multi-source data, including the instantaneous speed of motor vehicles in the target lane, the straight-line distance between the front wheels of the vehicle and the stop line, the vehicle type, the length of the corresponding vehicle type, the remaining duration of the current green light, the current lane direction, and road condition data for dynamically adjusting vehicle braking parameters; Based on the multi-source data, a risk prediction for running a yellow light is made according to preset vehicle dynamics parameters and environmental parameters. The vehicle dynamics parameters include the maximum safe deceleration, and the environmental parameters include the driver's average reaction time and the maximum permissible acceleration ratio. The risk prediction for running a yellow light includes: calculating the total safe stopping distance of the vehicle, the time required for the vehicle to completely cross the stop line at the current instantaneous speed, and the time to proceed after acceleration; based on the total safe stopping distance, the time required for the vehicle to completely cross the stop line at the current instantaneous speed, and the time to proceed after acceleration, a risk value for running a yellow light is quantified and a risk level is determined, and a warning is triggered based on the risk level. When the risk level meets the preset level threshold and the preset timing adjustment condition is met, dynamic timing adjustment is triggered, and the timing adjustment amount for the end of the green light of the current phase is generated to adjust the green light duration of the current phase. The system performs the yellow light violation risk prediction and dynamic timing adjustment in parallel on multiple lanes at the same entrance, and achieves coordinated control of multiple lanes according to the preset lane priority and timing adjustment conflict resolution rules.

2. The method for preventing conflicts between dynamic timing and running red lights based on microscopic vehicle state perception according to claim 1, characterized in that, The total safe stopping distance of the motor vehicle is calculated as follows: ； in, Total distance to safe stopping, unit: m; v represents the instantaneous speed of the motor vehicle in the target lane, in m / s; The average driver's reaction time, in seconds; The reaction distance of a vehicle when the driver does not brake, measured in meters. Maximum safe deceleration, unit: m / s²; The unit for the braking distance from the start of braking to complete stop of a vehicle: meters (m).

3. The method for preventing conflicts between dynamic timing and running red lights based on microscopic vehicle state perception according to claim 1, characterized in that, The time required for the vehicle to completely cross the stop line at the current instantaneous speed is calculated as follows: ； in, The time required for a vehicle to completely cross the stop line at its current instantaneous speed v, expressed in seconds. s is the straight-line distance between the front wheels of the vehicle and the stop line, in meters (m). L represents the vehicle length, in meters (m). v represents the instantaneous speed of the motor vehicle in the target lane, in m / s.

4. The method for preventing conflicts between dynamic timing and running red lights based on microscopic vehicle state perception according to claim 1, characterized in that, The increased travel time is calculated as follows: ； in, The time taken after the speed increase is in seconds. s is the straight-line distance between the front wheels of the vehicle and the stop line, in meters (m). L represents the vehicle length, in meters (m). v represents the instantaneous speed of the motor vehicle in the target lane, in m / s; This represents the maximum permissible acceleration ratio.

5. The method for preventing conflicts between dynamic timing and running red lights based on microscopic vehicle state perception according to claim 1, characterized in that, The risk value for running a yellow light is quantitatively calculated and the risk level is classified accordingly, including: ； Where R represents the risk value for running a yellow light, in the form of % %. The time taken after the speed increase is in seconds. The time required for a vehicle to completely cross the stop line at its current instantaneous speed v, expressed in seconds. Total safe stopping distance for motor vehicles, unit: m; The remaining duration of the green light, in seconds; When R=100%, it is impossible to stop safely, and the risk level is judged as high risk; When R=60%~99%, if speeding up still fails, the risk level is determined to be high risk. When R=30%~59%, the acceleration can be approved, and the risk level is judged as medium risk. When R=0%~29%, no speed increase is required to pass, and the risk level is judged as low risk.

6. The method for preventing conflicts between dynamic timing and running red lights based on microscopic vehicle state perception according to claim 5, characterized in that, Based on the stated risk level, an alert will be triggered, including: In response to the risk value of running a yellow light This triggers an alert and, under preset conditions, triggers dynamic timing adjustments. In response to the risk value of running a yellow light : It only triggers an alert; no timing adjustment is required. In response to the risk value of running a yellow light No action was taken.

7. The method for preventing conflicts between dynamic timing and running red lights based on microscopic vehicle state perception according to claim 1, characterized in that, When the risk level meets a preset level threshold and a preset timing adjustment condition is met, dynamic timing adjustment is triggered, and a timing adjustment amount for the end of the green light period in the current phase is generated to adjust the green light duration of the current phase, including: The last vehicle in the target lane at the end of the green light period meets the preset level threshold, and the target lane belongs to the high priority lane preset by the traffic management department, including the lane type of the main road straight lane and the main road left turn lane, triggering dynamic timing adjustment; The timing adjustment amount Calculate using the following formula: ； in, The time required for a vehicle to completely cross the stop line at its current instantaneous speed v, measured in seconds. The remaining duration of the green light, in seconds; The timing adjustment amount Constraints: This is used to limit a single timing adjustment to no more than 3 seconds to avoid excessive interference with traffic flow in other directions; if The timing adjustment is performed in 3-second intervals, and the intensity of the corresponding non-motorized vehicle and pedestrian warnings is increased simultaneously.

