Intersection traffic channelization problem diagnosis method

Abstract

The invention relates to the technical field of intelligent traffic control, in particular to an intersection traffic channelization problem diagnosis method. In the embodiment of the invention, the intersection data of the intersection to be diagnosed in the set time range is acquired, and the intersection data comprises the channelization design data, the timing scheme and the traffic flow data, so that whether the channelization design problem exists in the intersection to be diagnosed or not can be determined according to the intersection data, the channelization design problem comprises one or more of mismatching of a lane attribute and a release mode, mismatching of the lane attribute and flow, mismatching of the number of entrance and exit lanes, insufficient lane broadening length, no arrangement of a variable lane, no arrangement of a reversible lane and insufficient turning radius of a U-turn opening. According to optimization suggestion data stored in advance for the channelization design problem, automatic diagnosis of the intersection traffic channelization design problem is realized.

Description

Technical Field

[0001] This application relates to the field of intelligent traffic control technology, and in particular to a method for diagnosing traffic channelization problems at intersections. Background Technology

[0002] With the acceleration of urbanization, traditional intersection management based primarily on signal control is no longer sufficient to meet the demands of complex traffic flows. Traffic channelization, as a core means of allocating spatial right-of-way, directly impacts intersection efficiency and safety in terms of its design quality. The industry has relatively mature systems and methods for diagnosing intersection signal timing issues, such as unreasonable time period divisions, unreasonable cycle settings, unreasonable green light ratios, and insufficient pedestrian crossing time. However, the discovery of traffic channelization design problems is generally done through manual inspection, which requires significant human resources and is inefficient as it cannot promptly identify design issues.

[0003] Therefore, how to automatically diagnose traffic channelization design problems at intersections has become an urgent issue to be addressed. Summary of the Invention

[0004] This application provides a method, apparatus, and equipment for diagnosing traffic channelization problems at intersections, which addresses the inefficiency of manual inspection of traffic channelization problems at intersections in the prior art.

[0005] Firstly, this application provides a method for diagnosing traffic channelization problems at intersections, the method comprising: Acquire intersection data for the intersection to be diagnosed within a set time range, including channelization design data, timing schemes, and traffic flow data; Based on the intersection data, determine whether the intersection to be diagnosed has a channelization design problem. The channelization design problem includes one or more of the following: mismatch between lane attributes and traffic release method, mismatch between lane attributes and traffic flow, mismatch between the number of entrance and exit lanes, insufficient lane width, failure to set up a reversible lane, failure to set up a tidal flow lane, and insufficient turning radius of the U-turn. If so, the optimization suggestions previously saved for the aforementioned channelization design problem will be output.

[0006] Secondly, this application provides a diagnostic device for traffic channelization problems at intersections, the device comprising: The acquisition module is used to acquire intersection data of the intersection to be diagnosed within a set time range. The intersection data includes channelization design data, timing scheme, and traffic flow data. The diagnostic module is used to determine whether the intersection to be diagnosed has a channelization design problem based on the intersection data. The channelization design problem includes one or more of the following: mismatch between lane attributes and traffic release method, mismatch between lane attributes and traffic flow, mismatch between the number of entrance and exit lanes, insufficient lane width, failure to set up a reversible lane, failure to set up a tidal flow lane, and insufficient turning radius of the U-turn intersection. If so, the module will output the optimization suggestions that have been saved in advance for the channelization design problem.

[0007] Thirdly, this application also provides an electronic device including a processor, which executes a computer program stored in a memory to implement the steps of the intersection traffic channelization problem diagnosis method as described above.

[0008] Fourthly, this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the intersection traffic channelization problem diagnosis method as described above.

[0009] In this embodiment, intersection data of the intersection to be diagnosed is obtained within a set time range. Since the intersection data includes channelization design data, timing schemes, and traffic flow data, it can be determined whether there is a channelization design problem at the intersection to be diagnosed based on the intersection data. The channelization design problem includes one or more of the following: mismatch between lane attributes and release methods, mismatch between lane attributes and traffic flow, mismatch between the number of entrance and exit lanes, insufficient lane width, failure to set up a reversible lane, failure to set up a tidal flow lane, and insufficient turning radius at U-turn intersections. When a channelization design problem is determined to exist, the optimization suggestion data saved in advance for the channelization design problem is used to realize the automatic diagnosis of traffic channelization design problems at intersections. Attached Figure Description

[0010] To more clearly illustrate the technical solutions of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 A schematic diagram illustrating the diagnostic process for intersection traffic channelization problems provided in this application embodiment; Figure 2 A diagnostic flowchart for the mutual interference problem of left-hand and straight lanes provided in this application embodiment; Figure 3 A diagnostic flowchart for the mutual interference problem of straight and right lanes provided in this application embodiment; Figure 4A diagnostic flowchart for the mutual interference problem of left-turn and U-turn lanes provided in this application embodiment; Figure 5 A diagnostic flowchart for lane attribute and traffic flow mismatch provided in an embodiment of this application; Figure 6 A flowchart for diagnosing the problem of mismatch in the number of entrance and exit lanes provided in this application embodiment; Figure 7 A flowchart for diagnosing insufficient lane width length provided in this application embodiment; Figure 8 A flowchart for diagnosing the problem of whether or not a variable lane should be installed is provided in an embodiment of this application; Figure 9 A schematic diagram of a diagnostic device for traffic channelization problems at intersections provided in this application embodiment; Figure 10 This is a schematic diagram of an electronic device structure provided in an embodiment of this application. Detailed Implementation

[0012] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art are within the scope of protection of this application.

[0013] Figure 1 A schematic diagram of a diagnostic process for intersection traffic channelization problems provided in this application embodiment, the process including: S101: Obtain intersection data for the intersection to be diagnosed within a set time range, including channelization design data, timing scheme, and traffic flow data.

[0014] The intersection traffic channelization problem diagnosis method provided in this application embodiment is applied to electronic devices, such as servers and PCs.

[0015] To automatically diagnose problems with intersection traffic channelization, this embodiment of the application can acquire intersection data for the intersection to be diagnosed within a set time range. For example, intersection data for the intersection to be diagnosed within the set time range can be acquired at preset time intervals; that is, the intersection traffic channelization can be readjusted at preset time intervals. This preset time interval can be one week, one day, two weeks, one month, etc., and can be configured as needed by those skilled in the art. Of course, the intersection data can also be acquired after receiving a diagnostic command.

[0016] Because road traffic conditions have strong temporal characteristics, such as higher traffic volume in the mornings and evenings on weekdays, the set time range in this embodiment can be a specific time period within a 24-hour day, such as 7:00-9:00 AM on a weekday.

[0017] In this embodiment, the intersection data may include channelization design data, timing schemes, and traffic flow data. The channelization design data may include the number of lanes in each direction of the intersection and the direction of travel for each lane. The timing scheme may include the types of timing schemes used at different times, and the specific timing scheme may include phase information for each intersection. The traffic flow data may include indicators such as intersection traffic volume, saturation, queue length, and number of stops.

[0018] S102: Based on the intersection data, determine whether the intersection to be diagnosed has a channelization design problem. The channelization design problem includes one or more of the following: mismatch between lane attributes and traffic release method, mismatch between lane attributes and traffic flow, mismatch between the number of entrance and exit lanes, insufficient lane width, failure to set up a reversible lane, failure to set up a tidal flow lane, and insufficient turning radius of the U-turn.

[0019] After obtaining the intersection data, it can be determined whether the intersection to be diagnosed has channelization design problems within the set time range. Channelization design problems may include one or more of the following: mismatch between lane attributes and traffic release methods, mismatch between lane attributes and traffic flow, mismatch between the number of entrance and exit lanes, insufficient lane width, failure to provide reversible lanes, failure to provide tidal flow lanes, and insufficient turning radius at U-turn intersections.

[0020] Specifically, it can be determined whether the clearance time for the corresponding direction exceeds a preset threshold when the vehicle flow rate of each lane exceeds the flow rate threshold. If not, a channelization design problem can be identified, such as a mismatch between the lane attributes and the square layout of the intersection to be diagnosed. Alternatively, it can be determined whether the number of lanes of a certain type exceeds the threshold when the vehicle flow rate of a certain type exceeds the flow rate threshold. If not, a channelization design problem can be identified, such as a mismatch between the lane attributes and the flow rate of the intersection to be diagnosed.

[0021] S103: If so, output the optimization suggestions that were previously saved for the channelization design problem.

[0022] To promptly output corresponding optimization suggestions when a channelization design problem is identified at an intersection under diagnosis, this embodiment of the application can pre-save corresponding optimization suggestions for each type of channelization design problem. Upon confirmation that a channelization design problem exists at the intersection, the optimization suggestions corresponding to that specific channelization design problem can be retrieved and output.

[0023] For example, the optimization suggestions saved for the problem of mismatch between lane attributes and release method could be: suggest adjusting the release method of the intersection to single-entry release; the optimization suggestions saved for the problem of mismatch between lane attributes and traffic flow could be: suggest adjusting the lane attributes of the intersection; the optimization suggestions saved for the problem of mismatch between the number of entrance and exit lanes could be: suggest adjusting the attributes of the entrance lanes in the XX direction of the intersection, etc.

