Intersection signal timing dynamic equalization regulation and control method for ring barrier phase structure

Abstract

The invention discloses an intersection signal timing dynamic balance regulation and control method for a ring barrier phase structure, relates to the technical field of intelligent traffic, and aims to dynamically adjust a green time ratio based on real-time traffic flow data, effectively cope with time-varying characteristics of traffic flow, and realize reasonable distribution of green light time among phases by taking key lane saturation variance minimization as a target. The green light utilization rate is obviously improved. Ring-barrier phase logic is strictly followed, phase conflicts are avoided, and the safety and feasibility of a control scheme are ensured. By optimizing green light resource utilization, the overall traffic capacity of the intersection is improved, and traffic jam is relieved.

Description

Technical Field

[0001] This invention relates to the field of intelligent transportation technology, specifically to a method for dynamic equalization control of signal timing at intersections with ring barrier phase structures. Background Technology

[0002] With the acceleration of urbanization and the continuous growth of motor vehicle ownership, urban traffic congestion has become increasingly serious. As the throat of urban traffic network, the traffic efficiency of road intersections directly determines the operation level of the entire road network. At present, the mainstream traffic signal controllers widely adopt the "ring-barrier" multi-ring phase structure. This structure sets the "ring" as an independent time line and uses the "barrier" as a synchronization point to ensure the safe and orderly release of traffic flow in different directions. However, in actual operation, the existing control methods have the following shortcomings: (1) poor adaptability of static timing. Fixed timing schemes are difficult to adapt to the real-time dynamic changes of traffic flow, often resulting in uneven distribution of traffic resources; (2) supply and demand imbalance. During peak hours, there is often a phenomenon of overflowing queues in some directions, while green lights are left empty in other directions, resulting in low green light utilization; (3) insufficient consideration of constraints. Existing adaptive control methods often do not fully consider the strict logical constraints of the ring-barrier structure (such as the end of double-ring synchronization), making it difficult for the generated scheme to be executed in actual signal controllers or to achieve a refined supply and demand balance.

[0003] Therefore, there is an urgent need for a technical solution that can integrate real-time sensing data and dynamically optimize the green light ratio of each phase under the premise of strictly meeting the constraints of the ring-barrier phase structure, thereby maximizing the utilization efficiency of green lights. Summary of the Invention

[0004] To overcome the shortcomings of the above technologies, this invention provides a method for real-time and accurate calculation and dynamic adjustment of the green light ratio of each phase to solve the problem of imbalance in the allocation of traffic resources at intersections and maximize the utilization efficiency of green lights.

[0005] The technical solution adopted by this invention to overcome its technical problems is: A method for dynamic equalization control of signal timing at intersections with ring barrier phase structures includes: S1. Calculate the first [section / section] based on the intersection channelization data. The first import channel Saturated flow rate of one straight lane , No. The first import channel Saturated traffic flow in the left-turn lane , No. The first import channel The saturated flow rate of the right-turn lane , , This refers to the number of approach lanes at the intersection. , , , , For the first The number of lanes at each entrance; S2. Utilizing the saturation flow of the straight lane. Left-turn lane saturation flow Right turn lane saturation flow Calculate the first The first import channel Saturation flow of mixed lanes ; S3. Based on the saturation flow rate of the straight lanes Left-turn lane saturation flow Right turn lane saturation flow Mixed lane saturation flow Phase calculated Corresponding critical lane saturation flow rate ratio ; S4. Calculate the first phase of the ring-barrier phase structure at the intersection. Duration of each barrier and cycle duration ; S5. Utilizing phase Corresponding critical lane saturation flow rate ratio Duration Cycle duration An optimization model is constructed with the objective of minimizing the variance of key lane saturation corresponding to signal phase. S6. Obtain the optimal green light duration by solving the optimization model, convert the optimal green light duration into a signal control command for the intersection, and send the control command to the signal controller for signal control.

[0006] Furthermore, the aforementioned intersection channelization data includes the functions of each lane at the approach points, which include: north approach, east approach, west approach, and south approach. The functions of each lane at the approach points include: left turn, straight, right turn, and mixed lanes.

