Gradient sensing control method, electronic equipment and computer readable storage medium

Abstract

The invention provides a gradient induction control method. The method comprises the steps of obtaining traffic flow data of a target intersection at a current moment and operation data of a corresponding traffic signal lamp; according to the running duration of the target stage and the corresponding relation between the different running duration intervals of the lamp sets in the preset target stage and the vehicle number threshold values, gradient vehicle number threshold values corresponding to the lamp sets at present in the target stage are determined; according to the operation data, the traffic flow data and a gradient vehicle number threshold value, determining a stage vehicle state value and a stage pedestrian state value of the target stage at the current moment; according to the stage vehicle state value and the stage pedestrian state value of the target stage at the current moment, determining a stage signal value of the target stage at the current moment; determining a stage decision value of the target stage at the current moment according to the stage signal value of the target stage at the current moment; and according to the stage decision value of the target stage at the current moment, generating a control instruction for controlling the traffic signal lamp of the target intersection.

Description

Technical Field

[0001] This application relates to the field of traffic control technology, specifically to a gradient sensing control method, electronic device, and computer-readable storage medium. Background Technology

[0002] Traffic signal control is a core tool in urban traffic management, and the quality of its control strategies directly determines the efficiency and safety level of intersections. Currently, signal control methods at urban intersections are mainly divided into three categories: timed control, inductive control, and adaptive control. Timed control is based on historical traffic flow data, pre-setting fixed timing schemes for different time periods. While this method is stable and low-cost, it cannot respond to real-time dynamic changes in traffic flow. At intersections with highly random and fluctuating traffic demand, it can easily lead to wasted green light time or excessively long queues. Inductive control uses detectors (such as geomagnetic coils) buried in the road surface to sense vehicle arrival in real time and adjust signal timing accordingly, theoretically better adapting to real-time traffic demands. However, the widely used basic inductive control mode (such as the "release when a vehicle is detected" mode) has significant drawbacks: it typically uses a fixed vehicle quantity threshold to determine whether to extend the green light, and once a vehicle is detected, it tends to continue allowing passage regardless of how long the current phase has been running. However, this strategy can easily lead to a "one-time emptying" phenomenon when traffic is sparse. This means that the traffic flow is intermittent and inefficient during the green light period, but the green light is occupied for a long time due to the continuous arrival of vehicles, which seriously increases the waiting delays of vehicles in other directions. Summary of the Invention

[0003] To address the aforementioned technical issues, this application provides a gradient sensing control method, electronic device, and computer-readable storage medium, which enables precise control of green light time, real-time response to dynamic changes in traffic demand, improves overall intersection traffic efficiency, ensures pedestrian safety, and has high reliability.

[0004] This application provides a gradient sensing control method, including: Obtain traffic flow data and corresponding traffic light operation data for the target intersection at the current moment; the operation data includes the operation plan, the target stage of execution, and the light status of each light group in the target stage; Based on operational data and traffic flow data, determine the stage vehicle status value and stage pedestrian status value at the current moment for the target stage; Based on the vehicle state value and pedestrian state value of the target stage at the current moment, determine the stage decision value of the target stage at the current moment; Based on the target stage's current stage decision value, generate control instructions for controlling the traffic lights at the target intersection.

[0005] In one embodiment, the operation plan includes computational control logic and a threshold for the number of target objects corresponding to each light group in the target phase; based on operational data and traffic flow data, the phase vehicle state value and phase pedestrian state value of the target phase at the current moment are determined, including: Traffic flow data is analyzed by light group association detection to obtain the detection results of traffic flow sub-data associated with each light group in the target stage; Based on the threshold number of target objects corresponding to each light group in the target phase and the detection results of traffic flow data associated with each light group in the target phase, determine the vehicle status value and pedestrian status value of each light group in the target phase at the current time. Based on the vehicle and pedestrian status values ​​of each light group in the target phase at the current moment, as well as the calculation and control logic, determine the phase vehicle and pedestrian status values ​​of the target phase at the current moment.

[0006] In one embodiment, the detection result includes the number of target objects within the detection area corresponding to the light group; the target objects include vehicles and / or pedestrians, the detection area includes a vehicle detection area and / or a pedestrian detection area, and the target object number threshold includes a vehicle number threshold and / or a pedestrian number threshold; Based on the threshold number of target objects corresponding to each light group in the target phase and the detection results of traffic flow sub-data associated with each light group in the target phase, the vehicle state value and pedestrian state value of each light group in the target phase at the current time are determined, including: At the current moment, if the number of vehicles in the vehicle detection area corresponding to the target light group is empty, then the vehicle detection status value of the target light group at the current moment is marked as the third preset value; if the number of vehicles in the vehicle detection area corresponding to the target light group is greater than or equal to the vehicle number threshold, then the vehicle detection status value of the target light group at the current moment is marked as the first preset value; otherwise, the vehicle detection status value of the target light group at the current moment is marked as the second preset value; the target light group is any light group in the target stage. If, in the m consecutive moments preceding the current moment, the number of times the vehicle detection status value of the target light group is greater than or equal to the number of times the vehicle detection status value of the target light group is the third preset value, then the vehicle status value of the target light group at the current moment is marked as the third preset value; if the number of times the vehicle detection status value of the target light group is the second preset value is greater than or equal to the number of times the vehicle detection status value of the target light group is the second preset value, then the vehicle status value of the target light group at the current moment is marked as the second preset value; otherwise, the vehicle status value of the target light group at the current moment is marked as the first preset value. If the number of pedestrians in the pedestrian detection area corresponding to the target light group is greater than or equal to the pedestrian number threshold, then the pedestrian status value of the target light group at the current time is marked as the first preset value; otherwise, the pedestrian status value of the target light group at the current time is marked as the second preset value.

[0007] In one implementation, the vehicle state value and pedestrian state value of the target stage at the current moment are determined based on the vehicle state value and pedestrian state value of each light group in the target stage at the current moment and the calculation control logic, including at least one of the following: When the operation control logic is the first operation logic, mark the vehicle state value of the target stage at the current time as the minimum value of the vehicle state value of all light groups in the target stage at the current time, and mark the pedestrian state value of the target stage at the current time as the minimum value of the pedestrian state value of all light groups in the target stage at the current time. When the operation control logic is the second operation logic, if at least one light group in the target stage has a vehicle state value of the first preset value at the current time, then mark the target stage vehicle state value of the current time as the first preset value; otherwise, mark the target stage vehicle state value of the current time as the minimum value of the vehicle state values ​​of all light groups in the target stage at the current time. If at least one light group in the target stage has a pedestrian state value of the first preset value, then mark the target stage pedestrian state value of the current time as the first preset value; otherwise, mark the target stage pedestrian state value of the current time as the second preset value.

[0008] This application also provides an electronic device, including: a memory and a processor, wherein the memory stores computer program instructions for execution on the processor, and when the processor executes the computer program instructions, it implements the gradient sensing control method as described above.

[0009] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the gradient sensing control method as described above.

[0010] As described above, the gradient sensing control method provided in this application, on the one hand, achieves full-element, real-time perception of the traffic environment and signal status at the intersection by acquiring traffic flow data and traffic light operation data at the target intersection at the current moment. On the other hand, by using the running time of the target stage and the preset correspondence between each light group in the target stage and the vehicle number threshold for different running time intervals, the gradient vehicle number threshold corresponding to each light group in the target stage is determined. That is, a gradient strategy that dynamically increases the vehicle number threshold over time is established. Thus, in the early stage of the green light, a lower vehicle number threshold can quickly respond to the initial queue of vehicles, while as the green light time extends, a higher vehicle number threshold requires more vehicles to arrive before it is worthwhile to continue allowing passage. This effectively avoids the problem of "empty passage and low efficiency" caused by sporadic vehicle arrivals in the later stage of the green light, forcing the traffic control system to terminate the current stage in a timely manner when the efficiency of green light time utilization decreases, allocating the valuable green light time to other more demanding traffic directions, thereby reducing the average delay of all vehicles at the intersection as a whole and improving the overall traffic efficiency. On the other hand, by adopting technical features that determine the stage vehicle state value and stage pedestrian state value at the current moment based on operational data and traffic flow data, the effect of elevating pedestrian traffic demand to a decision-making dimension of equal importance to vehicle traffic demand is achieved. This fully ensures the safety of "green-tailed pedestrians" crossing the street, significantly reduces pedestrian-vehicle conflicts, and realizes the synergistic optimization of vehicle traffic efficiency and pedestrian crossing safety. On the other hand, by employing the technical feature of determining the stage signal value of the target stage at the current moment based on the stage vehicle state value and stage pedestrian state value of the target stage, and then determining the stage decision value of the target stage at the current moment based on the stage signal value of the target stage, a more comprehensive judgment on the health status of the intersection can be made. This makes the decision-making logic more structured, clear, and intelligent, and at the same time realizes a fundamental shift from static timing control to dynamic demand-driven control, enabling signal timing to adapt to real-time traffic flow changes and significantly improving the efficiency of green light time utilization. Furthermore, by employing the technical feature of generating control instructions for controlling traffic lights at the target intersection based on the stage decision value of the target stage at the current moment, the intelligent decision-making results are transformed into on-site equipment actions without loss and with high efficiency, forming a complete closed-loop automatic control from perception, decision-making to execution. In addition, the traffic flow data of this application can be obtained from existing traffic monitoring equipment such as electronic police, checkpoints, and radar-visual integrated machines at the intersection. Existing and widely used sensing equipment can be directly used as a data source, greatly reducing the hardware deployment cost and subsequent maintenance cost of the sensing control system, laying the foundation for the large-scale promotion of sensing control technology.In other words, the gradient sensing control method provided in this application improves efficiency through a gradient threshold mechanism and ensures safety through human-vehicle state coordination. It can respond to dynamic changes in traffic demand in real time and achieves a comprehensive technical effect of coordinating and optimizing vehicle traffic efficiency and pedestrian crossing safety. At the same time, it significantly reduces the application cost of sensing control and ultimately achieves a comprehensive technical effect of low-cost, high-reliability, high-efficiency and safe intelligent sensing control. Attached Figure Description

[0011] Figure 1 A schematic flowchart of a gradient sensing control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of a gradient sensing control system provided in an embodiment of this application. Detailed Implementation

[0012] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0013] First, the relevant terms involved in the embodiments of this application will be explained.