[0024] To improve the accuracy of diagnosis, based on the above embodiments, in this embodiment, acquiring intersection data of the intersection to be diagnosed within a set time range includes: Obtain intersection data for each preset time period during a set number of working days and non-working days; Based on the intersection data, the average intersection data for each preset time period during weekdays and the average intersection data for each preset time period during non-weekdays are determined respectively. The step of determining whether the intersection to be diagnosed has a channelization design problem based on the intersection data includes: Based on multiple average intersection data, determine whether there are channelization design problems in each preset time period on weekdays and non-weekdays.

[0025] Since traffic flow differs between weekdays and non-weekdays, in this embodiment of the application, to improve diagnostic accuracy, intersection data can be acquired for each preset time period within a set number of weekdays and non-weekdays. For example, intersection data for the intersection to be diagnosed can be acquired during 6:00-7:00 on both weekdays and non-weekdays.

[0026] To further improve the accuracy of diagnosis, in this embodiment of the application, intersection data from multiple working days and multiple non-working days can be obtained.

[0027] After obtaining the intersection data, the average intersection data for each preset time period on weekdays and the average intersection data for each preset time period on non-working days are determined.

[0028] After determining the average intersection data for each time period, we can use the average intersection data for each preset time period during weekdays to determine whether channelization design issues exist within each preset time period. Similarly, we can use the average intersection data for each preset time period during non-weekdays to determine whether channelization design issues exist within each preset time period.

[0029] Specifically, the 5-minute lane-level and turning-level indicator data for intersections can be processed in the following way. When processing the data, weekdays and non-weekdays can be distinguished, and diagnostics can be performed for each time period individually.

[0030] The following example illustrates the processing of 5-minute lane flow data at an intersection from 6:00 to 7:00. This time period is divided into 15-minute intervals; for instance, 6:00-7:00 is divided into four time intervals. This results in four time granularities for each day, and the flow rate for each time granularity can be calculated for each day. The traffic flow data will be summed from the three 5-minute data points. Then, the average value of the same time granularity for the same period on weekdays and non-weekdays will be calculated to obtain the average value of the indicators at four time granularities for the 6:00-7:00 period (i.e., average intersection data), which will be used to diagnose channelization design problems at intersections during this period.

[0031] In one possible implementation, after determining the diagnostic results corresponding to each time period, the continuous time granularity where channelization design problems exist can be merged to obtain the problem time period where the intersection to be diagnosed has channelization design problems.

[0032] In one possible implementation, to further improve the accuracy of diagnosis, a traffic intersection channelization problem database can be established in advance. This database contains a variety of common traffic intersection channelization design problems. When determining whether a traffic intersection to be diagnosed has a channelization design problem based on traffic intersection data, the database can be used to judge whether a traffic intersection has a channelization design problem one by one based on the traffic intersection data and indicator data judgment conditions.

[0033] In this embodiment of the application, for each approach lane in the intersection to be diagnosed, it can be determined whether the approach lane includes a composite lane based on the channelization design data. The composite lane can be a left-to-straight composite lane, a straight-to-right composite lane, a left-turn / U-turn composite lane, etc.

[0034] When it is determined that a certain approach lane at the intersection to be diagnosed contains a compound lane, the lane type corresponding to that compound lane can be obtained. That is, it determines which lane types the compound lane includes. The lane type includes at least two of the following: left turn, right turn, straight, and U-turn. For example, a straight-right compound lane corresponds to the lane types of right turn and straight; a left-straight compound lane corresponds to the lane types of left turn and straight.

[0035] After obtaining the lane type corresponding to the composite lane, in order to determine whether there are other lanes that conflict with the composite lane, in this embodiment of the application, it can be determined whether the entrance lane includes a dedicated lane corresponding to at least one of the lane types corresponding to the composite lane.

[0036] For example, if the approach lane includes a left-turn / straight lane, it can be further determined whether there is a dedicated left-turn lane and / or a dedicated straight lane in the approach lane. If the approach lane includes a straight / right-turn lane, it can be further determined whether there is a dedicated right-turn lane and / or a dedicated straight lane in the approach lane.

[0037] Once it is determined that the approach lane includes at least one dedicated lane corresponding to one of the lane types, the lane combination consisting of the dedicated lane and the composite lane can be determined. For example, the lane combination could be: a left-to-straight composite lane - a left-turn dedicated lane - a straight-ahead dedicated lane.

[0038] In this embodiment, after determining the target lane combination consisting of a composite lane and a dedicated lane, the target diagnostic conditions corresponding to that lane combination can be determined based on the pre-saved correspondence between different lane combinations and diagnostic conditions. Then, based on the acquired intersection data and the target diagnostic conditions, it is determined whether the intersection to be diagnosed has a mismatch between lane attributes and release methods.

[0039] In one possible implementation, due to the mismatch between lane attributes and release method, there may be a problem in the left-to-straight combined lane where straight (or left-turn) vehicles are allowed to pass through the green light while left-turning (or straight-to-left) vehicles are allowed to pass through, resulting in low lane traffic efficiency. Therefore, in this embodiment of the application, diagnostic conditions can be pre-configured for this situation.

[0040] The diagnostic criteria can be as follows: For an approach lane with a combined left-turn and straight lane, distinguish whether the approach lane has dedicated left-turn or dedicated straight lanes, and determine whether there are simultaneous or separate release phases for left turns and straight traffic. If the approach lane has dedicated straight and dedicated left-turn lanes, and there are separate release phases for left turns and straight traffic, and the combined lane traffic flow exceeds a threshold and the proportion of left-turn and straight traffic flow in the combined lanes is close, then it is determined that the approach lane at the intersection to be diagnosed has a problem of mutual interference between left-turn and straight lanes. If the approach lane has dedicated straight (or dedicated left) lanes, and there are separate release phases for left turns and straight traffic, and when the dedicated straight (or dedicated left) lane traffic flow exceeds a threshold, then it is determined that the approach lane at the intersection to be diagnosed has a problem of mutual interference between left-turn and straight lanes.

[0041] To facilitate understanding, the following will be combined with... Figure 2 The above diagnostic process will be explained. Figure 2 A flowchart illustrating the diagnostic process for the mutual interference problem between left and straight lanes, provided in an embodiment of this application.

[0042] In this embodiment of the application, it can be determined first whether intersection data has been obtained. If intersection data has not been obtained, it can be determined that intersection data has not been obtained and the judgment of interference between left and straight lanes cannot be made.

[0043] If the intersection data is obtained, it can be further determined whether there is a left-straight combined lane at the XX entrance of the intersection to be diagnosed. If not, it can be determined that there is no left-straight combined lane and no interference problem.

[0044] If it is determined that the XX approach lane at the intersection to be diagnosed has a combined left-turn and straight lane, then it can be further determined whether the approach lane has a dedicated left-turn lane or a dedicated straight lane. If not, then it can be further determined whether the approach lane has a dedicated straight lane or a dedicated left-turn lane. If it is determined that the approach lane does not have a dedicated straight lane or a dedicated left-turn lane, then it can be determined that the approach lane has a small number of lanes and there may be an issue of interference from left-turn lanes.

[0045] If it is determined that the approach lane has dedicated straight or left-turn lanes, it can be further determined whether a separate release strategy exists for that approach lane. If not, it can be determined that there is a problem with the channelization or phase sequence of the approach lane, and timely adjustment is recommended. If so, it can be further determined whether traffic flow data for each lane of the approach lane can be obtained. If lane traffic flow data is not obtained, it can be determined that data cannot be obtained, and the judgment of interference from the left-turn combined lane cannot be made. If it is determined that traffic flow data for each lane of the approach lane can be obtained, data preprocessing can be performed, and further judgment can be made. ,or If yes, output a message indicating that there is interference from the left-straight lane at entrance XX; otherwise, output a message indicating that there is no interference from the left-straight lane at entrance XX. This indicates the traffic saturation level of the dedicated straight-ahead lane; This indicates the traffic saturation level of the dedicated straight-ahead lane.

[0046] If it is determined that the approach lane has dedicated left-turn and dedicated straight lanes, it can be further determined whether the approach lane has a simultaneous release phase, and the duration of the simultaneous release phase is greater than or equal to 10 seconds. If so, it can be determined that the approach lane does not have a left-turn and straight lane conflict problem; if not, it can be further determined whether the left turn and straight-going lanes of the approach lane have separate release phases.

[0047] If it is determined that there is no separate release phase for left turns and straight traffic in the approach lane, then it can be determined that there is no conflict between the left-turn and straight traffic lanes in the approach lane.

[0048] If it is determined that there is a separate release phase for left turns and straight traffic in the approach lane, it can be further determined whether the separate release time for left turns and straight traffic in the approach lane is greater than or equal to 20 seconds. If not, it can be determined that there is no conflict between the left-turn and straight traffic lanes in the approach lane.