[0007] Furthermore, in step S1, the formula is used... Calculate the first The first import channel Saturated flow rate of one straight lane In the formula For the basic saturation flow rate, This is the lane width adjustment coefficient. Adjustment coefficient for heavy vehicles This is the slope adjustment coefficient. Parking adjustment coefficient; determined by the formula Calculate the first The first import channel Saturated traffic flow in the left-turn lane In the formula The left-turn adjustment coefficient is calculated using the formula. No. The first import channel The saturated flow rate of the right-turn lane In the formula This is the adjustment factor for right turns.

[0008] Preferred, The value is 1900 vehicles / hour / lane.

[0009] Furthermore, in step S2, the formula is used... Calculate the first The first import channel Saturation flow of mixed lanes In the formula The proportion of straight-ahead traffic in a mixed lane. The proportion of left turns in mixed lanes, This represents the proportion of right turns in a mixed lane.

[0010] Furthermore, step S3 includes the following steps: S3-1. When The first import channel When each lane is a straight-ahead lane, the formula is used. Phase calculated The first under control The first import channel The flow rate ratio of each lane , In the formula, For the first The first import channel Hourly traffic flow at each traffic turn. , The number of traffic turning at the intersection. For phase control related variables, For phase Control the first The first import channel Traffic flow that turns, For phase Uncontrolled The first import channel Traffic flow that turns; S3-2. When The first import channel When a lane is a left-turn lane, use the formula Phase calculated The first under control The first import channel The flow rate ratio of each lane ; S3-3. When The first import channel When a lane is a right-turn lane, use the formula Phase calculated The first under control The first import channel The flow rate ratio of each lane ; S3-4. When The first import channel When a lane is a mixed lane, the formula is used. Phase calculated The first under control The first import channel The flow rate ratio of each lane ; S3-5. Through formula Phase calculated Corresponding critical lane saturation flow rate ratio .

[0011] Furthermore, the aforementioned traffic flow directions include: going straight, turning left, and turning right.

[0012] Furthermore, step S4 includes the following steps: S4-1. Through formula Calculate the first Duration of each barrier In the formula, For phase Phase duration, , For the phase set, when the phase in the ring-barrier phase structure of the intersection... Located in the The first ring When within a barrier, When the phase of the ring-barrier phase structure at the intersection Not located in the first The first ring When within a barrier, , , , The number of rings in the ring-barrier phase structure at the intersection. This represents the number of barriers in the ring-barrier phase structure at the intersection. S4-2. In the ring-barrier phase structure of the intersection, phases with the same start and end times are placed into a phase set. All phase sets constitute a phase aggregation group. , , For the first A set of phases, , The number of phase sets; S4-3. Through formula The period duration was calculated. .

[0013] Furthermore, the optimization model for step S5 is as follows: ; in, For the first Phase set saturation For the first Phase set The average saturation, , For phase Phase time, For phase Green light time For phase Yellow light time, For phase Red light time, To ensure phase Green time Meet the minimum green light time. For adjustable percentages, For phase The current green light duration, For phase Key lane saturation, For phase The lost time, For the first Phase set The Middle Phase Phase duration, For the first Phase set The Middle Phase Phase duration, For the first Phase set Phase within Selected For the first Phase set Phase within Not selected A positive integer greater than 1000 It is a positive integer.

[0014] Furthermore, in step S6, the optimal phase is obtained by solving the optimization model. Green time green light time Convert to traffic signal control commands for the intersection.

[0015] The beneficial effects of this invention are: (1) It has strong dynamic response capability. Based on real-time traffic flow data, it dynamically adjusts the green ratio to effectively cope with the time-varying characteristics of traffic flow and alleviate the "uneven distribution of drought and flood" caused by fixed timing.

[0016] (2) Balanced resource allocation: With the goal of minimizing the saturation variance of key lanes, the green light time is reasonably allocated among each phase, significantly improving the utilization rate of green lights.

[0017] (3) Structural constraints are compatible, and the loop-barrier phase logic is strictly followed to avoid phase conflicts and ensure the safety and feasibility of the control scheme.

[0018] (4) Improve traffic efficiency by optimizing the use of green light resources to improve the overall traffic capacity of intersections and alleviate traffic congestion. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the signal timing loop barrier structure and phase aggregation group. Detailed Implementation

[0020] The present invention will be further described below.