8. The method for preventing conflicts between dynamic timing and running red lights based on microscopic vehicle state perception according to claim 1, characterized in that, Based on the stated risk level, an alert will be triggered, including: The linked voice alert control meets the following triggering timing and triggering rules: The voice warning is activated simultaneously with the prediction of the risk of running a yellow light, with an activation delay of no more than 100ms. The voice warning continues until the yellow light for the current phase ends and the red light phase begins; the warning duration is calculated as: Warning Duration = , The standard yellow light duration; The content of the voice alerts is controlled according to risk level, including: In high-risk scenarios, output the warning message "Attention! A motor vehicle may run a yellow light at the intersection. Do not run!" at a volume of no less than 100dB and play it in a high-frequency loop at 1-second intervals. In medium-risk scenarios, output the warning message "Pay attention to vehicles at intersections and do not rush ahead", with a volume of no less than 90dB, and play it in a regular loop at 2-second intervals; The voice warning adopts a targeted triggering strategy, which only triggers the IP speakers in the non-motorized vehicle lanes and pedestrian crossing areas corresponding to the target lanes that are determined to be high-risk or medium-risk, so as to avoid interference with other entrance directions or non-target areas.

9. The method for preventing conflicts between dynamic timing and running red lights based on microscopic vehicle state perception according to claim 1, characterized in that, Based on preset lane priority and timing adjustment conflict resolution rules, multi-lane coordinated control is achieved, including: Lane priority is preset, determined by traffic management authorities based on traffic flow in each lane. The lane priority includes at least the following: First-priority lanes include straight-through lanes and left-turn lanes on main roads; Secondary priority lanes include straight lanes on secondary arterial roads and right-turn lanes on main arterial roads; Level 3 priority lanes include left-turn lanes and right-turn lanes on secondary arterial roads; Multi-lane risk parallel calculation: the risk prediction of running a yellow light is performed in parallel for all lanes at the same intersection, and the overall processing delay of the parallel calculation does not exceed 200ms. The timing adjustment conflict resolution rules include: When multiple lanes simultaneously meet the conditions for triggering timing adjustment, timing adjustment instructions are only issued to the lane with the highest priority. After the timing adjustment is completed in the highest priority lane, the risk level of other lanes is recalculated. When the risk level of other lanes drops to medium or low risk, no additional timing adjustment is performed. When other lanes are still at high risk, it is determined whether to perform timing adjustment for the corresponding lane, provided that the total cumulative timing adjustment time does not exceed 3 seconds. For all lanes with a risk level of medium or higher, the corresponding IP speaker will be triggered simultaneously to issue voice warnings, ensuring that non-motorized vehicles and pedestrians in all directions receive complete warning prompts.

10. A dynamic timing and red-light violation conflict prevention system based on microscopic vehicle state perception, characterized in that, include: The data acquisition module is used to acquire multi-source data, including the instantaneous speed of motor vehicles in the target lane, the straight-line distance between the front wheels of the vehicle and the stop line, the vehicle type, the length of the corresponding vehicle type, the remaining time of the current green light, the current lane direction, and road condition data for dynamically adjusting vehicle braking parameters. The risk prediction module is used to predict the risk of running a yellow light based on the multi-source data and preset vehicle dynamics parameters and environmental parameters. The vehicle dynamics parameters include the maximum safe deceleration, and the environmental parameters include the driver's average reaction time and the maximum permissible acceleration ratio. The yellow light running risk prediction includes: calculating the total safe stopping distance of the vehicle, the time required for the vehicle to completely cross the stop line at the current instantaneous speed, and the time to proceed after acceleration; quantifying the yellow light running risk value based on the total safe stopping distance, the time required for the vehicle to completely cross the stop line at the current instantaneous speed, and the time to proceed after acceleration, and classifying the risk level accordingly; and triggering a warning based on the risk level. The timing adjustment module is used to trigger dynamic timing adjustment when the risk level meets the preset level threshold and the preset timing adjustment conditions, and generate the timing adjustment amount for the end of the green light of the current phase, so as to adjust the green light duration of the current phase. The collaborative control module is used to perform the yellow light violation risk prediction and dynamic timing adjustment in parallel for multiple lanes at the same entrance, and to achieve collaborative control of multiple lanes according to preset lane priority and timing adjustment conflict resolution rules.

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