[0049] If it is determined that the separate clearance time for left turns and straight traffic at the entrance lane is greater than or equal to 20 seconds, then it is further determined whether lane flow data can be obtained. If not, it can be determined that data cannot be obtained, and the judgment of interference from the left-turn and straight combined lanes cannot be made. If so, data preprocessing can be performed, and further judgment can be made regarding whether... ,and If yes, then output a message indicating that there is interference from the left-straight lane at entrance XX; if no, then it can be determined that there is no interference from the left-straight lane at entrance XX.

[0050] After the problem diagnosis is completed, timing optimization suggestions are provided for the problematic entrance lane: During the problematic period, it is recommended to adjust the passage release method of the intersection [XX entrance lane] to single-entry passage.

[0051] In one possible implementation, due to the mismatch between lane attributes and release method, there may be a problem in the straight-right combined lane where vehicles going straight (or turning right) are going straight (or turning right) during the green light period, resulting in low lane traffic efficiency. Therefore, in this embodiment of the application, diagnostic conditions can be pre-configured for this situation.

[0052] The diagnostic criteria could be as follows: For approach lanes with combined straight and right-turn lanes, determine whether the approach lane has a dedicated right-turn lane, whether right turns are controlled, and whether there are single-lane phases for straight and right turns. If the approach lane does not have a dedicated right-turn lane, determine whether the flow rate and queue length of the dedicated straight lane and combined lanes meet threshold conditions. If they do, it is determined that the approach lane has a problem of mutual interference between the combined straight and right-turn lanes. If the intersection has a dedicated right-turn lane, determine whether the flow rate of the dedicated straight lane and dedicated right-turn lanes meets threshold conditions. If they do, it is determined that the approach lane has a problem of mutual interference between the combined straight and right-turn lanes.

[0053] To facilitate understanding, the following will be combined with... Figure 3 The above diagnostic process will be explained. Figure 3 A flowchart illustrating the diagnostic process for mutual interference between straight and right-hand lanes, provided in an embodiment of this application.

[0054] In this embodiment of the application, it can be determined first whether intersection data has been obtained. If intersection data has not been obtained, it can be determined that intersection data has not been obtained and the judgment of interference between left and straight lanes cannot be made.

[0055] If the intersection data is obtained, it can be further determined whether there is a straight-right combined lane at the XX entrance of the intersection to be diagnosed. If not, it can be determined that there is no straight-right combined lane and no interference problem.

[0056] If it is determined that the XX entrance lane of the intersection to be diagnosed has a combined straight and right turn lane, then it can be further determined whether the entrance lane has a dedicated right turn lane.

[0057] If it is determined that a dedicated right-turn lane exists at the XX entrance of the intersection to be diagnosed, then it is further determined whether right turns are controlled. If it is determined that right turns are not controlled, data preprocessing can be performed, and further determination can be made regarding whether... and If yes, then a prompt message can be output indicating that there is a problem of interference from a right-straight combined lane at the XX entrance of the intersection to be diagnosed; if no, then a prompt message can be output indicating that there is no problem of interference from a right-straight combined lane at the XX entrance.

[0058] If right turns are confirmed to be controlled, it can be further determined whether there is a separate release strategy for the straight and right turn phases. If not, it can be determined that there is no problem of interference between straight and right turn lanes. If so, it can be determined whether traffic flow data for each lane of the approach lane can be obtained. If traffic flow data for each lane of the approach lane cannot be obtained, it can be determined that data cannot be obtained, and it is impossible to determine the interference between straight and right turn lanes.

[0059] If traffic flow data for each lane of the approach road can be obtained, data preprocessing can be performed, and further determination can be made. and If yes, then a prompt message can be output indicating that there is a problem of interference from a right-straight combined lane at the XX entrance of the intersection to be diagnosed; if no, then a prompt message can be output indicating that there is no problem of interference from a right-straight combined lane at the XX entrance.

[0060] If it is determined that there is no dedicated right-turn lane at the XX entrance of the intersection to be diagnosed, then it is further determined whether traffic flow data for each lane of that entrance can be obtained. If traffic flow data for each lane of that entrance cannot be obtained, it can be determined that data cannot be obtained, and the judgment of interference from the straight-right combined lane cannot be made.

[0061] If traffic flow data for each lane of the approach road can be obtained, data preprocessing can be performed, and further determination can be made. and If yes, then a message indicating that there is interference from a combined straight and right lane at the XX entrance of the intersection to be diagnosed can be output; if no, then a message indicating that there is no interference from a combined straight and right lane at the XX entrance can be output. This indicates the traffic saturation level of the dedicated straight-ahead lane; This indicates the flow saturation of the straight-right lane; This indicates the length of the queue of vehicles in the combined straight-to-right lane; This indicates the length of the queue of vehicles in the dedicated straight-ahead lane.

[0062] After the problem diagnosis is completed, timing optimization suggestions are provided for the problematic entrance lane: During the problematic period, it is recommended to adjust the passage release method of the intersection [XX entrance lane] to single-entry passage.

[0063] In one possible implementation, a mismatch between lane attributes and release methods may lead to long turn times for vehicles making U-turns in left-turn / U-turn lanes, thus affecting the efficiency of left-turn traffic. Therefore, in this embodiment, diagnostic conditions can be pre-configured to address this situation.

[0064] The diagnostic criteria could be as follows: For intersections with combined left-turn and U-turn lanes, determine whether the approach lane has a dedicated left-turn lane. If the intersection has a dedicated left-turn lane, determine whether the saturation of the combined lane and the dedicated left-turn lane meets the threshold condition, i.e., the saturation of the combined lane is less than or equal to the threshold ratio of the dedicated left-turn lane saturation, and the dedicated left-turn lane saturation is relatively high. If this condition is met, it is determined that the approach lane at the intersection has a problem of mutual interference between the combined left-turn and U-turn lanes.

[0065] To facilitate understanding, the following will be combined with... Figure 4 The above diagnostic process will be explained. Figure 4 A diagnostic flowchart for the mutual interference problem of left-turn and U-turn lanes provided in this application embodiment.

[0066] In this embodiment of the application, it can be determined first whether intersection data can be obtained. If intersection data is not obtained, it can be determined that intersection data has not been obtained and the diagnosis of mixed traffic of vehicles turning left and making U-turns in composite lanes cannot be performed.

[0067] If intersection data is obtained, it can be further used to determine whether the approach lane is... Furthermore, there exists a shared lane for left turns and U-turns. If not, further investigation is needed to determine whether a shared lane for left turns and U-turns exists at the entrance. If it is determined that there is no shared lane for left turns and U-turns at the entrance, then there is no issue of interference between vehicles using shared lanes. If it is determined that there is a shared lane for left turns and U-turns at the entrance, then this scenario is not considered.

[0068] If the entrance channel is determined Furthermore, if a shared lane for left turns and U-turns exists, it can be further determined whether lane utilization (or saturation) data for the dedicated left-turn and combined left-turn / U-turn lane can be obtained. If not, it can be determined that lane utilization (or saturation) data has not been obtained, and the diagnosis of interference from the combined left-turn / U-turn lane cannot be performed.

[0069] If it is confirmed that lane utilization (or saturation) data for the combined left-turn and U-turn lanes can be obtained, it can be further determined whether the utilization (or saturation) of the left-turn and U-turn lanes of the approach lane is less than or equal to 70% of the utilization (or saturation) of the dedicated left-turn lane, and the utilization of the dedicated left-turn lane is greater than or equal to 60%. If not, it is determined that there is no problem of mixed traffic of left-turn and U-turn vehicles on the approach lane, that is, there is no problem of mismatch between lane attributes and release method; if so, it is determined that the left-turn and U-turn lanes on the approach lane share a single lane, resulting in low traffic efficiency, that is, there is a problem of mismatch between lane attributes and release method.

[0070] After the problem diagnosis is completed, channelization optimization suggestions are provided for the problematic intersection: During the problematic period, it is recommended that vehicles be prohibited from making U-turns at this intersection [XX entrance lane] or that a U-turn lane be added in advance (this suggestion can be applied to directions without U-turn lanes).

[0071] In one possible implementation, a mismatch between lane attributes and traffic flow in traffic channelization design can lead to significant differences in queuing for turning vehicles, resulting in a waste of road space resources. Therefore, in this embodiment, approach lanes including dedicated straight-ahead lanes can be determined based on channelization design data. Furthermore, the first vehicle queue length corresponding to the dedicated straight-ahead lane and the second vehicle queue length corresponding to the dedicated left-turn lane are obtained for each approach lane including dedicated straight-ahead lane.

[0072] If either the first vehicle queue length or the second vehicle queue length is greater than a first preset threshold, while the other is less than a second preset threshold, and the vehicles in the lane corresponding to the one greater than the first preset threshold have a secondary parking problem, then it is determined that there is a mismatch between lane attributes and traffic flow at the intersection to be diagnosed.

[0073] Specifically, it can be determined whether the approach lane includes a composite lane, and whether the approach lane has multiple lanes and lane attribute adjustment space. If the approach lane has lane attribute adjustment space, it can be determined whether the queue length or saturation of left turn and straight turn meets the set imbalance threshold, and whether the turn with high traffic demand has generated secondary queues. If the conditions are met, it is determined that the approach lane has a lane attribute and traffic flow mismatch problem.