[0014] Traffic light clusters: These indicate the direction and turning information of at least one traffic flow that simultaneously has the right-of-way. Each traffic light cluster corresponds to a unique identifier. Using numbers to represent traffic light clusters, for example, 1 represents the east left-turn light cluster, 2 represents the east straight-ahead light cluster, 3 represents the east right-turn light cluster, 4 represents the west left-turn light cluster, 5 represents the west straight-ahead light cluster, 6 represents the west right-turn light cluster, 7 represents the south left-turn light cluster, 8 represents the south straight-ahead light cluster, 9 represents the south right-turn light cluster, 10 represents the north left-turn light cluster, 11 represents the north straight-ahead light cluster, and 12 represents the north right-turn light cluster. In practical applications, right-turn light clusters may be disregarded. It should be noted that the names of traffic light clusters can follow the rule of "entry direction + travel direction," for example, the "south straight-ahead light cluster" controls the traffic flow entering from the south entrance and traveling straight through the intersection from the north.

[0015] Phases: These include east-west straight traffic, east-west left turns, north-south straight traffic, north-south left turns, eastbound traffic permission, westbound traffic permission, southbound traffic permission, and northbound traffic permission. Each phase typically includes two traffic light groups that allow traffic to proceed. For example, the north-south straight traffic phase includes both southbound and northbound straight traffic light groups.

[0016] Traffic flow plan: This includes a combination of phase sequence and phase duration. For example, a traffic flow plan may include phases in the following order: north-south straight, north-south left turn, east-west straight, and east-west left turn, and the duration of each phase may be a preset value such as 30 seconds.

[0017] Detection Zone: A virtual area set up at an intersection to detect traffic participants, associated with specific traffic light groups. It includes vehicle detection zones and pedestrian detection zones. Vehicle detection zones can be further divided into exit vehicle detection zones and arrival vehicle detection zones. Exit vehicle detection zones are located after the exit lane and are used to detect vehicles that have crossed the stop line at the intersection. Their data is primarily used to determine if there is a risk of overflow congestion at the intersection. Arrival vehicle detection zones are located at the intersection's arrival lanes and are used to detect vehicles about to cross or waiting to cross the intersection. Based on their distance from the stop line and their function, they can be subdivided into tactical arrival detection zones closer to the stop line (for detecting immediate passage needs) and strategic arrival detection zones further away (for detecting vehicles arriving in the medium to long term and supporting strategic functions such as priority for special vehicles). Furthermore, to more accurately detect or count the number of arrival vehicles in each lane, the arrival vehicle detection zone can be divided into sub-detection zones corresponding to each lane. Pedestrian detection zones are located in the pedestrian crossing (zebra crossing) area and are used to detect pedestrians waiting to cross or currently crossing the street. It should be noted that in standard intersection phase design, for a straight-ahead traffic light group, the pedestrian detection zone associated with it during the green light phase is typically located on the left or right of the adjacent zebra crossing area in the direction indicated by that light group. For example, in an intersection, the zebra crossing areas include the south zebra crossing area, east zebra crossing area, north zebra crossing area, and west zebra crossing area. During the north-south straight-ahead phase, the light groups that gain the right-of-way are the south and north straight-ahead light groups. At this time, the pedestrian flow gaining the right-of-way in conjunction with them is the east-west pedestrian flow. In this case, the pedestrian detection zone corresponding to the south straight-ahead light group can be the east zebra crossing area, and the pedestrian detection zone corresponding to the north straight-ahead light group can be the west zebra crossing area.

[0018] This embodiment provides a gradient sensing control method, such as Figure 1 As shown, this gradient sensing control method can be applied to traffic control intelligent devices, which are used to directly or indirectly control traffic lights at intersections. Specifically, these devices can be electronic devices such as edge computing devices that are communicatively connected to traffic monitoring equipment and signal controllers at intersections. The method includes: Step S101: Obtain the traffic flow data of the target intersection at the current time and the corresponding traffic light operation data; the operation data includes the operation plan, the current target stage, and the duration of the target stage.

[0019] Step S102: Based on the running time of the target stage and the preset correspondence between each light group in the target stage and the vehicle number threshold for different running time intervals, determine the gradient vehicle number threshold corresponding to each light group in the target stage.

[0020] Step S103: Based on the operation data, traffic flow data, and gradient vehicle quantity threshold, determine the stage vehicle state value and stage pedestrian state value of the target stage at the current moment.

[0021] Step S104: Determine the stage signal value of the target stage at the current moment based on the stage vehicle state value and stage pedestrian state value of the target stage at the current moment.

[0022] Step S105: Determine the stage decision value of the target stage at the current moment based on the stage signal value of the target stage at the current moment.

[0023] Step S106: Based on the stage decision value of the target stage at the current moment, generate control instructions for controlling the traffic lights at the target intersection.

[0024] The target intersection refers to the intersection requiring traffic control, specifically a crossroads, T-junction, or other types of intersection, without particular limitation. Traffic flow data refers to real-time data collected by traffic monitoring equipment to describe the traffic conditions at the target intersection. In this embodiment, the traffic monitoring equipment may include video surveillance equipment and / or radar equipment. Correspondingly, the traffic flow data may include video stream data collected by video surveillance equipment at the target intersection, and may also include radar detection data collected by radar equipment such as 4D radar. Of course, traffic flow data can also be data collected by a radar-visual integrated machine, including both video stream data and radar detection data. Video surveillance equipment includes, but is not limited to, devices capable of collecting video and / or images such as electronic police, checkpoints, and traffic flow cameras to provide stable video stream data. In one embodiment, video stream data of the entire exit vehicle detection area and pedestrian detection area can be collected by electronic police equipment, while video stream data of the entrance vehicle detection area can be collected by checkpoint equipment. It should be noted that the detection ranges of different traffic monitoring devices may partially overlap or not overlap at all.

[0025] This involves acquiring the operational data of the traffic lights at the target intersection at the current moment. This can be done in real-time or periodically, such as at 1-second intervals. Operational data refers to data acquired in real-time from the traffic signal controllers at the target intersection, describing the current operating status of the traffic lights. Operational data may include the operational plan, the target phase being executed, and the light status of each light group within the target phase. The operational plan indicates the traffic flow control rules for each direction, i.e., the timing plan number and parameters currently being executed by the traffic signal controller. This may include the traffic plan, the operational control logic, and the pedestrian number threshold, minimum green light duration, maximum green light duration, phase downgrade duration, phase advance duration, phase duration, and phase delay duration for each light group within the target phase. The target phase refers to the signal phase being executed by the traffic signal controller at the current moment, such as the "north-south straight phase." The light status of each light group refers to the current light color status (e.g., red, green, yellow) of each traffic signal group (e.g., "east straight," "west left turn") within the target phase.

[0026] The operation plan for traffic lights at the target intersection may differ at different times. For example, the operation plan from 8:00 AM to 9:00 AM may be the morning rush hour plan, while the operation plan from 9:00 AM to 5:00 PM may be the off-peak plan. Similarly, the target phase may also differ at different times. For instance, at 7:11:10 AM, the target phase may be north-south straight traffic, while at 7:12:00 AM, the target phase may be north-south left turns. The light groups within a target phase can be those related to that phase. For example, when the target phase is north-south straight traffic, the light groups in that phase include the north-south straight traffic light group and the south-south straight traffic light group, both with green lights. At the current moment, the light states of the light groups within the target phase may be the same or different; for example, some light groups may be green while others are red.

[0027] In cases where the traffic signal controllers used to control the traffic lights at the target intersection are not integrated into the traffic signal control intelligent device, the device can periodically acquire the current operating data of the traffic lights at the target intersection from the signal controllers. Furthermore, if the traffic signal control intelligent device has stored different operating schemes for the traffic lights at the target intersection, the operating scheme in the operating data can be identified as an operating scheme number, and the device can determine the corresponding operating scheme locally based on the operating scheme identifier and the current time. Of course, the traffic signal controllers can also be integrated into the traffic signal control intelligent device.

[0028] The target phase's runtime refers to the time elapsed from the start of the target phase to the current time. For each light group within the target phase, different runtime intervals can be mapped to vehicle quantity thresholds. This mapping allows for the determination of the corresponding gradient vehicle quantity threshold for that light group. The gradient vehicle quantity threshold is a dynamically changing vehicle quantity threshold based on the phase's runtime. This threshold switches according to preset runtime intervals, and its overall trend within the phase's operating cycle is non-decreasing, typically showing a gradual increase. Specifically, for a given target light group, at least two runtime intervals (e.g., first interval, second interval, third interval) are predefined, and a vehicle quantity threshold (e.g., first threshold, second threshold, third threshold) is configured for each interval. If the first interval corresponds to the first threshold, the second interval to the second threshold, and the third interval to the third threshold, then the following conditions must be met: first threshold ≤ second threshold ≤ third threshold, and third threshold > first threshold. At the current time, based on which interval the target phase's runtime falls into, the appropriate gradient vehicle quantity threshold for that light group can be dynamically determined.

[0029] The vehicle state value at each stage quantifies whether there is still traffic demand in all directions served by the target stage at the current moment. The pedestrian state value at each stage quantifies whether there is still traffic demand in all directions associated with the target stage at the current moment. The stage decision value represents the control strategy for the target stage at the current moment, indicating whether the current target stage should continue or end immediately. Based on the stage decision value of the target stage at the current moment, control instructions can be generated to control the traffic lights at the target intersection. These instructions allow the signal controller to adjust the state of the light groups and / or adjust the phase of traffic flow, thereby achieving a comprehensive technical effect of synergistically optimizing vehicle traffic efficiency and pedestrian crossing safety, while significantly reducing the application cost of sensor control. The control instructions are generated by the signal control intelligent equipment and sent to the signal controller to directly control changes in the traffic lights, such as a "stepping instruction" (ending the current stage and entering the next stage) or a "light group early termination instruction" (ending the green light of a specified light group early).

[0030] For example, the traffic control intelligent device first acquires real-time (e.g., once per second) operational data from the traffic signal controller and traffic flow data from video surveillance equipment and 4D radar via a communication interface. Next, the edge computing device performs fusion analysis on the acquired data. For instance, it analyzes the video stream using visual algorithms such as YOLO and / or combines it with radar detection data to count the number of vehicles in each approach lane and the number of pedestrians at the crosswalk. Then, it combines the traffic light information included in the target phase of the operational data to associate the detected traffic data with specific light groups. Using preset threshold logic (e.g., whether the number of vehicles in the approach vehicle detection zone corresponding to a certain light group is greater than the corresponding gradient vehicle number threshold) and calculation rules, it comprehensively calculates two key indicators: the phase vehicle state value and the phase pedestrian state value of the target phase at the current moment. Next, based on the phase vehicle state value and the phase pedestrian state value, it determines whether the current phase should end, generating a clear and executable phase decision value. Finally, it generates specific control instructions based on this phase decision value.