[0021] A method for dynamic equalization control of signal timing at intersections with ring barrier phase structures includes: S1. Calculate the first [section / section] based on the intersection channelization data. The first import channel Saturated flow rate of one straight lane , No. The first import channel Saturated traffic flow in the left-turn lane , No. The first import channel The saturated flow rate of the right-turn lane , , This refers to the number of approach lanes at the intersection. , , , , For the first The number of lanes at each entrance.

[0022] S2. Utilizing the saturation flow of the straight lane. Left-turn lane saturation flow Right turn lane saturation flow Calculate the first The first import channel Saturation flow of mixed lanes .

[0023] S3. Based on the saturation flow rate of the straight lanes Left-turn lane saturation flow Right turn lane saturation flow Mixed lane saturation flow Phase calculated Corresponding critical lane saturation flow rate ratio .

[0024] S4. Calculate the first phase of the ring-barrier phase structure at the intersection. Duration of each barrier and cycle duration .

[0025] S5. Utilizing phase Corresponding critical lane saturation flow rate ratio Duration Cycle duration An optimization model is constructed with the objective of minimizing the variance of saturation in the key lane corresponding to the signal phase.

[0026] S6. Obtain the optimal green light duration by solving the optimization model, convert the optimal green light duration into a signal control command for the intersection, and send the control command to the signal controller for signal control.

[0027] This method for dynamic equalization control of signal timing at intersections with ring barrier phase structures integrates real-time sensing data and dynamically optimizes the green light ratio of each phase, thereby maximizing the utilization efficiency of green lights.

[0028] In this embodiment, the intersection channelization data includes the functions of each lane at the approach, which includes: north approach, east approach, west approach, and south approach. The functions of each lane at the approach include: left turn, straight, right turn, and mixed lane.

[0029] In one embodiment of the present invention, step S1 is performed using the formula Calculate the first The first import channel Saturated flow rate of one straight lane In the formula For the basic saturation flow rate, This is the lane width adjustment coefficient. Adjustment coefficient for heavy vehicles This is the slope adjustment coefficient. Parking adjustment coefficient; determined by the formula Calculate the first The first import channel Saturated traffic flow in the left-turn lane In the formula The left-turn adjustment coefficient is calculated using the formula. No. The first import channel The saturated flow rate of the right-turn lane In the formula This is the adjustment factor for right turns.

[0030] In this embodiment, preferably, The value is 1900 vehicles / hour / lane.

[0031] In one embodiment of the present invention, step S2 is performed using the formula Calculate the first The first import channel Saturation flow of mixed lanes In the formula The proportion of straight-ahead traffic in a mixed lane. The proportion of left turns in mixed lanes, This represents the proportion of right turns in a mixed lane.

[0032] In one embodiment of the present invention, step S3 includes the following steps: S3-1. When The first import channel When each lane is a straight-ahead lane, the formula is used. Phase calculated The first under control The first import channel The flow rate ratio of each lane , In the formula, For the first The first import channel Hourly traffic flow at each traffic turn. , The number of traffic turning at the intersection. For phase control related variables, For phase Control the first The first import channel Traffic flow that turns, For phase Uncontrolled The first import channel Traffic flow that turns.

[0033] S3-2. When The first import channel When a lane is a left-turn lane, use the formula Phase calculated The first under control The first import channel The flow rate ratio of each lane (Ratio of flow rate to saturation flow rate).

[0034] S3-3. When The first import channel When a lane is a right-turn lane, use the formula Phase calculated The first under control The first import channel The flow rate ratio of each lane .

[0035] S3-4. When The first import channel When a lane is a mixed lane, the formula is used. Phase calculated The first under control The first import channel The flow rate ratio of each lane .

[0036] S3-5. Through formula Phase calculated Corresponding critical lane saturation flow rate ratio .

[0037] In this embodiment, traffic flow direction includes: going straight, turning left, and turning right.

[0038] As attached Figure 1 As shown, in one embodiment of the present invention, step S4 includes the following steps: S4-1. Through formula Calculate the first Duration of each barrier In the formula, For phase Phase duration, , For the phase set, when the phase in the ring-barrier phase structure of the intersection... Located in the The first ring When within a barrier, When the phase of the ring-barrier phase structure at the intersection Not located in the first The first ring When within a barrier, , , , The number of rings in the ring-barrier phase structure at the intersection. This represents the number of barriers in the ring-barrier phase structure at the intersection.