[0074] To facilitate understanding, the following will be combined with... Figure 5 The above diagnostic process will be explained. Figure 5 This application provides a diagnostic flowchart for lane attribute and traffic flow mismatch in an embodiment.

[0075] In this embodiment of the application, it can be determined first whether intersection data has been obtained. If intersection data has not been obtained, it can be determined that intersection data has not been obtained and the judgment of interference between left and straight lanes cannot be made.

[0076] If intersection data is obtained, it can be further determined whether the XX entrance lane of the intersection to be diagnosed contains a left-straight (or straight-right) combined lane.

[0077] If it is determined that the XX entrance lane of the intersection to be diagnosed does not contain a combined left-turn / straight (or straight-right) lane, then it can be further determined whether there are 2 or more dedicated left-turn lanes and 1 or more dedicated straight-through lanes. If so, it can be further determined whether lane queue length (or saturation) data can be obtained. If not, it can be determined that queue length (or saturation) data cannot be obtained, and the diagnosis of lane attribute mismatch cannot be performed.

[0078] If lane queue length (or saturation) data can be obtained, it can be determined whether... and And if there are ≥2 vehicles that have stopped twice; it can also be determined whether... and Furthermore, there are at least two vehicles that have stopped twice. If not, a message can be output indicating that there is no interference between the turning lane and the turning traffic flow at the XX entrance lane; if so, it is further determined whether the number of dedicated straight-ahead lanes included in the entrance lane + 1 is less than or equal to the number of exit lanes corresponding to the dedicated straight-ahead lane. If it is not less than or equal to, it can be determined that the entrance / exit matching principle is not met, and it is not recommended to classify the left-turn / straight-ahead combined lane as a straight-ahead lane. If it is less than or equal to, a message can be output indicating that the turning lane and turning traffic flow of the entrance lane at the intersection under test are mismatched, and it is recommended to set one left-turn lane as a straight-ahead lane. This indicates the length of the queue of vehicles in the dedicated straight-ahead lane; This indicates the length of the queue of vehicles in the dedicated left-turn lane; Traffic saturation of dedicated straight-ahead lanes; This indicates the traffic saturation level of the dedicated left-turn lane.

[0079] If it is determined that the XX approach lane of the intersection to be diagnosed contains a left-to-straight (or straight-to-right) combined lane, then it can be further determined whether the approach lane has a left-to-straight combined lane with a left-turn dedicated lane number ≥ 1 and a straight-through dedicated lane number ≥ 1. If so, it can be further determined whether lane queue length (or saturation) data can be obtained. If it cannot be obtained, then it can be determined that queue length (or saturation) data cannot be obtained, and the diagnosis of lane attribute mismatch cannot be performed.

[0080] If lane queue length (or saturation) data can be obtained, it can be determined whether... and And if there are ≥2 vehicles that have stopped twice; it can also be determined whether... and Furthermore, there are at least two vehicles that have stopped twice. If so, further determine if the number of dedicated straight-ahead lanes included in the entrance lane plus one is less than or equal to the number of exit lanes corresponding to that dedicated straight-ahead lane. If it is less than or equal, output a message indicating a mismatch between the turning lane and turning traffic flow at the entrance lane of the intersection under test, suggesting that the left-hand / straight-ahead combined lane be converted into a straight-ahead lane. If it is not less than or equal, it can be determined that the entrance / exit matching principle is not met, and no recommendation is made to convert the left-hand / straight-ahead combined lane into a straight-ahead lane.

[0081] If determining whether and And there are ≥2 vehicles that have stopped twice, or determine whether... and If the result of "no" indicates that there are ≥2 vehicles that have stopped twice, then we can further determine whether... and And if there are ≥2 vehicles that have stopped twice; it can also be determined whether... and Furthermore, there are at least two vehicles that have stopped twice. If so, it can be further determined whether the number of left-turn lanes included in the entrance lane plus one is less than or equal to the number of exit lanes corresponding to the straight-ahead lane. If it is less than or equal, a message can be output indicating that the lane function of the entrance lane at the intersection under test is unreasonable, and it is recommended to change the left-turn / straight-ahead combined lane to a left-turn lane. If it is not less than or equal, it can be determined that the entrance / exit matching principle is not met, and the recommendation to classify the left-turn / straight-ahead combined lane as a left-turn lane is not made.

[0082] If determining whether and And there are ≥2 vehicles that have stopped twice, or determine whether... and If the result of "no" indicates that the number of vehicles stopping twice is ≥2, then the diagnostic criteria are not met, and it is impossible to determine the mismatch between the turning lane and the turning traffic flow.

[0083] After the problem diagnosis is completed, channelization optimization suggestions are provided for the problematic intersection: During the problematic period, it is recommended to adjust the lane attributes of the [XX direction entrance lane] of the intersection, changing one [XX lane] to [XX lane].

[0084] In one possible implementation, a mismatch between the number of entrance and exit lanes at the intersection to be diagnosed can lead to severe weaving problems at exit lanes. Therefore, in this embodiment, when determining whether a channelization design problem exists at the intersection based on intersection data, for each exit lane in the intersection, it can be determined whether the total number of entrance lanes with right-of-way for that exit lane is greater than the total number of lanes for that exit lane. During this determination, it is necessary to distinguish whether the exit lane has a dedicated right-turn lane and whether the dedicated right-turn lane is controlled. If the total number of entrance lanes with right-of-way is greater than the total number of lanes for that exit lane, it is further determined whether the intersection lane flow data exceeds a set threshold.

[0085] Specifically, based on the acquired traffic flow data, the number of lanes included in any exit lane of the intersection to be diagnosed can be determined, and the total number of lanes of the target approach lane with the right-of-way for that exit lane can be determined. In other words, it determines which approach lane a vehicle exiting can enter the exit lane.

[0086] Based on the determined number, the total number of lanes at the target entrance, and the lane flow data corresponding to each lane type at the target entrance, determine whether there is a mismatch between the number of entrance and exit lanes at the intersection to be diagnosed.

[0087] To facilitate understanding, the following will be combined with... Figure 6 The above diagnostic process will be explained. Figure 6 A flowchart for diagnosing the problem of mismatch in the number of entrance and exit lanes provided in this application embodiment is shown below. Figure 6 As shown, the process includes the following steps: S601: For any exit lane, first determine if intersection data has been obtained. If not, proceed to S602; if yes, proceed to S603. S602: No intersection data has been obtained, so a mismatch between the number of entrance / exit lanes cannot be determined. S603: Does the intersection to be diagnosed have a dedicated right-turn lane merging into the exit lane? If not, proceed to S604; if yes, proceed to S611. S604: Determine if the total number of lanes of the entrance lanes with right-of-way for the exit lane is greater than the number of lanes of the exit lane. If not, proceed to S605; if yes, proceed to S606. S605: There is no mismatch between entrance / exit lanes. S606: Determine if lane flow data can be obtained. If yes, proceed to S608; if not, proceed to S607. S607: No lane flow data has been obtained, so a mismatch between the number of turning entrance / exit lanes cannot be determined. S608: Determine if... If yes, proceed to S610; otherwise, proceed to S609. S609: There is no issue with mismatched entrance / exit lanes. S610: There is a mismatch between the entrance / exit lanes in the XX direction of the intersection to be diagnosed. S611: Determine if a timing plan can be obtained. If yes, proceed to S628; otherwise, proceed to S612. S612: No intersection plan data obtained; right turns are assumed to be uncontrolled, and proceed to S613. S613: Determine if the total number of lanes with right-of-way at the exit is greater than the number of lanes at the exit. If no, proceed to S614; if yes, proceed to S622. S614: Determine if the total number of lanes with right-of-way at the exit plus the total number of dedicated right-turn lanes is greater than the number of lanes at the exit. If no, proceed to S615; if yes, proceed to S616. S615: There is no issue with mismatched entrance / exit lanes. S616: Determine if lane flow data can be obtained. If yes, proceed to S618; otherwise, proceed to S617. S617: Lane flow data not obtained; unable to determine mismatch between turning entrance / exit lane numbers. S618: Perform data preprocessing and proceed to S619. S619: Determine if... If yes, proceed to S621; otherwise, proceed to S620. S620: There is no issue with mismatched entrance / exit lanes. S621: The entrance / exit lanes in the XX direction of the intersection to be diagnosed are mismatched. S622: Determine if lane flow data can be obtained. If yes, proceed to S624; otherwise, proceed to S623. S623: Lane flow data was not obtained, making it impossible to determine if there is a mismatch in the number of turning entrance / exit lanes. S624: Perform data preprocessing and proceed to S625. S625: Determine if... If yes, proceed to S627; otherwise, proceed to S626. S626: There is no mismatch between entrance / exit lanes. S627: There is a mismatch in the number of entrance / exit lanes in the XX direction at the intersection. S628: Determine if the right-turn lane is controlled. If not, proceed to S613; if yes, proceed to S629. S629: Determine if the total number of lanes (dedicated straight / dedicated left / dedicated right) of the entrance lane with right-of-way at the exit lane is greater than the number of lanes of the exit lane. If not, proceed to S630; if yes, proceed to S631. S630: There is no mismatch between entrance / exit lanes. S631: Determine if lane flow data can be obtained. If yes, proceed to S633; if not, proceed to S632. S632: Lane flow data was not obtained, so the determination of mismatch in the number of turning entrance / exit lanes cannot be performed. S633: Perform data preprocessing and proceed to S634. S634: Determine if... If yes, execute S636; otherwise, execute S635. S635: There is no issue with mismatched entrance / exit lanes. S636: The entrance / exit lanes in the XX direction at the intersection to be diagnosed are mismatched. After the problem diagnosis is completed, channelization or timing optimization suggestions for the problem intersection under different circumstances may include the following: 1. During the problem period, it is recommended to adjust the entrance lane attribute for the [XX direction]; — (Inherent attribute) All day. 2. During the problem period, it is recommended to control right-turning vehicles in the [XX direction] at the intersection; — (For cases with dedicated right-turn lanes) Specific time periods. 3. During the problem period, it is recommended to adjust the [Phase XX] release sequence at the intersection. — For cases where right-turning vehicles are controlled.