[0031] In one embodiment, the operational data further includes the light status of each light group in the target phase; based on the elapsed runtime of the target phase and the preset correspondence between each light group in the target phase and the vehicle number threshold for different runtime intervals, the gradient vehicle number threshold corresponding to each light group in the target phase is determined, including: If the running time of the target phase is within the first running time interval corresponding to the target light group and the first running time interval corresponds to the first threshold, then the gradient vehicle number threshold corresponding to the target light group is determined as the first threshold; the target light group is any light group in the target phase whose light state is green, and the start time of the first running time interval is greater than or equal to the minimum green light duration of the target phase. If the running time of the target stage is within the second running time interval corresponding to the target light group and the second running time interval corresponds to the second threshold, then the gradient vehicle number threshold corresponding to the target light group is determined as the second threshold; the second threshold is greater than or equal to the first threshold. If the running time of the target phase is within the third running time interval corresponding to the target light group and the third running time interval corresponds to the third threshold, then the gradient vehicle number threshold corresponding to the target light group is determined as the third threshold; the start time of the third running time interval is less than or equal to the maximum green light duration of the target phase, and the third threshold is greater than or equal to the second threshold.

[0032] In the sensing control process, for each light group whose light status is green in the target phase, the target running time interval corresponding to the target phase running time can be determined first based on the running time of the target phase. Then, based on the target running time interval, the correspondence between the light group and the vehicle number threshold for different running time intervals is queried to determine the vehicle number threshold corresponding to the target running time interval, and this threshold is used as the gradient vehicle number threshold for the light group. The first threshold, second threshold, and third threshold can be set according to actual needs. For example, for a certain light group, the corresponding first threshold can be set to 1, the second threshold to 2, and the third threshold to 3, etc.

[0033] For example, taking the target phase as the north-south straight-ahead phase, the runtime intervals include the first duration interval (20, 30], the second duration interval (30, 40], and the third duration interval (40, 50]. For the south-south straight-ahead light group in the north-south straight-ahead phase, the vehicle number threshold corresponding to the first duration interval (20, 30] can be 1, the vehicle number threshold corresponding to the second duration interval (30, 40] can be 1, and the vehicle number threshold corresponding to the third duration interval (40, 50) can be 2; while for the north-south straight-ahead light group in the north-south straight-ahead phase, the vehicle number threshold corresponding to the first duration interval (20, 30] can be 1, the vehicle number threshold corresponding to the second duration interval (30, 40] can be 2, and the vehicle number threshold corresponding to the third duration interval (40, 50) can be 3, etc.

[0034] In this way, through gradient design, the problem of "green light being idle and inefficient" caused by the arrival of sporadic vehicles in the later stages of the green light in traditional inductive control can be effectively avoided. This prompts the inductive control system to terminate the current stage in a timely manner when the utilization rate of the green light time decreases, and switch the right of way to other directions of traffic with demand, thereby improving the overall traffic efficiency of the intersection.

[0035] In one embodiment, the operation plan includes computational control logic and pedestrian quantity thresholds for pedestrian detection zones corresponding to each light group in the target phase; based on operational data, traffic flow data, and gradient vehicle quantity thresholds, the phase vehicle state value and phase pedestrian state value for the target phase at the current moment are determined, including: Traffic flow data is analyzed by light group association detection to obtain the detection results of traffic flow sub-data associated with each light group in the target stage; Based on the detection results of pedestrian number threshold, gradient vehicle number threshold and traffic flow data associated with each light group, determine the vehicle state value and pedestrian state value of each light group at the current time in the target stage; Based on the vehicle and pedestrian status values ​​of each light group in the target phase at the current moment, as well as the calculation and control logic, determine the phase vehicle and pedestrian status values ​​of the target phase at the current moment.

[0036] The operational control logic, also known as the compact logic, is used to instruct the operational logic during the generation of vehicle and pedestrian state values ​​for the target stage. It includes a first operational logic and a second operational logic. The first operational logic, also called compact logic, takes a cautious approach to traffic demand assessment throughout the stage. If traffic demand in any direction within the stage does not reach a threshold (i.e., the state value is not "demanding"), the entire stage is considered demand-free. This effectively prevents one direction from being "over-served" while other directions are "starved" in scenarios with high traffic volume, the need for efficient queue clearing, or extremely high safety requirements, ensuring that all directions have no significant traffic demand by the end of the stage. The second operational logic, also known as loose logic, is more proactive in assessing traffic demand. If there is traffic demand in any direction within the stage, the entire stage is considered demanding. This allows for rapid response to sudden traffic surges in scenarios with low traffic volume and the need to minimize vehicle and pedestrian waiting times. It avoids missing service opportunities due to minor misjudgments by a single detector, improving system response speed and user experience.

[0037] The traffic flow sub-data associated with a traffic light group refers to the data within the traffic flow data that is linked to that particular light group, used to assess the traffic demand for that specific light group. For video stream data, the traffic flow sub-data associated with a light group may be image frames within a specified detection area; for radar detection data, the traffic flow sub-data associated with a light group may be a structured list of vehicle information or a list of pedestrian information within a specified detection area. For example, taking the east-straight-ahead light group as an example, the traffic flow sub-data associated with this east-straight-ahead light group may include video data from the corresponding entrance vehicle detection area, exit vehicle detection area, and pedestrian detection area. In addition, the traffic flow sub-data associated with this east-straight-ahead light group may also include video data from the corresponding exit vehicle detection area, etc.

[0038] It is understandable that, since the traffic flow sub-data associated with different light groups are different, it is necessary to perform light group association detection on the traffic flow data to filter and extract the data corresponding to the traffic flow direction controlled by a specific light group, i.e., the traffic flow sub-data associated with each light group. The detection results may include whether the traffic flow sub-data associated with the light group (including video flow sub-data and / or radar detection sub-data) has been obtained, and, if the traffic flow sub-data associated with the light group has been obtained, the number of vehicles in the vehicle detection area and the number of pedestrians in the pedestrian detection area corresponding to that light group. It should be noted that, based on the detection results, if it is determined that the traffic flow sub-data associated with the light group has not been obtained, it can be determined that the traffic monitoring equipment corresponding to that light group is offline, etc. In this embodiment, after obtaining the traffic flow data of the target intersection at the current time, the video stream data can be analyzed by existing visual algorithms such as YOLO to obtain the detection results of the traffic flow sub-data associated with each light group in the target stage, which will not be elaborated here.

[0039] Here, vehicle status value and pedestrian status value refer to a status identifier representing the current traffic demand of a single light group, derived by comparing its corresponding detection result with a corresponding quantity threshold. Based on the vehicle and pedestrian status values ​​of each light group at the current moment and the calculation control logic, the stage vehicle status value and stage pedestrian status value of the target stage at the current moment can be determined. It should be noted that, in this embodiment, obtaining the vehicle and pedestrian status values ​​of each light group in the target stage at the current moment can be understood as obtaining the vehicle and pedestrian status values ​​of each light group in the target stage that is currently in a green light state. In this way, accurate acquisition of the stage vehicle and pedestrian status values ​​of the target stage at the current moment can be achieved, further improving vehicle traffic efficiency and pedestrian crossing safety.

[0040] In one embodiment, traffic flow data is subjected to light group association detection to obtain the detection results of traffic flow sub-data associated with each light group in the target stage, including: The target video stream data associated with the target light group is determined from the video stream data, and the target radar detection data associated with the target light group is determined from the radar detection data; the target light group is any light group in the target phase. The target objects in the target video stream data that are located in at least one first detection area corresponding to the target light group are identified and detected, and the first number of target objects in each first detection area corresponding to the target light group is obtained. The target objects in the second detection area corresponding to the target light group are identified and detected in the target radar detection data, and the second number of target objects in the second detection area corresponding to the target light group is obtained; the second detection area does not overlap with the first detection area.

[0041] It is understandable that the monitoring ranges of different traffic monitoring devices set up at the target intersection may partially overlap. However, based on the monitoring range of different traffic monitoring devices, it can be determined which one or more video surveillance devices can capture the video stream data associated with each light group, and which radar device can collect the radar detection data associated with each light group. For example, for the eastbound straight-ahead light group, the video stream data captured by the video surveillance device set up on the east side of the target intersection, whose shooting range covers the exit vehicle detection area from east to west and the north zebra crossing area which serves as the pedestrian detection area, and the video stream data captured by the video surveillance device whose shooting range covers the entrance vehicle detection area from east to west, can be used as the video stream data associated with the eastbound straight-ahead light group.

[0042] The target objects can be vehicles and / or pedestrians. Optionally, after obtaining the traffic flow sub-data associated with each light group in the target stage, identification and detection can be performed based on vehicle recognition algorithms and / or pedestrian recognition algorithms to obtain the number of vehicles in the vehicle detection zone and the number of pedestrians in the pedestrian detection zone. It should be noted that before identifying and detecting the target objects (including vehicles and / or pedestrians) in the corresponding detection zone in the video stream data, a rectangle can be set as the analysis range of the video stream image based on the detection requirements to minimize interference. At the same time, when setting the exit vehicle detection zone, in order to cover as many vehicles as possible that have entered the intersection, the shape of the exit vehicle detection zone can be set as a polygon, such as a hexagon or octagon. In this way, the detection results of the traffic flow sub-data associated with each light group in the target stage can be accurately obtained, which facilitates the subsequent accurate control of the traffic lights at the target intersection.