[0039] S4-2. In the ring-barrier phase structure of the intersection, phases with the same start and end times are placed into a phase set. All phase sets constitute a phase aggregation group. , , For the first A set of phases, , The number of phase sets.

[0040] S4-3. Through formula The period duration was calculated. .

[0041] In one embodiment of the present invention, based on the critical lane saturation flow rate ratio corresponding to the phase, the constraints of the constructed phase aggregation group and the multi-ring phase structure, and combined with the actual operational constraints of signal control, the specific optimization model in step S5 is as follows: (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11); in, For the first Phase set saturation For the first Phase set The average saturation, , For phase Phase time, For phase Green light time For phase Yellow light time, For phase Red light time, To ensure phase Green time Meet the minimum green light time. For adjustable percentages, For phase The current green light duration, For phase Key lane saturation, For phase The lost time, For the first Phase set The Middle Phase Phase duration, For the first Phase set The Middle Phase Phase duration, For the first Phase set Phase within Selected For the first Phase set Phase within Not selected A positive integer greater than 1000 The value is a positive integer. The objective of the balanced control optimization model is to adjust the green light time of each phase. Minimize the saturation variance of each inlet channel Constraint (1) defines the phase time within the loop-barrier. and barrier duration The relationship. Constraint (2) defines the shielding duration within the ring-barrier. With cycle duration The relationship between the phase and time constraints (3) defines the phase and time constraints. By phase Green time Phase Yellow light time Phase Red light time Composition. Constraint (4) ensures phase Green time Meet the minimum green light time requirement (e.g., minimum green light time for pedestrians crossing the street). Constraint (5) ensures phase Green time Adjustable within a given range, percentage adjustable. Phase Current green light duration The constraint (6) ensures the safety of the adjustment. Key lane saturation The calculation of the phase saturation is performed. Constraint (7) ensures that the phase durations are equal within the same phase aggregation group. Constraints (8), (9), and (10) together determine the calculation of the saturation of the same phase group, where constraint (8) specifies the phase group saturation. Critical lane saturation greater than or equal to any corresponding phase within the group Constraint (9) ensures phase group saturation The upper bound of the decision variable, constraint (10) ensures that at least one phase within the phase group is selected. Constraint (11) defines the range of values ​​for the decision variable, phase. Green time Phase phase time Duration The decision variables are integer variables. For 0-1 variables, phase Key lane saturation and the Phase set saturation It is a continuous variable that is greater than 0.

[0042] Furthermore, in step S6, the optimal phase is obtained by solving the optimization model. Green time green light time Convert to traffic signal control commands for the intersection.

[0043] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for dynamic equalization control of signal timing at intersections with ring barrier phase structures, characterized in that, include: S1. Calculate the first [section / section] based on the intersection channelization data. The first import channel Saturated flow rate of one straight lane , No. The first import channel Saturated traffic flow in the left-turn lane , No. The first import channel The saturated flow rate of the right-turn lane , , This refers to the number of approach lanes at the intersection. , , , , For the first The number of lanes at each entrance; S2. Utilizing the saturation flow of the straight lane. Left-turn lane saturation flow Right turn lane saturation flow Calculate the first The first import channel Saturation flow of mixed lanes ; S3. Based on the saturation flow rate of the straight lanes Left-turn lane saturation flow Right turn lane saturation flow Mixed lane saturation flow Phase calculated Corresponding critical lane saturation flow rate ratio ; S4. Calculate the first phase of the ring-barrier phase structure at the intersection. Duration of each barrier and cycle duration ; S5. Utilizing phase Corresponding critical lane saturation flow rate ratio Duration Cycle duration An optimization model is constructed with the objective of minimizing the variance of key lane saturation corresponding to signal phase. S6. Obtain the optimal green light duration by solving the optimization model, convert the optimal green light duration into a signal control command for the intersection, and send the control command to the signal controller for signal control.

2. The method for dynamic equalization control of intersection signal timing for a ring barrier phase structure according to claim 1, characterized in that: The intersection channelization data includes the functions of each lane at the approach, which includes: north approach, east approach, west approach, and south approach. The functions of each lane at the approach include: left turn, straight, right turn, and mixed lane.