[0088] In one possible implementation, insufficient lane widening may lead to left-turn lanes blocking straight-ahead lanes during the non-simultaneous release phase, resulting in low lane space utilization. Therefore, in this embodiment, for an entrance lane with a widened left-turn lane, if left turns and straight-ahead lanes are not released simultaneously, and the individual release time for left turns (or straight-ahead lanes) exceeds a threshold, it can be further determined whether the flow rate of the left-turn and straight-ahead lanes exceeds the threshold, and the saturation of the straight-ahead lane adjacent to the widened left-turn lane / the saturation of the second straight-ahead lane is less than or equal to the threshold. If the above conditions are met, it is determined that the entrance lane at the intersection has insufficient lane widening length.

[0089] Specifically, when determining whether a channelization design problem exists at an intersection based on intersection data, if the channelization design data indicates that any approach lane of the intersection includes a left-turn widening lane, and at least two lanes adjacent to the left-turn widening lane are dedicated straight-ahead lanes, then based on the obtained timing scheme, it is determined whether left turns and straight-ahead traffic at that approach lane are allowed separately, and whether the separate allowance time for left turns or straight-ahead traffic exceeds a time threshold. If so, then based on the lane flow data, lane flow threshold, saturation threshold, and saturation of the second dedicated straight-ahead lane adjacent to the left-turn widening lane, it can be determined whether the intersection has an insufficient lane widening length problem.

[0090] In one possible implementation, to avoid frequent adjustments to the channelization design, in this embodiment, before determining whether any approach lane of the intersection to be diagnosed includes a left-turn widening lane, it can be further determined whether the time interval for adjusting the lanes in that approach lane meets the time interval requirement. If so, the subsequent step of "if any approach lane of the intersection to be diagnosed includes a left-turn widening lane" can continue. That is, adjustments can only be made when the preset time interval is met.

[0091] To facilitate understanding, the following will be combined with... Figure 7 The above diagnostic process will be explained. Figure 7A flowchart for diagnosing insufficient lane width length is provided in this application embodiment, as follows: Figure 7 As shown, the process includes the following steps: S701: Is intersection data available? If not, proceed to S702; if yes, proceed to S703. S702: No intersection data was obtained, so no judgment can be made. S703: Has the channelization design been adjusted within the last 7 days? If not, proceed to S710; if yes, proceed to S704. S704: Does the number of days since the channelization design adjustment meet the requirement of ≥3 working days or ≥1 non-working day from the current date? If not, proceed to S705; if yes, proceed to S710. S705: Has the intersection's all-day schedule been adjusted? If not, proceed to S707; if yes, proceed to S706. S706: The intersection's all-day schedule has been adjusted, but no diagnosis of unreasonable phase sequence is performed. S707: Identify unadjusted time periods (judged period by period) and determine if the latest issuance date of the unadjusted time period is ≥3 days from the current date (working days ≥ 1 day), or ≥1 day (non-working days ≥ 1 day). If not, proceed to S708; if yes, proceed to S709. S708: If the intersection time period plan is adjusted, no diagnosis of unreasonable phase sequence is performed. S709: Judgment is made for unadjusted time periods, and S710 is executed. S710: Determine if there is a left-turn widening lane at the XX entrance of the intersection. If not, proceed to S711; if yes, proceed to S712. S711: There is no left-turn widening, and there is no issue of insufficient lane widening length. S712: Whether the lane attribute of the XX entrance of the intersection is 1 left-turn lane and is a widened left-turn lane, with more than 1 adjacent straight lanes. If not, proceed to S713; if yes, proceed to S714. S713: No judgment is made for other scenarios. S714: Determine if left turns and straight-ahead traffic are not simultaneously permitted, and if the individual permitted time for left turns (or straight-ahead traffic) exceeds 1 / 3 of the current phase. If not, proceed to S715; if yes, proceed to S716. S715: Short individual permitted time, minimal interference. S716: Determine if lane flow and lane saturation can be obtained. If not, proceed to S717; if yes, proceed to S718. S717: Lane flow or saturation data not obtained, unable to determine insufficient lane widening length. S718: Perform data preprocessing and proceed to S719. S719: Determine if left-turn lane flow is ≥300 pcu / h, straight-ahead lane flow is ≥300 pcu / h, and the saturation of the straight-ahead lane adjacent to the widened left-turn lane is ≤0.8 times the saturation of the second straight-ahead lane. If not, proceed to S721; if yes, proceed to S720. S720: Insufficient lane widening length at the XX entrance lane of the intersection. S721: Diagnostic conditions not met, unable to determine insufficient lane width. After problem diagnosis, channelization or timing optimization suggestions are provided for the problematic intersection: During the problematic period, it is recommended to allow single-entry traffic flow for the [XX direction entrance lane] at the intersection, or to increase the width of the left-turn lane.

[0092] In one possible implementation, when there are significant differences in queuing between vehicles turning at different approaches on the approach lane, it may be necessary to add a reversible lane. To diagnose whether a reversible lane is missing at the intersection to be diagnosed, different threshold requirements can be pre-set for different scenario types in this embodiment.

[0093] In the embodiments of this application, scenario one can be: the first number of dedicated left-turn lanes for any approach lane is greater than or equal to N and the second number of dedicated straight-ahead lanes is greater than or equal to M; scenario two can be: the second number of any approach lane is greater than or equal to N and the first number is greater than or equal to M, where N is greater than M. For example, N=2 and M=1.

[0094] In this embodiment, for any approach lane at the intersection to be diagnosed, the target scenario type can be determined based on a first number of dedicated left-turn lanes and a second number of dedicated straight-ahead lanes included in that approach lane. In other words, the scenario type of the current approach lane is determined from among pre-configured scenarios.

[0095] After determining the target scenario type, the target threshold requirements pre-configured for that scenario type can be obtained. To determine the threshold, in this embodiment, a first data group or a second data group can be determined based on intersection data. The first data group includes the third vehicle queue length and first vehicle saturation of the dedicated straight-ahead lane, and the fourth vehicle queue length and second vehicle saturation of the dedicated left-turn lane. The second data group includes the first vehicle saturation, the second vehicle saturation, the number of first vehicles that have stopped twice in the dedicated straight-ahead lane, and the number of second vehicles that have stopped twice in the dedicated left-turn lane.

[0096] After determining the first data group and the second data group, if the data in the first data group or the second data group meets the target threshold requirements, it is determined that the intersection to be diagnosed has a problem of not having a reversible lane that should be set up.

[0097] Since different monitoring devices have different monitoring ranges for roads, the data they acquire will also be different. Therefore, in this embodiment of the application, different diagnostic requirements can be configured for data from different data sources.

[0098] For example, in scenario one, where the number of left-turn lanes is greater than or equal to two and the number of straight-ahead lanes is greater than or equal to one, the queue length and saturation can be determined based on a single data source from radar / the Internet; or the saturation and number of stops can be determined based on a single data source from electronic police.

[0099] Option 1: For a single data source (queue length + saturation) such as radar / Internet in Scenario 1, the configured target threshold requirement could be: determining whether L... 直行—L 左转 ≥Y meters and X 直行 ≥A,X 左转 ≤B. In this embodiment of the application, when the number of lanes at the approach road is ≥4, the threshold is set to Y meters, and the initial value can be 50 meters. When the number of lanes at the approach road is 3, Y=Y 3 / 4. When the number of lanes at the approach is ≥4, the thresholds are set to A and B, for example, A=0.7 and B=0.3; when the number of lanes at the approach is 3, A=A 3 / 4, B=B 3 / 4. It should be noted that those skilled in the art can configure different thresholds as needed.