[0043] In one embodiment, the detection results include the number of vehicles in the imported vehicle detection area corresponding to the light group and the number of pedestrians in the pedestrian detection area; Based on the detection results of pedestrian number thresholds, gradient vehicle number thresholds, and traffic flow sub-data associated with each light group, the vehicle state value and pedestrian state value of each light group at the current time in the target phase are determined, including: At the current moment, if the number of vehicles in the imported vehicle detection area corresponding to the target light group is empty, the vehicle detection status value of the target light group at the current moment is marked as the third preset value; if the number of vehicles in the imported vehicle detection area corresponding to the target light group is greater than or equal to the gradient vehicle number threshold, the vehicle detection status value of the target light group at the current moment is marked as the first preset value; otherwise, the vehicle detection status value of the target light group at the current moment is marked as the second preset value. If, in the m consecutive moments preceding the current moment, the number of times the vehicle detection status value of the target light group is greater than or equal to the number of times the vehicle detection status value of the target light group is the third preset value, then the vehicle status value of the target light group at the current moment is marked as the third preset value; if the number of times the vehicle detection status value of the target light group is the second preset value is greater than or equal to the number of times the vehicle detection status value of the target light group is the second preset value, then the vehicle status value of the target light group at the current moment is marked as the second preset value; otherwise, the vehicle status value of the target light group at the current moment is marked as the first preset value. If the number of pedestrians in the pedestrian detection area corresponding to the target light group is greater than or equal to the pedestrian number threshold, then the pedestrian status value of the target light group at the current time is marked as the first preset value; otherwise, the pedestrian status value of the target light group at the current time is marked as the second preset value.

[0044] The gradient vehicle number threshold and pedestrian number threshold refer to the minimum number of traffic participants required to determine whether a traffic light group has a need for passage. When the number of target objects in the corresponding detection area reaches or exceeds the threshold, it is considered that there is a valid need for passage in that direction. The vehicle detection status value refers to the instantaneous status identifier obtained after judging the situation in the vehicle detection area corresponding to the target traffic light group based on a single detection (i.e., a frame of data at the current moment). If the number of vehicles in the vehicle detection area corresponding to the target traffic light group is empty, it may be due to a disconnection or transmission interruption of the traffic monitoring equipment associated with the target traffic light group. The first, second, and third preset values ​​can be set according to actual needs. For example, the first preset value can be set to 1, the second preset value can be set to 0, and the third preset value can be set to 2, etc. m can be set to 8 or 10, etc.; the first preset number of times is less than m, and the first preset number of times can be set to 4 or 5, etc.; the pedestrian number threshold can be set to 1 or 2, etc.

[0045] Specifically, if the number of vehicles in the import vehicle detection area corresponding to the target light group is greater than or equal to the gradient vehicle number threshold, it indicates that there are vehicles or a large number of vehicles in the import vehicle detection area corresponding to that light group at the current moment, and the vehicle detection status value of the target light group at the current moment is marked as the first preset value. If the number of vehicles in the import vehicle detection area corresponding to the target light group is less than the vehicle number threshold, it indicates that there may be no vehicles or a small number of vehicles in the vehicle detection area corresponding to that light group at the current moment, and the vehicle detection status value of the target light group at the current moment is marked as the second preset value. If, over a consecutive m time interval from the current time, the number of times the vehicle detection status value of the target light group is greater than or equal to the number of times the value of the third preset value is greater than or equal to the number of times the value of the first preset value is greater than or equal to the number of times the value of the first preset value is greater than or equal to the number of times the value of the first preset value is greater than or equal to the number of times the value of the second ...

[0046] It should be noted that when the traffic monitoring equipment associated with the target light group is offline, resulting in an empty vehicle detection zone corresponding to the target light group, the number of pedestrians in the pedestrian detection zone corresponding to the target light group can be determined by analyzing the video stream data collected by traffic monitoring equipment associated with other light groups in the traffic flow data. For example, taking a crossroads as the target intersection and a north-south straight-ahead phase as an example, if the electronic traffic enforcement camera associated with the north-south straight-ahead light group is offline, the traffic control intelligent equipment cannot obtain the number of pedestrians in the pedestrian detection zone (i.e., the western zebra crossing area) corresponding to the north-south straight-ahead light group captured by the electronic traffic enforcement camera associated with the north-south straight-ahead light group. However, since the electronic traffic enforcement camera associated with the western straight-ahead light group can capture the western zebra crossing area, the number of pedestrians in the western zebra crossing area can be determined by the video stream data collected by the electronic traffic enforcement camera associated with the western straight-ahead light group, thus determining the number of pedestrians in the pedestrian detection zone corresponding to the north-south straight-ahead light group.

[0047] In this way, the vehicle status value and pedestrian status value of each light group in the target stage can be accurately and comprehensively obtained at the current moment, further improving vehicle traffic efficiency and pedestrian crossing safety.

[0048] In one embodiment, the vehicle state value and pedestrian state value of the target stage at the current moment are determined based on the vehicle state value and pedestrian state value of each light group in the target stage at the current moment and the calculation control logic, including at least one of the following: When the operation control logic is the first operation logic, mark the vehicle state value of the target stage at the current time as the minimum value of the vehicle state value of all light groups in the target stage at the current time, and mark the pedestrian state value of the target stage at the current time as the minimum value of the pedestrian state value of all light groups in the target stage at the current time. When the operation control logic is the second operation logic, if at least one light group in the target stage has a vehicle state value of the first preset value at the current time, then mark the target stage vehicle state value of the current time as the first preset value; otherwise, mark the target stage vehicle state value of the current time as the minimum value of the vehicle state values ​​of all light groups in the target stage at the current time. If at least one light group in the target stage has a pedestrian state value of the first preset value, then mark the target stage pedestrian state value of the current time as the first preset value; otherwise, mark the target stage pedestrian state value of the current time as the second preset value.

[0049] Among them, the stage vehicle state value and stage pedestrian state value refer to the comprehensive state judgment conclusions applied to the entire signal stage, representing the overall traffic demand status of all traffic flows (vehicle flow or pedestrian flow) in the current stage. When the operation control logic is the second operation logic, for the stage vehicle state value, it first checks whether there is at least one vehicle light group in the target stage with a vehicle state value of the first preset value, such as 1. If so, the corresponding stage vehicle state value is directly marked as the first preset value; otherwise, it is marked as the minimum value of the vehicle state values ​​of all vehicle light groups. For the stage pedestrian state value, it first checks whether there is at least one pedestrian light group in the target stage with a pedestrian state value of the first preset value, such as 1. If so, the corresponding stage pedestrian state value is directly marked as the first preset value; otherwise, it is marked as the second preset value, such as 0. In this way, the operation logic can be configured or dynamically switched according to the time period, intersection characteristics, or real-time traffic status to achieve a balance between control accuracy and sensitivity, and improve control flexibility.

[0050] In one embodiment, determining the stage signal value of the target stage at the current moment based on the stage vehicle state value and stage pedestrian state value of the target stage at the current moment includes: If the vehicle status value of the target stage at the current moment is the first preset value and all light groups in the target stage meet the vehicle idle release confirmation rate, and the pedestrian status value of the target stage at the current moment is the second preset value and all light groups in the target stage meet the pedestrian idle release confirmation rate, then mark the stage signal value of the target stage at the current moment as the fourth preset value. If the vehicle status value of the target stage at the current moment is the third preset value and all light groups in the target stage meet the offline confirmation rate, then mark the stage signal value of the target stage at the current moment as the fifth preset value. Otherwise, the stage signal value of the target stage at the current moment is the sixth preset value.

[0051] Specifically, the vehicle vacancy confirmation rate of a light group is such that, in a consecutive n-timeframe from the current time, the number of times the number of vehicles in the import vehicle detection area corresponding to that light group is less than a preset number of vehicles is greater than or equal to a first preset occurrence number; the pedestrian vacancy confirmation rate of a light group is such that, in a consecutive n-timeframe from the current time, the number of times the number of pedestrians in the pedestrian detection area corresponding to that light group is less than a preset number of pedestrians is greater than or equal to a second preset occurrence number; and the offline confirmation rate of a light group is such that, in a consecutive n-timeframe from the current time, the number of times the number of vehicle objects in the import vehicle detection area corresponding to that light group is empty is greater than or equal to a third preset occurrence number.

[0052] Among them, the stage signal value refers to the comprehensive signal derived from the current stage vehicle and pedestrian status, used to characterize the overall traffic condition and health of the stage. It is usually represented by a multi-state discrete value. For example, the sixth preset value such as 1 can be used to indicate that there is a clear demand for vehicle or pedestrian passage in at least one direction in the current stage, the fourth preset value such as 0 can be used to indicate that the demand for vehicle and pedestrian passage in all directions in the current stage has been met, and the fifth preset value such as 2 can be used to indicate that the traffic monitoring equipment has malfunctioned and cannot obtain reliable traffic flow data.

[0053] The parameters n, the preset number of vehicles, and the preset number of pedestrians can be set according to actual needs. For example, n can be set to 6 or 8, the preset number of vehicles can be set to 2 or 4, and the preset number of pedestrians can be set to 2 or 3. The first preset occurrence count, the second preset occurrence count, and the third preset occurrence count can be set according to the size of n, and all of them are less than n. For example, the first preset occurrence count, the second preset occurrence count, and the third preset occurrence count can all be set to 2, 3, or 4. Specifically, if the vehicle status value at the current moment in the target stage is not the first preset value and / or all light groups in the target stage do not meet the vehicle idle confirmation rate, and / or the pedestrian status value at the current moment in the target stage is not the second preset value and all second-type light groups in the target stage do not meet the pedestrian idle confirmation rate, and / or the vehicle status value at the current moment in the target stage is not the third preset value and / or at least one light group in the target stage does not meet the offline confirmation rate, the target stage signal value at the current moment is marked as the sixth preset value.

[0054] In one embodiment, determining the stage decision value of the target stage at the current moment based on the stage signal value of the target stage at the current moment includes: When the first objective condition is met, the stage decision value of the target stage at the current moment is determined to be the seventh preset value; the first objective condition includes any one of the following conditions: the current moment has not reached the minimum decision time of the target stage, the minimum decision time of the stage is the difference between the stage duration of the target stage and the first preset duration threshold, and the first preset duration threshold is the sum of the stage advance duration of the target stage and the first preset duration; the current moment has reached the minimum decision time of the target stage but has not reached the maximum decision time of the target stage, and the second objective condition is met, the maximum decision time of the stage is the difference between the stage duration of the target stage and the second preset duration threshold, and the second preset duration threshold is the difference between the stage delay duration and the second preset duration; The second target condition includes any one of the following conditions: the target stage's phase signal value at the current moment is the sixth preset value and there exists a non-target stage's target vehicle signal priority request value that is not the ninth preset value; the target stage's phase signal value at the current moment is the sixth preset value and the target stage's phase pedestrian state value at the current moment is the first preset value; the target stage's phase signal value at the current moment is the fifth preset value, the target stage's elapsed duration is less than the difference between the target stage's phase downgrade duration and the third preset duration threshold, and there exists a non-target stage's target vehicle signal priority request value that is not the ninth preset value; the target stage's phase signal value at the current moment is the fifth preset value, the target stage's elapsed duration is greater than or equal to the difference between the target stage's phase downgrade duration and the fourth preset duration threshold, and the target stage's phase pedestrian state value at the current moment is the first preset value. When the third objective condition is met, the stage decision value of the objective stage at the current moment is determined to be the eighth preset value; The third objective condition includes any one of the following: the current time has reached the maximum decision time of the objective stage; the current time has reached the minimum decision time of the objective stage but has not reached the maximum decision time of the objective stage, and the fourth objective condition is satisfied. The fourth target condition includes any one of the following: the target stage's stage signal value at the current moment is the fourth preset value; the target stage's stage decision value at the previous moment is the second preset value; the target stage's stage signal value at the current moment is the fifth preset value, the target stage's runtime is greater than or equal to the difference between the target stage's stage downgrade duration and the fifth preset duration threshold, and the target stage's pedestrian status value at the current moment is the second preset value; there exists a non-target stage's target vehicle signal priority request value of the ninth preset value and the target stage's pedestrian status value at the current moment is the second preset value.