3. The method for dynamic equalization control of intersection signal timing for a ring barrier phase structure according to claim 2, characterized in that: In step S1, the formula is used Calculate the first The first import channel Saturated flow rate of one straight lane In the formula For the basic saturation flow rate, This is the lane width adjustment coefficient. Adjustment coefficient for heavy vehicles This is the slope adjustment coefficient. This is a parking adjustment factor; Through formula Calculate the first The first import channel Saturated traffic flow in the left-turn lane In the formula The left-turn adjustment coefficient is calculated using the formula. No. The first import channel The saturated flow rate of the right-turn lane In the formula This is the adjustment factor for right turns.

4. The method for dynamic equalization control of intersection signal timing for a ring barrier phase structure according to claim 3, characterized in that: The value is 1900 vehicles / hour / lane.

5. The method for dynamic equalization control of intersection signal timing for a ring barrier phase structure according to claim 1, characterized in that: In step S2, the formula is used Calculate the first The first import channel Saturation flow of mixed lanes In the formula The proportion of straight-ahead traffic in a mixed lane. The proportion of left turns in mixed lanes, This represents the proportion of right turns in a mixed lane.

6. The method for dynamic equalization control of intersection signal timing for a ring barrier phase structure according to claim 1, characterized in that, Step S3 includes the following steps: S3-1. When The first import channel When each lane is a straight-ahead lane, the formula is used. Phase calculated The first under control The first import channel The flow rate ratio of each lane , In the formula, For the first The first import channel The first lane Hourly traffic flow at each traffic turn. , The number of traffic turning at the intersection. For phase control related variables, For phase Control the first The first import channel Traffic flow that turns, For phase Uncontrolled The first import channel Traffic flow that turns; S3-2. When The first import channel When a lane is a left-turn lane, use the formula Phase calculated The first under control The first import channel The flow rate ratio of each lane ; S3-3. When The first import channel When a lane is a right-turn lane, use the formula Phase calculated The first under control The first import channel The flow rate ratio of each lane ; S3-4. When The first import channel When a lane is a mixed lane, the formula is used. Phase calculated The first under control The first import channel The flow rate ratio of each lane ; S3-5. Through formula Phase calculated Corresponding critical lane saturation flow rate ratio .

7. The method for dynamic equalization control of intersection signal timing for a ring barrier phase structure according to claim 6, characterized in that: The traffic flow directions include: going straight, turning left, and turning right.

8. The method for dynamic equalization control of intersection signal timing for a ring barrier phase structure according to claim 1, characterized in that, Step S4 includes the following steps: S4-1. Through formula Calculate the first Duration of each barrier In the formula, For phase Phase duration, , For the phase set, when the phase in the ring-barrier phase structure of the intersection... Located in the The first ring When within a barrier, When the phase of the ring-barrier phase structure at the intersection Not located in the first The first ring When within a barrier, , , , The number of rings in the ring-barrier phase structure at the intersection. This represents the number of barriers in the ring-barrier phase structure at the intersection. S4-2. In the ring-barrier phase structure of the intersection, phases with the same start and end times are placed into a phase set. All phase sets constitute a phase aggregation group. , , For the first A set of phases, , The number of phase sets; S4-3. Through formula The period duration was calculated. .

9. The method for dynamic equalization control of intersection signal timing for a ring barrier phase structure according to claim 1, characterized in that, The optimization model for step S5 is as follows: ； in, For the first Phase set saturation For the first Phase set The average saturation, , For phase Phase time, For phase Green light time For phase Yellow light time, For phase Red light time, To ensure phase Green time Meet the minimum green light time. For adjustable percentages, For phase The current green light duration, For phase Key lane saturation, For phase The lost time, For the first Phase set The Middle Phase Phase duration, For the first Phase set The Middle Phase Phase duration, For the first Phase set Phase within Selected For the first Phase set Phase within Not selected A positive integer greater than 1000 It is a positive integer.

10. The method for dynamic equalization control of intersection signal timing for a ring barrier phase structure according to claim 9, characterized in that: In step S6, the optimal phase is obtained by solving the optimization model. Green time green light time Convert to traffic signal control commands for the intersection.

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