[0100] Option 2: For the single data source of the electronic traffic enforcement system in Scenario 1 (saturation + number of stops), the configured target threshold requirement can be: determining whether X... 直行 ≥A,X 左转 ≤B and Q S直行=2 ≥2, Q S左转=2 ≤1. In this embodiment of the application, when the number of lanes at the approach road is ≥4, the thresholds are set to A and B, for example, A=0.7 and B=0.3; when the number of lanes at the approach road is 3, A=A 3 / 4, B=B 3 / 4. Where Q S直行=2 ≥2 indicates that there are ≥2 vehicles stopping twice in the dedicated straight-ahead lane, Q S左转=2 ≤1 indicates that the number of vehicles stopping twice in the dedicated left-turn lane is ≤1.

[0101] For scenario two: when the number of dedicated straight-ahead lanes is greater than or equal to two and the number of dedicated left-turn lanes is greater than or equal to one, the queue length and saturation can be determined based on a single data source of radar / Internet; or the saturation and number of stops can be determined based on a single data source of electronic police.

[0102] Option 1: For a single data source (queue length + saturation) such as radar / Internet in Scenario 1, the configured target threshold requirement could be: determining whether L... 左转 —L 直行 ≥Y meters and X 左转 ≥A,X 直行 ≤B. When the number of lanes at the approach is ≥4, the threshold is set to Y meters, initially set at 50 meters; when the number of lanes at the approach is 3, Y=Y 3 / 4. When the number of lanes at the approach is ≥4, the thresholds are set to A and B, for example, A=0.7 and B=0.3; when the number of lanes at the approach is 3, A=A 3 / 4, B=B 3 / 4.

[0103] Option 2: For the single data source of the electronic traffic enforcement system in Scenario 1 (saturation + number of stops), the configured target threshold requirement can be: determining whether X... 左转 ≥A,X 直行 ≤B and Q S左转=2 ≥2, Q S直行=2 ≤1. When the number of lanes at the approach is ≥4, the thresholds are set to A and B, initially set to A=0.7 and B=0.3. When the number of lanes at the approach is 3, A=A 3 / 4, B=B 3 / 4.

[0104] In this embodiment of the application, when diagnosing the problem of whether or not a reversible lane should be set up, it can first be determined whether the number of lanes at the approach meets the conditions for setting up a reversible lane, and then it can be determined whether the difference between the queue length, saturation, and number of stops for left turns and straight-through traffic exceeds the threshold condition. The threshold is set differently for different numbers of approach lanes: If the number of straight and left-turn lanes at the entrance is greater than 2, then follow the judgment conditions of both Scenario 1 and Scenario 2. If either Scenario 1 or Scenario 2 is satisfied, then a problem is considered to exist.

[0105] To facilitate understanding the following combination Figure 8 The above diagnostic process will be explained. Figure 8 A flowchart for diagnosing the problem of whether or not a variable lane is installed, as provided in the embodiments of this application, is shown below. Figure 8As shown, the process includes the following steps: S801: Determine if channelization design data can be obtained. If not, proceed to S802; if yes, proceed to S803. S802: Without basic intersection information, it is impossible to determine whether a reversible lane should or should not be installed. S803: Determine if the approach lane includes a left-to-straight (or straight-to-right) combined lane. If not, proceed to S804; if yes, proceed to S820. S804: Determine if the number of left-turn lanes is ≥2 and the number of straight lanes is ≥1. If not, proceed to S805; if yes, proceed to S813. S805: Determine if the number of straight lanes is ≥2 and the number of left-turn lanes is ≥1. If yes, proceed to S806. S806: Determine if turning (queue length + saturation) or (saturation + number of stops) data can be obtained. If yes, proceed to S808; if not, proceed to S807. S807: Without queue length (or saturation) data, diagnosis is impossible. S808: Use the target threshold requirement configured for scenario two in the above embodiment for judgment. If the judgment result is yes, then execute S810; if the judgment result is no, then execute S811. S809: No problem. S810: Determine whether the number of left-turn lanes included in the entrance lane + 1 is less than or equal to the number of exit lanes corresponding to the left-turn lane. If yes, then execute S812; if no, then execute S811. S811: Diagnostic conditions are not met, diagnosis cannot be performed. S812: The turning lanes in the XX direction at the intersection do not match the turning traffic flow. It is recommended to set one straight lane as a left-turn lane. S813: Determine whether turning (queue length + saturation) or (saturation + number of stops) data can be obtained. If yes, then execute S815; if no, then execute S814. S814: Queue length (or saturation) data was not obtained, diagnosis cannot be performed. S815: Use the target threshold requirement configured for scenario one in the above embodiments to make a judgment. If the judgment result is yes, then execute S817; if the judgment result is no, then execute S816. S816: No problem. S817: Determine whether the number of dedicated straight lanes included in the entrance lane + 1 is less than or equal to the number of exit lanes corresponding to the dedicated straight lane. If yes, then execute S819; if no, then execute S818. S818: The principle of matching entrances and exits is not met, and it is not recommended to classify the left-turn lane as a straight lane. S819: The turning lanes in the XX direction at the intersection do not match the turning traffic flow. It is recommended to set one left-turn lane as a straight lane. S820: Determine whether there is a left-turn / straight combined lane in the entrance lane, and whether there is ≥1 dedicated left-turn lane and ≥1 dedicated straight lane. If yes, then execute S821. S821: Determine whether it is possible to obtain turning (queue length + saturation) or (saturation + number of stops) data. If yes, then execute S823; if no, then execute S822. S822: No queue length (or saturation) data was obtained, making diagnosis impossible.S823: Use the target threshold requirement configured for scenario one in the above embodiments to make a judgment. If the judgment result is yes, then execute S824; if the judgment result is no, then execute S827. S824: Determine whether the number of dedicated straight lanes included in the approach lane + 1 is less than or equal to the number of exit lanes corresponding to the dedicated straight lane. If yes, then execute S825; if no, then execute S826. S825: The lane function of the approach lane in the XX direction of the intersection is unreasonable; it is recommended to change the left-straight combined lane to a straight lane. S826: The principle of matching entrances and exits is not met; it is not recommended to classify the left-straight combined lane as a straight lane. S827: Use the target threshold requirement configured for scenario two in the above embodiments to make a judgment. If the judgment result is yes, then execute S829; if the judgment result is no, then execute S828. S828: The diagnostic conditions are not met; it is impossible to judge the mismatch between the turning lane and the turning traffic flow. S829: Determine whether the number of dedicated left-turn lanes included in the approach lane + 1 is less than or equal to the number of exit lanes corresponding to the dedicated left-turn lane. If yes, execute S831; otherwise, execute S830. S830: The principle of matching entrances and exits is not met; therefore, it is not recommended to classify the left-straight / left-turn combined lane as a left-turn lane. S831: The lane function of the entrance lane in the XX direction of the intersection is unreasonable; it is recommended to change the left-straight / left-turn combined lane to a left-turn lane. After the problem diagnosis is completed, channelization optimization suggestions are provided for the problematic intersection: During the problematic period, it is recommended to set one left-turn ( / straight / left-straight combined) lane in the [XX direction] of the intersection as a reversible lane.

[0106] In one possible implementation, since traffic flow exhibits tidal characteristics, this embodiment of the application can determine whether the intersection to be diagnosed has a problem of not having a tidal flow lane when it should be provided. In this embodiment of the application, it can first be determined whether a certain direction of the intersection meets the road conditions for setting up a tidal flow lane: that is, the number of entrance lanes ≥ 2, the number of exit lanes ≥ 2, and there are no fixed central dividers (green belts, tram tracks, median bus lanes, etc.). Then it can be determined whether the average number of stops for left turns and straight traffic in that direction during the current time period exceeds a threshold. If so, it can be determined whether there are tidal characteristics in that direction based on the traffic flow. Then, the peak hourly traffic flow of that direction and the opposite direction at the intersection during the morning and evening peak hours are compared respectively. If the directions with larger traffic flow during the morning and evening peak hours are opposite, and the traffic volume direction distribution coefficient during the morning and evening peak hours exceeds a threshold, it can be determined that that direction has tidal characteristics and there is queuing and parking during peak hours, resulting in low traffic efficiency and a problem of not having a tidal flow lane when it should be provided.

[0107] Specifically, in this embodiment, if, based on channelization design data, it is determined that any road at the intersection to be diagnosed does not have a central median, and the approach lane in that direction includes at least two lanes, and the exit lane in that direction includes at least two lanes, then it can be further determined whether the directions of high traffic volume during the morning and evening peak hours at the intersection to be diagnosed are opposite. If it is determined that the directions of high traffic volume during the morning and evening peak hours are opposite, then based on the maximum one-way traffic volume and the total two-way traffic volume of the road during the morning and evening peak hours, a first traffic volume direction distribution coefficient corresponding to the morning peak and a second traffic volume direction distribution coefficient corresponding to the evening peak can be determined respectively. Wherein, the first traffic volume direction distribution coefficient = the maximum one-way traffic volume during the peak hour of the morning peak / the total two-way traffic volume during the peak hour of the morning peak; the second traffic volume direction distribution coefficient = the maximum one-way traffic volume during the peak hour of the evening peak / the total two-way traffic volume during the peak hour of the evening peak.