[0055] Specifically, if, up to the current moment, the duration for which the target vehicle signal priority status value of a light group in the non-target phase is greater than or equal to the third preset duration, then the target vehicle signal priority request value in the non-target phase at the current moment is marked as the ninth preset value; if, at the current moment, the number of target vehicles in the import vehicle detection area corresponding to that light group in the non-target phase is greater than the preset number of target vehicles, then the target vehicle signal priority status value in the target light group at the current moment is marked as the tenth preset value.

[0056] Since the stage vehicle state value and stage pedestrian state value reflect the overall traffic demand status of all traffic flows (vehicles or pedestrians) in the current stage, the stage signal value of the target stage at the current moment can be determined based on the stage vehicle state value and stage pedestrian state value of the target stage at the current moment. Furthermore, the stage decision value of the target stage at the current moment can be determined based on the stage signal value of the target stage at the current moment. Target vehicles refer to special vehicles with priority right-of-way, such as ambulances, fire trucks, or police cars.

[0057] The minimum decision time for a phase refers to the earliest time the system is allowed to make a decision to end the current phase after the start of a signal phase. Before this moment, the current phase must continue regardless of traffic demand to ensure basic passage time. The phase advance duration refers to the maximum time window during which a phase can start earlier than planned, i.e., the duration by which the green light can illuminate earlier than the preset cycle phase, such as 3 seconds or 6 seconds. The first preset duration is a fixed safety buffer time (e.g., 4 or 5 seconds) to ensure the stability and safety of the decision. The maximum decision time for a phase refers to the latest time the system is allowed to make a decision to end the current phase within a signal phase. Beyond this time, the system will forcibly end or maintain the phase according to rules to prevent the phase from being extended indefinitely. The phase delay duration refers to the maximum time window during which a phase can be delayed from its planned end, i.e., the duration by which the green light can be delayed from the preset cycle phase, such as 4 seconds or 6 seconds. The second preset duration is a fixed processing buffer time (e.g., 4 or 5 seconds) to ensure that control commands are issued and executed before the phase truly ends. The phased downgrade duration is a fixed backup green light duration, such as 20 seconds or 30 seconds. The target vehicle signal priority request value is a signal used to identify whether an emergency or priority passage request is issued during a non-target phase. For example, it is triggered when a 4D radar detects a special vehicle such as an ambulance or fire truck. The target vehicle signal priority status value refers to the instantaneous state for a single light group, determining whether a target vehicle (such as a special vehicle) exists within its entrance detection zone. The seventh, eighth, ninth, and tenth preset values ​​can be set according to actual needs; for example, the seventh preset value can be set to 1, the eighth preset value to 0, the ninth preset value to 3, and the tenth preset value to 1, etc.

[0058] Optionally, if the minimum decision time for the target stage has not been reached at the current time, it indicates that the target stage cannot be adjusted, and the stage decision value for the target stage at the current time is determined to be the seventh preset value. If the minimum decision time for the target stage has been reached at the current time but the maximum decision time for the target stage has not been reached, it indicates that the target stage can be adjusted, and the stage decision value for the target stage at the current time is determined based on one or more of the following: the stage signal value of the target stage at the current time, the stage pedestrian state value of the target stage at the current time, the elapsed duration of the target stage, and the target vehicle signal priority request value of the non-target stage.

[0059] In one embodiment, the operation plan further includes a threshold for the number of exit vehicles corresponding to each light group in the target phase, and the detection result also includes the number of vehicles in the exit vehicle detection area corresponding to the light group; based on the phase decision value of the target phase at the current time, control instructions for controlling the traffic lights at the target intersection are generated, including: When the target stage's stage decision value at the current moment is the seventh preset value, if there is a target light group whose overflow signal value at the current moment is the preset target value and the target light group's light state is green, then a light group overflow early interruption instruction for the target light group is generated. When the target stage's stage decision value at the current moment is the eighth preset value, a step instruction to end the target stage is generated. Specifically, when the number of vehicles in the exit vehicle detection area corresponding to the target light group is greater than or equal to the exit vehicle number threshold, the overflow state value of the target light group at the current moment is marked as the first state value; otherwise, it is marked as the second state value. When the number of times the overflow state value of the target light group is the first state value in the k consecutive moments traced back from the current moment reaches the preset overflow number, the overflow signal value of the target light group at the current moment is marked as the preset target value.

[0060] It should be noted that when the target stage's current stage signal value is the fifth preset value, and the target stage's elapsed duration is greater than or equal to the difference between the target stage's stage downgrade duration and the fifth preset duration threshold, it indicates that the traffic monitoring equipment corresponding to the target light group is offline, and the target stage's elapsed duration meets the stage end condition. However, since the target stage's current stage pedestrian status value is the second preset value, meaning there are still pedestrians in the pedestrian detection area corresponding to the target light group, the target stage needs to continue to be executed to ensure that pedestrians crossing the street when the green light is about to end or those crossing at a slower speed can cross the street safely, greatly reducing the occurrence of pedestrian-vehicle conflicts.

[0061] Optionally, when the stage decision value of the target stage at the current moment is the seventh preset value, it indicates that the target stage can continue to be executed. However, when the overflow signal value of the target light group (i.e., any light group in the target stage) at the current moment is a preset target value such as 1, it indicates that there are many vehicles in the exit vehicle detection area corresponding to the target light group at the current moment, and it is necessary to stop vehicles from entering the exit vehicle detection area corresponding to the target light group. Therefore, when the target light group is in green light condition, a light group overflow early interruption instruction can be generated for the target light group to adjust the target light group's light condition to red light condition. If the target light group's light condition is red light condition, no control instruction for the target light group is generated. When the stage decision value of the target stage at the current moment is the eighth preset value, it indicates that the execution of the target stage needs to be terminated. In this case, a step instruction for terminating the target stage is generated to quickly terminate the target stage.

[0062] It should be noted that when the traffic signal controller is not integrated into the traffic control intelligent device, the traffic control intelligent device can send detector instructions corresponding to different light groups to the traffic signal controller according to the control instructions, so that the traffic signal controller can perform corresponding control operations on the traffic lights at the target intersection. In this embodiment, the communication connection between the traffic signal controller and the traffic control intelligent device can be, for example, through protocol messages. The traffic signal controller may include a local fixed-cycle control mode and an inductive control mode. In the local fixed-cycle control mode, the traffic signal controller will control the traffic lights to execute different traffic schemes according to a preset cycle. In the inductive control mode, the traffic signal controller will control the traffic lights according to the control instructions sent by the traffic control intelligent device. For example, after receiving the inductive control instruction sent by the traffic control intelligent device, the traffic signal controller will enter the inductive control mode accordingly, and send the current operating data to the traffic control intelligent device periodically or in real time. At the same time, it can control the light status of each light group of the traffic lights at the target intersection according to the control instructions sent by the traffic control intelligent device. In addition, traffic control intelligent devices can also communicate with intelligent traffic control platforms (such as cloud servers) to report their own status information to the intelligent traffic control platform at regular or irregular intervals. When the intelligent traffic control platform detects that the traffic control intelligent device is offline (such as not receiving status information sent by the traffic control intelligent device for a certain period of time), it can send a timed control timing scheme (such as a daily plan) to the traffic signal controller, so that the traffic signal controller exits the induction control mode and controls the traffic lights at the target intersection based on the timed control traffic scheme.

[0063] Optionally, the gradient sensing control method provided in this embodiment may also include displaying a parameter configuration page, where users can configure all the parameters mentioned in this embodiment according to actual needs to adapt to different control scenarios.

[0064] It should be noted that in this embodiment, the vehicle status value, pedestrian status value, signal value, and decision value of other stages other than the target stage can also be obtained at the current time based on the traffic flow data of the target intersection at the current time and the operation data of the corresponding traffic lights, referring to the method for obtaining the parameters of the target stage in this embodiment.

[0065] In summary, the gradient sensing control method provided in the above embodiments, on the one hand, achieves full-element, real-time perception of the traffic environment and signal status at the intersection by acquiring traffic flow data and traffic light operation data at the target intersection at the current moment. On the other hand, by using the running time of the target stage and the preset correspondence between each light group in the target stage and the vehicle number threshold for different running time intervals, the gradient vehicle number threshold corresponding to each light group in the target stage is determined. This establishes a gradient strategy that dynamically increases the vehicle number threshold over time. Thus, in the early stage of the green light, a lower vehicle number threshold can quickly respond to the initial queue of vehicles, while as the green light time extends, a higher vehicle number threshold requires a sufficient number of vehicles to arrive before it is worthwhile to continue allowing passage. This effectively avoids the problem of "empty passage and low efficiency" caused by sporadic vehicle arrivals in the later stage of the green light, forcing the traffic control system to terminate the current stage in a timely manner when the efficiency of green light time utilization decreases, allocating the valuable green light time to other more demanding traffic directions, thereby reducing the average delay of all vehicles at the intersection and improving the overall traffic efficiency. On the other hand, by adopting technical features that determine the stage vehicle state value and stage pedestrian state value at the current moment based on operational data and traffic flow data, the effect of elevating pedestrian traffic demand to a decision-making dimension of equal importance to vehicle traffic demand is achieved. This fully ensures the safety of "green-tailed pedestrians" crossing the street, significantly reduces pedestrian-vehicle conflicts, and realizes the synergistic optimization of vehicle traffic efficiency and pedestrian crossing safety. On the other hand, by employing the technical feature of determining the stage signal value of the target stage at the current moment based on the stage vehicle state value and stage pedestrian state value of the target stage, and then determining the stage decision value of the target stage at the current moment based on the stage signal value of the target stage, a more comprehensive judgment on the health status of the intersection can be made. This makes the decision-making logic more structured, clear, and intelligent, and at the same time realizes a fundamental shift from static timing control to dynamic demand-driven control, enabling signal timing to adapt to real-time traffic flow changes and significantly improving the efficiency of green light time utilization. Furthermore, by employing the technical feature of generating control instructions for controlling traffic lights at the target intersection based on the stage decision value of the target stage at the current moment, the intelligent decision-making results are transformed into on-site equipment actions without loss and with high efficiency, forming a complete closed-loop automatic control from perception, decision-making to execution. In addition, the traffic flow data of this application can be obtained from existing traffic monitoring equipment such as electronic police, checkpoints, and radar-visual integrated machines at the intersection. Existing and widely used sensing equipment can be directly used as a data source, greatly reducing the hardware deployment cost and subsequent maintenance cost of the sensing control system, laying the foundation for the large-scale promotion of sensing control technology.In other words, the gradient sensing control method provided in this application improves efficiency through a gradient threshold mechanism and ensures safety through human-vehicle state coordination. It can respond to dynamic changes in traffic demand in real time and achieves a comprehensive technical effect of coordinating and optimizing vehicle traffic efficiency and pedestrian crossing safety. At the same time, it significantly reduces the application cost of sensing control and ultimately achieves a comprehensive technical effect of low-cost, high-reliability, high-efficiency and safe intelligent sensing control.

[0066] Based on the same inventive concept as the foregoing embodiments, the gradient sensing control method provided in this embodiment will be specifically described below through a specific example. In this example, traffic monitoring equipment is used as the sensing device, signal control intelligent equipment is used as the signal control intelligent agent, and the target vehicle is used as a special vehicle.

[0067] The gradient sensing control method provided in this embodiment can be implemented by a gradient sensing control system, such as... Figure 2 As shown, the system may include sensing devices, traffic signals, and intelligent signal control agents that are communicatively connected to the sensing devices and traffic signals, respectively, as well as an intelligent signal control platform that is communicatively connected to the traffic signals and intelligent signal control agents. The functions of each component of the system will be described below: 1) Sensing devices: including but not limited to 4D radar, electronic police, checkpoints, traffic cameras and radar vision devices, etc., to provide stable video streams and radar detection data for the information control intelligent agent.

[0068] 2) The signal control intelligent agent (also known as an edge computing box) comprises four main functional modules or functions: detection and analysis, scheme reading, control decision-making, and command output. Among these, 21) Detection and Analysis: This involves identifying and extracting detection parameters from video footage or receiving structured data obtained from radar detection data to determine the number of motor vehicles and / or pedestrians in the target detection area. The target detection area includes both vehicle and / or pedestrian detection areas.

[0069] 211) Generate structured data based on secondary analysis of video stream: ① Full recognition: Full recognition of traffic objects in video stream; ② Data statistics: Set up an arbitrary octagonal target detection area in the video annotation range, and select a motor vehicle or pedestrian recognition algorithm to count the number of motor vehicles or pedestrians in the detection area respectively.

[0070] 212) Receive structured data: Receive the number of motor vehicles or pedestrians in the target detection area detected by radar-type equipment in accordance with the agreement.

[0071] 22) Scheme reading: ① Light status reading: The signal control agent reads the signal message through the protocol or intelligent signal control platform to obtain the current operation scheme number, stage number and light status; ② Parameter configuration: Initialize the global general parameters based on the current operation timing scheme, intersection channelization and traffic organization.

[0072] 23) Control Decisions: ① Coordinated Control: Determine whether the current phase should continue based on the light status, traffic status, the duration of the current phase, and the threshold for the number of vehicles or pedestrians in the detection area; ② Overflow Control: For vehicles overflowing at the exit, cut off the current traffic flow to the overflow exit light group as early as possible; ③ Cycle Switching: Based on the current time period, switch between intra-time period cycles and transitional time period cycles.

[0073] 24) Command Output: ① Light Group Command: In sensor mode, the signal controller communicates with the light group and the command; ② Detection Data: In sensor mode, the signal controller communicates with the light group and the detection data; ③ Step Command: The signal control agent issues a step command to the signal controller to quickly end the current stage and enter the next stage.

[0074] 3) The traffic signal includes modules for scheme configuration, control mode setting, output light status, and receiving execution commands. Specifically: ① Scheme configuration: This includes the light group settings, phase settings, scheme settings, time period settings, and schedule settings required by the traffic signal in "local fixed cycle" mode; ② Control mode settings: At least "local fixed cycle" and "local sensing" modes are provided; ③ Output light status: This provides the traffic control agent with the current scheme number, phase number, and light group status; ④ Receiving execution commands: The traffic signal receives commands from the traffic control agent and executes operations such as phase extension, phase termination, early light group shutdown, and phase control mode downgrading and restoration.

[0075] Based on the above gradient sensing control system, the gradient sensing control method provided in this embodiment includes the following process: S1) The intelligent signal control platform connects the signal controller and the intelligent signal control agent.

[0076] S11) New schemes and daily plans: Timing schemes based on target intersections, new schemes and daily plans.

[0077] S12) The intelligent traffic control platform connects to the traffic signal controller to synchronize the intersection configuration parameters.

[0078] Among them, the intelligent traffic control platform synchronizes the traffic control intelligent agents at intersections with light groups, phases, stages, schemes, daily plans, and scheduling.

[0079] In addition, based on the timing scheme of the target intersection, the traffic signal controller can be configured with light group settings, phase settings, scheme settings, time period settings, and plan settings. Specifically: Light group settings: In the light group setting interface, configure the corresponding traffic monitoring device number, minimum green light duration, maximum green light duration, and unit green light parameters for each light group. Phase settings: In the phase setting interface, configure the corresponding light group, flashing yellow, all red, delay, and early termination parameters for each phase. Scheme settings: In the scheme setting interface, add target phases one by one and configure the corresponding green light duration parameters. Time period settings: In the time period setting interface, configure the scheme for each time period and select the control mode in the corresponding operating mode. Plan settings: Set the operating scheme in the plan setting interface; if the scheme is the same every day, select the operating scheme from Sunday to Saturday.

[0080] S13) Signal Controller Real-Time Status Active Reporting: The signal controller actively sends real-time status information to the host computer, i.e., the intelligent signal control platform and the signal control intelligent agent. Each message is sent at a 1-second interval, and the message should include at least the following status information, as shown in Table 1.

[0081] Table 1 S14) Query signal status: The host computer sends a real-time status query to the signal. Operation plan number and phase number of time signal and lighting units Upon receiving a command indicating the light status, the signal controller immediately replies with real-time status information, the content of which is shown in Table 1.

[0082] S15) Issue control commands: The signal control intelligent agent sends control commands to the signal controller through the intelligent signal control platform, and requires the signal controller to execute them immediately.

[0083] S2) Configure the information control agent system: S21) Integrate multimodal data and convert it into structured data: If it is radar data, directly generate structured data and proceed to step S211); if it is video data, secondary video analysis is required and proceed to step S212).

[0084] S211) Accessing structured data: Receiving structured data directly enables subsequent calculations.

[0085] S212) Access video stream data: Use a trained YOLO model to perform object recognition on the target video stream, and then configure the vehicle detection area (i.e., vehicle detection area) and pedestrian detection area bound to the light group to generate structured data in real time.

[0086] S2121) Video Management: Configure video information. Taking traffic camera as an example: Set the traffic camera serial number, traffic camera ID, traffic camera IP, online video stream address, traffic camera direction, model parameters, whether to enable, video width, and video height information.

[0087] S2122) Object recognition: The trained YOLO model is used for object recognition, and then the vehicle detection area and pedestrian detection area of ​​the light group are configured respectively to generate structured data in real time.

[0088] S2123) Classification Configuration Detection Area: Select the target video, screenshot, add a new enclosed octagonal coil and name it, such as East Straight Lane 1.

[0089] S2124) Edit coil information: Configure coil ID, coil name, whether to enable, binding video number, lamp group number, coil type and coil detection target information, and confirm and save.

[0090] S2125) coil configuration: includes inbound lane detection, outbound lane detection and pedestrian detection.

[0091] S22) System Configuration: Includes scheme editing, phase editing, light group editing, and confirmation rate editing.

[0092] S221) Scheme editing: The operation scheme based on the signal controller configures the parameters of the corresponding stage in the intelligent agent, such as the selection stage, skipping stage, main stage, whether to enable induction coordination, light group difference and stage parameters.

[0093] S2211) Select Stage: Select the stage that has been configured in the stage editor.

[0094] S2212) Skip Stage: If skip stage is enabled, it means that when running the current solution, it supports skipping stages that are not required; otherwise, it runs according to the preset stage order.

[0095] S2213) Main Phase: The most critical phase in the solution. If there is no demand in any of the phases, the main phase will run.

[0096] S2214) Enable Induction Coordination: If induction coordination is enabled, after entering the coordination induction mode, the parameters of lamp group difference, calculation logic, stage duration, stage advance duration and stage delay duration will be called in each stage.

[0097] S22141) Lamp group difference: The calculation interval between the start time of the first stage within the cycle and the unified reference time of the system, in seconds.

[0098] S222) Phase Editing: Configure phase parameters, operation logic, minimum green light duration for the phase, maximum green light duration for the phase, phase downgrade duration, phase delay duration, phase duration, phase advance duration, and phase postpone duration (coordination parameters).

[0099] S2221) Configure stage parameters: Synchronize the signal scheme number and stage to the signal control agent, or configure the stage name, vehicle light group and pedestrian light group according to the stage sequence number; S2222) Operational logic: To adapt to the number of pedestrians and motor vehicles and threshold logic judgment required for the phase termination of the timing scheme under different time periods, two types of logical operations, "tight" and "loose", are provided.

[0100] S2223) Phase Downgrade Duration : The green light duration of the light group during the phased downgrade under the current scheme, in seconds.

[0101] S2224) Minimum Green Light Duration : The minimum green light duration for the next phase of the current plan (excluding flashing yellow and all-red), in seconds.

[0102] S2225) Maximum green light duration The maximum green light duration for the next phase of the current plan (excluding flashing yellow and all-red lights), in seconds.