[0108] After determining the first traffic volume direction distribution coefficient and the second traffic volume direction distribution coefficient, it is possible to determine whether the intersection to be diagnosed has a problem of not having a tidal flow lane during the morning peak and / or evening peak hours based on the first traffic volume direction distribution coefficient, the second traffic volume direction distribution coefficient, and the coefficient threshold.

[0109] Specifically, during the diagnostic process for whether a tidal flow lane should be installed, it can be determined whether the intersection channelization design data can be obtained. If not, it can be determined that the basic information of the intersection has not been obtained, and the diagnosis of whether a tidal flow lane should be installed cannot be made. If so, it can be further determined whether a fixed central divider exists in the xx direction of the intersection. If a fixed central divider is found to exist, it can be determined that the road conditions in that direction of the intersection do not meet the conditions for setting up a tidal flow lane. If a fixed central divider is not found, it can be further determined whether the number of entrance lanes in the xx direction of the intersection is ≥2 and the number of exit lanes is ≥2. If not, it can be determined that the road conditions in that direction of the intersection do not meet the conditions for setting up a tidal flow lane. If the number of entrance lanes in the xx direction of the intersection is ≥2 and the number of exit lanes is ≥2, it can be further determined whether directional traffic flow and stopping frequency data can be obtained. If not, it can be determined that traffic flow and stopping frequency data have not been obtained, and the diagnosis of whether a tidal flow lane should be installed cannot be made. If the data can be obtained, data preprocessing can be performed, and it can be determined whether the direction with high traffic flow during morning and evening peak hours is opposite, and whether the number of left turns and straight stops in the xx direction with high traffic flow during peak hours is ≥1 and the directional distribution coefficient is ≥2 / 3. If yes, then the traffic flow in the xx direction at the intersection exhibits tidal characteristics, and it is recommended to add a tidal flow lane. If no, then the traffic flow does not exhibit tidal characteristics, and adding a tidal flow lane is not recommended. After the problem diagnosis is completed, channelization optimization suggestions are provided for the problematic intersection: During the problematic time period, it is recommended to add a tidal flow lane in the [XX direction] of the intersection, setting the traffic direction [XX] during the morning peak and [XX] during the evening peak.

[0110] In one possible implementation, traffic congestion can also occur when there is an unreasonable U-turn setting at the intersection, such as insufficient turning radius for U-turn vehicles. Therefore, in this embodiment of the application, the problem of insufficient turning radius at the U-turn intersection can be diagnosed.

[0111] In this embodiment of the application, if the number of lanes at the exit of a U-turn point in a certain direction of the intersection is less than a set threshold, it is determined that the turning radius of the U-turn point is insufficient, and the vehicle cannot make a successful U-turn in one attempt.

[0112] Specifically, in this embodiment, if, based on channelization design data, it is determined that any approach lane at the intersection to be diagnosed has a U-turn, and the number of lanes at the exit lane corresponding to that U-turn is less than a set number, then it is determined that the intersection to be diagnosed has a problem with insufficient turning radius at the U-turn. For example, this set number can be 3, but those skilled in the art can configure it as needed.

[0113] Specifically, during the diagnosis of insufficient turning radius at U-turn intersections, it can be determined whether channelization design data is available. If not, it is determined that the location information of the U-turn intersection has not been obtained, and the determination of insufficient turning radius cannot be made. If so, it can be further determined whether there is a U-turn intersection on the road segment. If there is no U-turn intersection, it is determined that there is no problem with insufficient turning radius at the U-turn intersection. If there is a U-turn intersection, it is further determined that the number of lanes of the exit lane corresponding to the U-turn intersection is less than C, for example, C=3. When it is not less than C, it can be determined that there is no problem with insufficient turning radius at the U-turn intersection; when it is less than C, it can be determined that the turning radius of the U-turn intersection on the road segment is insufficient. After the problem diagnosis is completed, channelization optimization suggestions are provided for the problematic intersection: during the problematic period, it is recommended to set up a no-U-turn sign in the [XX direction] of the intersection, or to widen the road width.

[0114] In this embodiment, based on multi-source data from intersections, the system automatically diagnoses seven common traffic channelization design problems at intersections and automatically generates suggestions for intersection channelization or timing optimization. This solves the problem of intersection channelization design problems not being automatically detected and heavily relying on human experience, thus improving the efficiency of identifying urban intersection channelization problems. Furthermore, this embodiment enriches the types of intersection channelization problem diagnoses; tests show that the intersection traffic channelization problem diagnosis method provided in this embodiment has a problem diagnosis accuracy rate exceeding 80%. This enables timely detection and resolution of channelization problems, reducing the workload of manual inspections and effectively lowering public complaints.

[0115] Based on the same inventive concept, this application also provides a diagnostic device for intersection traffic channelization problems. Figure 9 A schematic diagram of a diagnostic device for traffic channelization problems at intersections, provided in an embodiment of this application, is shown below. Figure 9 As shown, the device includes: The acquisition module 901 is used to acquire intersection data of the intersection to be diagnosed within a set time range. The intersection data includes channelization design data, timing scheme, and traffic flow data. The diagnostic module 902 is used to determine whether there is a channelization design problem at the intersection to be diagnosed based on the intersection data. The channelization design problem includes one or more of the following: mismatch between lane attributes and traffic release method, mismatch between lane attributes and traffic flow, mismatch between the number of entrance and exit lanes, insufficient lane width, failure to set up a reversible lane, failure to set up a tidal flow lane, and insufficient turning radius of the U-turn intersection. If so, the optimization suggestions that have been saved in advance for the channelization design problem will be output.

[0116] In one possible implementation, the acquisition module 901 is specifically used to acquire intersection data for each preset time period during a set number of working days and non-working days; and based on the intersection data, to determine the average intersection data corresponding to each preset time period during working days and the average intersection data corresponding to each preset time period during non-working days. The diagnostic module 902 is specifically used to determine, based on multiple average intersection data, whether there are channelization design problems in each preset time period during weekdays and non-weekdays.

[0117] In one possible implementation, the diagnostic module 902 is specifically configured to: if, based on the channelization design data, determine that any approach lane of the intersection to be diagnosed includes a composite lane, then obtain the lane type corresponding to the composite lane, wherein the lane type includes at least two of left turn, right turn, straight, and U-turn; determine whether the approach lane includes a dedicated lane corresponding to at least one of the lane types; if so, determine the target diagnostic conditions corresponding to the target lane combination composed of the composite lane and the dedicated lane based on the pre-saved correspondence between different lane combinations and diagnostic conditions; and determine whether there is a mismatch between lane attributes and release methods at the intersection to be diagnosed based on the intersection data and the target diagnostic conditions.

[0118] In one possible implementation, the diagnostic module 902 is specifically used to obtain, based on the traffic flow data, the first vehicle queue length corresponding to the straight-ahead dedicated lane and the second vehicle queue length corresponding to the left-turn dedicated lane of any approach lane of the intersection to be diagnosed; if either the first vehicle queue length or the second vehicle queue length is greater than a first preset threshold, while the other is less than a second preset threshold, and the vehicles queuing in the lane corresponding to the one greater than the first preset threshold have a problem of secondary parking, then it is determined that the intersection to be diagnosed has a problem of lane attribute and traffic flow mismatch.

[0119] In one possible implementation, the diagnostic module 902 is specifically used to determine, based on the traffic flow data, the number of lanes included in any exit lane of the intersection to be diagnosed; and based on the number, the total number of lanes of the target entrance lane with the right-of-way of the exit lane, and the lane flow data corresponding to each lane type in the target entrance lane, determine whether there is a mismatch between the number of entrance and exit lanes at the intersection to be diagnosed.

[0120] In one possible implementation, the diagnostic module 902 is specifically configured to, based on the channelization design data, determine whether the left turn and straight-ahead traffic of the intersection to be diagnosed includes a left-turn widening lane and at least two lanes adjacent to the left-turn widening lane are dedicated straight-ahead lanes, according to the timing scheme, whether the left turn and straight-ahead traffic of the intersection is allowed separately and whether the separate allowance time for the left turn or straight-ahead traffic exceeds a time threshold; if so, determine whether the intersection to be diagnosed has a problem of insufficient lane widening length based on the lane flow data, lane flow threshold, saturation threshold, and saturation of the second dedicated straight-ahead lane adjacent to the left-turn widening lane and the straight-ahead lane.

[0121] In one possible implementation, the diagnostic module 902 is specifically used to determine whether the time interval for adjusting the lanes in the approach lane meets the time interval requirement; if so, the subsequent step of if any approach lane of the intersection to be diagnosed includes a left-turn widening lane is continued.