[0103] S2226) Stage critical value i corresponds to stage runtime The current stage has been running for [duration]. The threshold value is measured in seconds (the system can default to 3 threshold values, all of which are the maximum green light duration of the stage; users can modify them according to their actual situation). The relationship between the stage's running time and the stage threshold value under different stages is shown in Table 2.

[0104] Table 2 S223) Light Group Editing: Configure the light group name, light group type, priority vehicle threshold, import vehicle inspection zone, export vehicle number threshold, and pedestrian number threshold for each light group.

[0105] S2231) Light Group Name: Set the light group name according to the general light group direction, such as East Straight.

[0106] S2232) Light type: Includes three types: motor vehicles, pedestrians and non-motor vehicles; S2233) Threshold for Imported Vehicle Inspection Zone : The duration of the stage bound to the light group is less than the stage threshold i, corresponding to the stage runtime. Imported vehicle inspection area The threshold for the number of vehicles is shown in Table 3.

[0107] Table 3 S2234) Threshold for the number of exported vehicles : The exit inspection area bound to the light assembly The threshold for the number of vehicles.

[0108] S2235) Pedestrian Threshold : Pedestrian detection zone linked to the light group The threshold for the number of pedestrians.

[0109] S223) Confirmation Rate Editing: Includes abnormal parking confirmation rate, overflow demand confirmation rate, offline confirmation rate, vehicle vacancy confirmation rate, pedestrian vacancy confirmation rate, and stage demand confirmation rate.

[0110] S2231) Abnormal Parking Confirmation Rate :continuous This time, vehicles in the import lane repeatedly appeared at the same location. Second-rate.

[0111] S2232) Overflow Demand Confirmation Rate :continuous The number of vehicles overflowing the coil exceeds the threshold. The cumulative number of times reached Second-rate.

[0112] S2234) Offline Confirmation Rate :continuous The cumulative number of times frames could not be retrieved reached [number]. Second-rate.

[0113] S2235) Vehicle Emptying Confirmation Rate :continuous Next, current traffic light group The number of vehicles in the designated imported vehicle inspection area is less than the threshold. The number of times it appears at least Second-rate.

[0114] S2236) Pedestrian parking confirmation rate :continuous Next, current traffic light group The number of pedestrians in the bound pedestrian detection area is less than the threshold. The number of times it appears at least Second-rate.

[0115] S3) Signal control intelligent agent operation sensing mode: The signal control intelligent agent issues temporary cycle plans to the signal controller, analyzes the preset stage parameters, and makes stage decisions based on the signal controller's operating status and real-time traffic environment.

[0116] S31) When the signal control agent is online and issuing instructions, the intelligent signal control platform issues instructions to the signal controller to modify the scheduling plan to the daily plan of sensor control; when the signal control agent is offline, the intelligent signal control platform changes the daily plan of sensor control (default 11) back to the original daily plan of fixed control.

[0117] S32) Phase Decision: Based on the phase's running time, equipment online status, exit overflow status, number of vehicles in the inlet detection zone, number of pedestrians in the pedestrian detection zone, and system parameters, phase decisions are made, including phase vehicle and pedestrian status values, phase signal values, phase decisions, and command issuance. The specific steps are as follows: S321) Stage vehicle and pedestrian state values: Determine whether the vehicle and pedestrian demand in the current frame stage meets the dynamic threshold, including calculating vehicle detection state values, vehicle light group state values, and pedestrian detection state values.

[0118] S3211) Vehicle detection status value vds_car: If the number of vehicles in the import vehicle detection area corresponding to the current frame's light group is greater than the number_in_coil value, then the vehicle detection status value is as follows: If the number of vehicles in the imported vehicle detection area corresponding to the light group is -1 (due to reasons such as detector disconnection), the value is 2; otherwise, the value is 0.

[0119] S3212) Vehicle light group status value vv_status: Takes data from the past m frames. If the vehicle detection status value is 2 and has accumulated at least n frames, the vehicle light group status value is 2; if the vehicle detection status value is 0 and has accumulated at least n frames, the vehicle light group status value is 0; otherwise, it is 1.

[0120] S3213) Pedestrian detection status value vds_person: If the number of pedestrians in the pedestrian detection area number_pedestrian_coil > 1, the value is 1; otherwise, the value is 0.

[0121] S3214) Stage-level human and vehicle state values: The stage-level human and vehicle state values ​​are calculated using "tight logic" and "loose logic".

[0122] S32141) "Tight Logic": The stage-level vehicle light group state value is taken as the minimum value of the vehicle detection state value corresponding to the light group within the stage; the stage-level pedestrian light group state value is taken as the minimum value of the pedestrian detection state value corresponding to the light group within the stage.

[0123] S32142) "Loose Logic": If the vehicle detection status value corresponding to the light group in the stage has a value of 1, then the stage-level vehicle light group status value is 1; otherwise, the minimum value of the vehicle detection status value corresponding to the light group in the stage is taken (e.g., 0, 0 is taken as 0, 0, 2 is taken as 2, and only 2, 2 is taken as 2); if the pedestrian detection status value corresponding to the light group in the stage has a value of 1, then the stage-level pedestrian light group status value is taken as 1; otherwise, it is taken as 0.

[0124] S322) Stage signal value: Determines whether there is a passage requirement in the current stage or whether the detector has empty data. The value range is 0, 1, 2, 3.

[0125] (S3221) If the stage-level vehicle light group status value is 0, all light groups in this stage meet the vehicle empty release confirmation rate confirmation_null_car, and the stage-level pedestrian light group status value is 0 and meets the pedestrian empty release confirmation rate confirmation_null_pedestrian, then the stage signal value is 0; if the stage-level vehicle light group status value is 2 and meets the offline (empty data) confirmation rate confirmation_offline, then the stage signal value is 2, otherwise the stage signal value is 1.

[0126] (S3222) If the stage signal value is 2, then when the current stage's running time reaches (stage downgrade duration - stage minimum decision time), the pedestrian light group can be controlled to end at that time, while the vehicle light group continues to run until the downgrade time. If the stage-level pedestrian light group state value > 0, then the current stage's vehicle light group continues; otherwise, the current stage ends. In this way, the safety of pedestrians crossing the street with green tails or at slower crossing speeds is ensured, greatly reducing conflicts between pedestrians and vehicles.

[0127] S323) Stage decision: Determine whether to continue or terminate the current stage based on the stage signal value.

[0128] S3231) Stage Continue: If the stage decision value value_stage_decision is 1, the stage continues to run, and the stage decision value is initialized to 1. The stage decision value is 1 in the following cases: (S32311) If the current time is less than the minimum stage decision time (min_stage_decision), then the stage decision value is 1. Wherein, the minimum stage decision time = stage duration - stage advance duration - 5; the maximum stage decision time = stage duration + stage delay duration - 5.

[0129] S32312) The current time is between the stage minimum decision time min_stage_decision and the stage maximum decision time max_stage_decision (closed before open) and satisfies one of the following conditions: The signal value for stage S323121 is 1, and the priority request value for the target vehicle signal in non-P stages is not 3 (non-P stages are any stages other than the current stage). The S323122) stage signal value is 1, and the stage-level pedestrian light group status value is 1; The signal value of stage S323123) is 2, the current stage running time is less than (stage downgrade time - 4), and the signal priority request value of the target vehicle in non-P stage is not 3; The S323124) stage signal value is 2, the current stage running time is >= (stage downgrade time - 4), and the stage-level pedestrian light group status value is 1; The signal value for stage S323125 is 3.

[0130] S3232) Stage End: The stage ends when the stage decision value value_stage_decision is 0. The stage decision value is 0 in the following cases: (S32321) When the current moment is between the minimum stage decision time min_stage_decision and the maximum stage decision time max_stage_decision (closed before open), any of the following conditions must be met: ① The stage signal value value_stage_signal is 0; ② The stage decision value of the previous second is 0; ③ The stage signal value is 2 and the stage duration is greater than the stage degradation duration - 4, and the pedestrian light group status value of stage P (i.e., the current stage) is 0; ④ The target vehicle signal priority request value of the non-P stage is 3 and the pedestrian light group status value of the current stage is 0.

[0131] S32322) Current time > maximum decision time of the stage.

[0132] S324) Issue stage or lamp group end command: Control stage or lamp group status through protocol command.

[0133] S3241) End Phase Instruction: If the current phase continues and the light is green, no instruction is sent; otherwise, a "step" instruction is issued.

[0134] S3242) Early termination of light group instruction: If the current light group continues and is in a green light state, no instruction is sent; otherwise, when the exit overflows, an "overflow" instruction is sent to the corresponding light group to end the green light state of the light group early.

[0135] S325) Update Then return to step S321).

[0136] S4) Evaluate and optimize the basic parameters of the signal control agent.

[0137] In summary, to address the issues of limited application of inductive signalized intersections, such as the need for expensive traffic flow detection equipment, the incompatibility of fixed light sequence with asymmetrical traffic flow, the failure to consider pedestrian safety when terminating pedestrian green lights, the inability to cut off exit overflows early, and the overall degradation of the signal system after the lights and detection equipment go offline, the gradient inductive control method provided in the above embodiments proposes to add edge computing equipment to the signal system based on existing electronic police or checkpoint facilities at the signalized intersection. Using video streams as input, video analysis technology is used to count the number of vehicles entering, pedestrians crossing, and vehicles exiting. Combined with gradient thresholds, inductive control is performed, and the light signal values ​​are output to the signal system operating in inductive control mode. This enables the extension and termination of timing scheme phases, the degradation and restoration of early and phase control modes of the light groups, significantly reducing the application cost of inductive control and improving pedestrian safety and vehicle traffic efficiency.

[0138] This application also provides an electronic device, including a processor and a memory, wherein the memory stores computer program instructions for execution on the processor, and when the processor executes the computer program instructions, it implements the gradient sensing control method as described above.

[0139] This application also provides a computer-readable storage medium storing computer instructions, which, when executed by a processor, implement the gradient sensing control method described above.

Claims

1. A gradient sensing control method, characterized in that, The method includes: Obtain traffic flow data and corresponding traffic light operation data for the target intersection at the current moment; the operation data includes the operation plan, the current target stage, and the elapsed duration of the target stage; Based on the running time of the target phase and the pre-defined correspondence between each light group in the target phase and the vehicle number threshold for different running time intervals, determine the current gradient vehicle number threshold for each light group in the target phase. Based on operational data, traffic flow data, and gradient vehicle quantity thresholds, determine the stage vehicle state value and stage pedestrian state value at the current moment for the target stage. Based on the vehicle state value and pedestrian state value of the target stage at the current moment, determine the stage signal value of the target stage at the current moment; Based on the target stage's stage signal value at the current moment, determine the target stage's stage decision value at the current moment; Based on the target stage's current stage decision value, generate control instructions for controlling the traffic lights at the target intersection.

2. The method as described in claim 1, characterized in that, The operational data also includes the light status of each light group in the target phase; based on the running time of the target phase and the preset correspondence between each light group in the target phase and the vehicle number threshold for different running time intervals, the gradient vehicle number threshold corresponding to each light group in the target phase is determined, including: If the running time of the target phase is within the first running time interval corresponding to the target light group and the first running time interval corresponds to the first threshold, then the gradient vehicle number threshold corresponding to the target light group is determined as the first threshold; the target light group is any light group in the target phase whose light state is green, and the start time of the first running time interval is greater than or equal to the minimum green light duration of the target phase. If the running time of the target stage is within the second running time interval corresponding to the target light group and the second running time interval corresponds to the second threshold, then the gradient vehicle number threshold corresponding to the target light group is determined as the second threshold; the second threshold is greater than or equal to the first threshold. If the running time of the target phase is within the third running time interval corresponding to the target light group and the third running time interval corresponds to the third threshold, then the gradient vehicle number threshold corresponding to the target light group is determined as the third threshold; the start time of the third running time interval is less than or equal to the maximum green light duration of the target phase, the third threshold is greater than or equal to the second threshold and the third threshold is greater than the first threshold.

3. The method as described in claim 2, characterized in that, The operation plan includes the operation control logic and the pedestrian number threshold for each light group in the pedestrian detection area during the target stage; Based on operational data, traffic flow data, and gradient vehicle quantity thresholds, determine the stage vehicle state value and stage pedestrian state value for the target stage at the current moment, including: Traffic flow data is analyzed by light group association detection to obtain the detection results of traffic flow sub-data associated with each light group in the target stage; Based on the detection results of pedestrian number threshold, gradient vehicle number threshold and traffic flow data associated with each light group, determine the vehicle state value and pedestrian state value of each light group at the current time in the target stage; Based on the vehicle and pedestrian status values ​​of each light group in the target phase at the current moment, as well as the calculation and control logic, determine the phase vehicle and pedestrian status values ​​of the target phase at the current moment.

4. The method as described in claim 3, characterized in that, The test results include the number of vehicles in the imported vehicle inspection area corresponding to the light cluster and the number of pedestrians in the pedestrian inspection area; Based on the detection results of pedestrian number thresholds, gradient vehicle number thresholds, and traffic flow sub-data associated with each light group, the vehicle state value and pedestrian state value of each light group at the current time in the target phase are determined, including: At the current moment, if the number of vehicles in the imported vehicle detection area corresponding to the target light group is empty, the vehicle detection status value of the target light group at the current moment is marked as the third preset value; if the number of vehicles in the imported vehicle detection area corresponding to the target light group is greater than or equal to the gradient vehicle number threshold, the vehicle detection status value of the target light group at the current moment is marked as the first preset value; otherwise, the vehicle detection status value of the target light group at the current moment is marked as the second preset value. If, in the m consecutive moments preceding the current moment, the number of times the vehicle detection status value of the target light group is greater than or equal to ... If the number of pedestrians in the pedestrian detection area corresponding to the target light group is greater than or equal to the pedestrian number threshold, then the pedestrian status value of the target light group at the current time is marked as the first preset value; otherwise, the pedestrian status value of the target light group at the current time is marked as the second preset value.

5. The method as described in claim 4, characterized in that, Based on the vehicle and pedestrian status values ​​of each light group in the target phase at the current moment, and the calculation control logic, determine the phase vehicle status value and phase pedestrian status value of the target phase at the current moment, including at least one of the following: When the operation control logic is the first operation logic, mark the vehicle state value of the target stage at the current time as the minimum value of the vehicle state value of all light groups in the target stage at the current time, and mark the pedestrian state value of the target stage at the current time as the minimum value of the pedestrian state value of all light groups in the target stage at the current time. When the operation control logic is the second operation logic, if at least one light group in the target stage has a vehicle state value of the first preset value at the current time, then mark the target stage vehicle state value at the current time as the first preset value; otherwise, mark the target stage vehicle state value at the current time as the minimum value of the vehicle state values ​​of all light groups in the target stage at the current time. If at least one light group in the target phase has a pedestrian status value of the first preset value, then mark the pedestrian status value of the target phase at the current moment as the first preset value; otherwise, mark the pedestrian status value of the target phase at the current moment as the second preset value.

6. The method according to any one of claims 1 to 5, characterized in that, Based on the vehicle state value and pedestrian state value of the target stage at the current moment, determine the stage signal value of the target stage at the current moment, including: If the vehicle status value of the target stage at the current moment is the first preset value and all light groups in the target stage meet the vehicle idle release confirmation rate, and the pedestrian status value of the target stage at the current moment is the second preset value and all light groups in the target stage meet the pedestrian idle release confirmation rate, then mark the stage signal value of the target stage at the current moment as the fourth preset value. If the vehicle status value of the target stage at the current moment is the third preset value and all light groups in the target stage meet the offline confirmation rate, then mark the stage signal value of the target stage at the current moment as the fifth preset value. Otherwise, the stage signal value of the target stage at the current moment is the sixth preset value; Specifically, the vehicle vacancy confirmation rate of a light group is such that, in a consecutive n-timeframe from the current time, the number of times the number of vehicles in the import vehicle detection area corresponding to that light group is less than a preset number of vehicles is greater than or equal to a first preset occurrence number; the pedestrian vacancy confirmation rate of a light group is such that, in a consecutive n-timeframe from the current time, the number of times the number of pedestrians in the pedestrian detection area corresponding to that light group is less than a preset number of pedestrians is greater than or equal to a second preset occurrence number; and the offline confirmation rate of a light group is such that, in a consecutive n-timeframe from the current time, the number of times the number of vehicle objects in the import vehicle detection area corresponding to that light group is empty or invalid is greater than or equal to a third preset occurrence number.

7. The method as described in claim 6, characterized in that, Based on the target stage's stage signal value at the current moment, determine the target stage's stage decision value at the current moment, including: When the first objective condition is met, the stage decision value of the target stage at the current moment is determined to be the seventh preset value; the first objective condition includes any one of the following conditions: the current moment has not reached the minimum decision moment of the target stage, where the minimum decision moment is the difference between the stage duration of the target stage and the first preset duration threshold, and the first preset duration threshold is the sum of the stage advance duration of the target stage and the first preset duration; the current moment has reached the minimum decision moment of the target stage but has not reached the maximum decision moment of the target stage, and the second objective condition is met, where the maximum decision moment is the difference between the stage duration of the target stage and the second preset duration threshold, and the second preset duration threshold is the difference between the stage delay duration and the second preset duration; wherein, the second objective condition includes any one of the following conditions: target stage The current stage signal value is the sixth preset value and there is a non-target stage target vehicle signal priority request value that is not the ninth preset value; the target stage's current stage signal value is the sixth preset value and the target stage's current stage pedestrian status value is the first preset value; the target stage's current stage signal value is the fifth preset value, the target stage's elapsed duration is less than the difference between the target stage's stage downgrade duration and the third preset duration threshold, and there is a non-target stage target vehicle signal priority request value that is not the ninth preset value; the target stage's current stage signal value is the fifth preset value, the target stage's elapsed duration is greater than or equal to the difference between the target stage's stage downgrade duration and the fourth preset duration threshold, and the target stage's current stage pedestrian status value is the first preset value; When the third objective condition is met, the stage decision value of the target stage at the current moment is determined to be the eighth preset value; wherein, the third objective condition includes any one of the following conditions: the current moment has reached the maximum stage decision time of the target stage; the current moment has reached the minimum stage decision time of the target stage but has not reached the maximum stage decision time of the target stage, and the fourth objective condition is met; the fourth objective condition includes any one of the following conditions: the stage signal value of the target stage at the current moment is the fourth preset value; the stage decision value of the target stage at the previous moment is the second preset value; the stage signal value of the target stage at the current moment is the fifth preset value, the running length of the target stage is greater than or equal to the difference between the stage degradation time of the target stage and the fifth preset time threshold, and the stage pedestrian state value of the target stage at the current moment is the second preset value; there exists a target vehicle signal priority request value that is not in the target stage and the stage pedestrian state value of the target stage at the current moment is the second preset value; Specifically, if, up to the current moment, the duration for which the target vehicle signal priority status value of a light group in the non-target phase is greater than or equal to the third preset duration, then the target vehicle signal priority request value in the non-target phase at the current moment is marked as the ninth preset value; if, at the current moment, the number of target vehicles in the import vehicle detection area corresponding to that light group in the non-target phase is greater than the preset number of target vehicles, then the target vehicle signal priority status value in the target light group at the current moment is marked as the tenth preset value.

8. The method as described in claim 7, characterized in that, The operation plan also includes the threshold for the number of vehicles exiting each light group in the target phase, and the detection results include the number of vehicles in the exit vehicle detection area corresponding to the light group; Based on the target stage's stage decision value at the current moment, control instructions are generated for controlling the traffic lights at the target intersection, including: When the target stage's stage decision value at the current moment is the seventh preset value, if there is a target light group whose overflow signal value at the current moment is the preset target value and the target light group's light state is green, then a light group overflow early interruption instruction for the target light group is generated. When the target stage's stage decision value at the current moment is the eighth preset value, a step instruction to end the target stage is generated. Specifically, when the number of vehicles in the exit vehicle detection area corresponding to the target light group is greater than or equal to the exit vehicle number threshold, the overflow state value of the target light group at the current moment is marked as the first state value; otherwise, it is marked as the second state value. When the number of times the overflow state value of the target light group is the first state value in the k consecutive moments traced back from the current moment reaches the preset overflow number, the overflow signal value of the target light group at the current moment is marked as the preset target value.

9. An electronic device, characterized in that, It includes a processor and a memory, the memory storing computer program instructions for execution on the processor, wherein when the processor executes the computer program instructions, it implements the gradient sensing control method as described in any one of claims 1-8.

10. A computer-readable storage medium, characterized in that, It stores computer instructions, which, when executed by a processor, implement the gradient sensing control method as described in any one of claims 1-8.

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