[0122] In one possible implementation, the diagnostic module 902 is specifically configured to, for any approach lane in the intersection to be diagnosed, determine a target scenario type based on a first number of left-turn lanes and a second number of straight-ahead lanes in that approach lane, wherein the target scenario type is that the first number is greater than or equal to N and the second number is greater than or equal to M; or, the second number is greater than or equal to N and the first number is greater than or equal to M, where N is greater than M; obtain a target threshold requirement pre-configured for the target scenario type; determine a first data group or a second data group based on the intersection data, wherein the first data group includes a third vehicle queue length and a first vehicle saturation of the straight-ahead lane, and a fourth vehicle queue length and a second vehicle saturation of the left-turn lane; the second data group includes the first vehicle saturation, the second vehicle saturation, the number of first vehicles that have stopped twice in the straight-ahead lane, and the number of second vehicles that have stopped twice in the left-turn lane; if the data in the first data group or the second data group meets the target threshold requirement, then it is determined that the intersection to be diagnosed has a problem of a reversible lane not being provided when it should be.

[0123] In one possible implementation, the diagnostic module 902 is specifically configured to: if, based on the channelization design data, it is determined that any road in the intersection to be diagnosed does not have a central divider, and the approach lane in that direction includes at least two lanes, and the exit lane in that direction includes at least two lanes, then determine whether the directions of high traffic volume during the morning and evening peak hours at the intersection to be diagnosed are opposite; if so, then, based on the maximum one-way traffic volume and the total two-way traffic volume of the road during the morning and evening peak hours, determine the first traffic volume direction distribution coefficient corresponding to the morning peak hour and the second traffic volume direction distribution coefficient corresponding to the evening peak hour, respectively; and, based on the first traffic volume direction distribution coefficient, the second traffic volume direction distribution coefficient, and the coefficient threshold, determine whether the intersection to be diagnosed has a problem of not having a tidal flow lane during the morning and / or evening peak hours.

[0124] In one possible implementation, the diagnostic module 902 is specifically used to determine that the intersection to be diagnosed has a problem of insufficient turning radius for a U-turn if, based on the channelization design data, any approach lane in the intersection to be diagnosed has a U-turn, and the number of lanes of the exit lane corresponding to the U-turn is less than a set number.

[0125] Based on the above embodiments, this application also provides an electronic device. Figure 10 This application provides a schematic diagram of an electronic device structure, such as... Figure 10 As shown, it includes: a processor 1001, a communication interface 1002, a memory 1003, and a communication bus 1004. The processor 1001, the communication interface 1002, and the memory 1003 communicate with each other through the communication bus 1004. The memory 1003 stores a computer program. When the program is executed by the processor 1001, the processor 1001 performs the steps of the intersection traffic channelization problem diagnosis method described in the above embodiments.

[0126] Based on the above embodiments, this invention also provides a computer-readable storage medium storing a computer program executable by a processor, which, when executed by the processor, implements the steps of the intersection traffic channelization problem diagnosis method described in the above embodiments.

[0127] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for diagnosing traffic channelization problems at intersections, characterized in that, The method includes: Acquire intersection data for the intersection to be diagnosed within a set time range, including channelization design data, timing schemes, and traffic flow data; Based on the intersection data, determine whether the intersection to be diagnosed has a channelization design problem. The channelization design problem includes one or more of the following: mismatch between lane attributes and traffic release method, mismatch between lane attributes and traffic flow, mismatch between the number of entrance and exit lanes, insufficient lane width, failure to set up a reversible lane, failure to set up a tidal flow lane, and insufficient turning radius of the U-turn. If so, the optimization suggestions previously saved for the aforementioned channelization design problem will be output.

2. The method according to claim 1, characterized in that, The acquisition of intersection data for the intersection to be diagnosed within a set time range includes: Obtain intersection data for each preset time period within a set number of working days and non-working days; Based on the intersection data, the average intersection data for each preset time period during weekdays and the average intersection data for each preset time period during non-weekdays are determined respectively. The step of determining whether the intersection to be diagnosed has a channelization design problem based on the intersection data includes: Based on multiple average intersection data, determine whether there are channelization design problems in each preset time period on weekdays and non-weekdays.

3. The method according to claim 1, characterized in that, The step of determining whether the intersection to be diagnosed has a channelization design problem based on the intersection data includes: If, based on the channelization design data, it is determined that any approach lane of the intersection to be diagnosed includes a composite lane, then the lane type corresponding to the composite lane is obtained, and the lane type includes at least two of the following: left turn, right turn, straight, and U-turn. Determine whether the entrance lane includes a dedicated lane corresponding to at least one of the lane types. If so, determine the target diagnostic conditions corresponding to the target lane combination composed of the composite lane and the dedicated lane based on the pre-saved correspondence between different lane combinations and diagnostic conditions. Based on the intersection data and the target diagnostic conditions, determine whether the intersection to be diagnosed has a problem of mismatch between lane attributes and release method.

4. The method according to claim 1, characterized in that, The step of determining whether the intersection to be diagnosed has a channelization design problem based on the intersection data includes: Based on the traffic flow data, obtain the first vehicle queue length corresponding to the straight-ahead dedicated lane and the second vehicle queue length corresponding to the left-turn dedicated lane of any entrance lane of the intersection to be diagnosed. If either the first vehicle queue length or the second vehicle queue length is greater than a first preset threshold, while the other is less than a second preset threshold, and the vehicles queuing in the lane corresponding to the one greater than the first preset threshold have a secondary parking problem, then it is determined that the intersection to be diagnosed has a lane attribute and traffic flow mismatch problem.

5. The method according to claim 1, characterized in that, The step of determining whether the intersection to be diagnosed has a channelization design problem based on the intersection data includes: Based on the traffic flow data, determine the number of lanes included in any exit lane of the intersection to be diagnosed; Based on the stated quantity, the total number of lanes in the target entrance lane that have the right-of-way to the exit lane, and the lane flow data corresponding to each lane type in the target entrance lane, it is determined whether the intersection to be diagnosed has a mismatch between the number of entrance and exit lanes.

6. The method according to claim 1, characterized in that, The step of determining whether the intersection to be diagnosed has a channelization design problem based on the intersection data includes: If, based on the channelization design data, it is determined that any approach lane of the intersection to be diagnosed includes a left-turn widening lane, and at least two lanes adjacent to the left-turn widening lane are dedicated straight-through lanes, then, based on the timing scheme, it is determined whether the left-turn and straight-through traffic of that approach lane should be allowed separately, and the separate allowance time for left-turn or straight-through traffic exceeds the time threshold. If so, then based on the lane flow data, lane flow threshold, saturation threshold, and saturation of the second dedicated straight lane adjacent to the left-turn widened lane and the straight lane, it is determined whether the intersection to be diagnosed has a problem of insufficient lane widening length.

7. The method according to claim 6, characterized in that, Before any approach lane of the intersection to be diagnosed includes a left-turn widening lane, the method further includes: Determine whether the time interval for adjusting the lanes in the approach lane meets the time interval requirement; If so, proceed to the next step if any of the approach lanes at the intersection to be diagnosed includes a left-turn widening lane.

8. The method according to claim 1, characterized in that, The step of determining whether the intersection to be diagnosed has a channelization design problem based on the intersection data includes: For any approach lane in the intersection to be diagnosed, the target scenario type is determined based on the first number of dedicated left-turn lanes and the second number of dedicated straight-through lanes in that approach lane. The target scenario type is either the first number is greater than or equal to N and the second number is greater than or equal to M; or the second number is greater than or equal to N and the first number is greater than or equal to M, where N is greater than M. Obtain the target threshold requirements pre-configured for the target scenario type; The first data group or the second data group is determined based on the intersection data. The first data group includes the third vehicle queue length and the first vehicle saturation of the dedicated straight-ahead lane, and the fourth vehicle queue length and the second vehicle saturation of the dedicated left-turn lane. The second data group includes the first vehicle saturation, the second vehicle saturation, the number of first vehicles that have stopped twice in the dedicated straight-ahead lane, and the number of second vehicles that have stopped twice in the dedicated left-turn lane. If the data in the first data group or the second data group meets the target threshold requirement, then it is determined that the intersection to be diagnosed has a problem where a reversible lane should be installed but is not.

9. The method according to claim 1, characterized in that, The step of determining whether the intersection to be diagnosed has a channelization design problem based on the intersection data includes: If, based on the channelization design data, it is determined that any road in the intersection to be diagnosed does not have a central divider, and the approach lane in that direction includes at least two lanes, and the exit lane in that direction includes at least two lanes, then it is determined whether the directions with higher morning and evening peak traffic at the intersection to be diagnosed are opposite. If so, then based on the maximum one-way traffic volume and the total two-way traffic volume of the road during the morning and evening peak hours, determine the first traffic volume direction distribution coefficient corresponding to the morning peak and the second traffic volume direction distribution coefficient corresponding to the evening peak, respectively. Based on the first traffic volume direction distribution coefficient, the second traffic volume direction distribution coefficient, and the coefficient threshold, it is determined whether the intersection to be diagnosed has a problem of not having a tidal lane during the morning peak and / or evening peak.

10. The method according to claim 1, characterized in that, The step of determining whether the intersection to be diagnosed has a channelization design problem based on the intersection data includes: If, based on the channelization design data, it is determined that any approach lane of the intersection to be diagnosed has a U-turn, and the number of exit lanes corresponding to the U-turn is less than a set number, then it is determined that the intersection to be diagnosed has a problem of insufficient turning radius for the U-turn.

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