Trunk line bidirectional signal coordination method

Abstract

The invention discloses a trunk line two-way signal coordination method, which comprises the following steps of: when a current time period is an off-peak time period, acquiring a target period from a period range of a plurality of intersections on a trunk line, and determining at least one candidate phase difference of the plurality of intersections on the trunk line in the target period; dividing at least one candidate phase difference of the plurality of intersections on the trunk line in the target period to obtain a plurality of candidate coordination schemes; determining a first index corresponding to each candidate coordination scheme according to a first preset relationship; determining a second index corresponding to each candidate coordination scheme according to a second preset relationship; and in the target period, according to the candidate coordination schemes of which the first indexes and the second indexes meet the first preset condition, determining the coordination schemes and periods to be operated at the plurality of intersections on the trunk line. According to the invention, the coordination scheme is determined by considering the conditions of all intersections of the whole trunk line, so that the traffic problem easily occurring during single-intersection coordination is relieved, and the traffic efficiency is improved.

Description

Technical Field

[0001] This invention relates to the field of traffic artery signal control technology, and in particular to a method for coordinating two-way signals on a main road. Background Technology

[0002] With the acceleration of urbanization, arterial roads, as the core framework of urban transportation networks, bear the burden of long-distance commuting traffic between regions, and their traffic efficiency directly determines the overall operational level of urban traffic. Currently, signal control on arterial roads mainly focuses on single-intersection optimization, that is, adjusting parameters such as green light duration and cycle at individual intersections by detecting data such as traffic flow and queue length. However, multiple intersections on arterial roads can affect each other, and considering only the coordination of individual intersections can easily lead to traffic problems. Summary of the Invention

[0003] This invention provides a method for coordinating two-way signals on a trunk line. It considers the situation of all intersections along the entire trunk line to determine the coordination scheme, which alleviates the traffic problems that are easy to occur when coordinating at a single intersection and improves traffic efficiency.

[0004] In a first aspect, embodiments of the present invention provide a trunk bidirectional signal coordination method, comprising: When the current time period is a non-peak period, a target period is obtained from the period range of multiple intersections on the trunk line, and at least one candidate phase difference of the multiple intersections on the trunk line within the target period is determined; wherein, the period range of each intersection on the trunk line is determined by obtaining the turning data of each intersection from a third-party application; The at least one candidate phase difference of multiple intersections on the trunk line within the target period is divided to obtain multiple candidate coordination schemes; wherein, each candidate coordination scheme includes one candidate phase difference of each intersection on the trunk line within the target period; According to the first preset relationship, a first indicator corresponding to each candidate coordination scheme is determined; according to the second preset relationship, a second indicator corresponding to each candidate coordination scheme is determined; wherein, the first preset relationship is a formula between the first indicator reflecting the total traffic loss of the trunk line and the phase difference of multiple intersections on the trunk line; the second preset relationship is a formula between the second indicator reflecting the stability of the loss distribution of the trunk line and the phase difference of multiple intersections on the trunk line. Within the target period, based on the candidate coordination schemes that meet the first preset conditions according to the first and second indicators, determine the coordination schemes and cycles to be implemented at multiple intersections on the trunk line.

[0005] The method provided in this invention can determine the total traffic loss and the stability of the loss distribution of the trunk line by using the phase difference in the target period determined by the turning data of multiple intersections on the trunk line. By using these two indicators, a coordination scheme for the target period can be selected. This approach considers the situation of all intersections on the entire trunk line to determine the coordination scheme, which alleviates the traffic problems that are easy to occur when coordinating at a single intersection and improves traffic efficiency.

[0006] In one optional implementation, the candidate phase difference between two adjacent intersections in the candidate coordination scheme satisfies the bidirectional coordination condition, or the candidate phase difference between two adjacent intersections in the candidate coordination scheme is the phase difference between the two adjacent intersections that are currently in operation.

[0007] In one alternative implementation, the cycle range of multiple intersections on the trunk line is determined by the following method: Obtain turning data from multiple intersections on the main road from a third-party application; For each intersection on the main road, the first green light time corresponding to the turning data of the intersection is determined according to a third preset relationship; wherein, the third preset relationship is a formula for the turning data of the intersection and the green light time of the intersection. According to the adjustment scheme corresponding to the turning data of the intersection, the current green light time of the intersection is adjusted to obtain a second green light time; wherein, the adjustment scheme corresponding to the turning data of the intersection is the adjustment scheme corresponding to the preset range satisfied by the ratio between the delay index in the turning data of the intersection and the turning red light time of the intersection. The turning green light time of the intersection is determined according to the formula corresponding to the second preset condition that the first turning green light time and the second turning green light time satisfy; wherein, the formula corresponding to the second preset condition is a formula for determining the turning green light time of the intersection based on the first turning green light time and the second turning green light time. The period range corresponding to the green light time at the intersection is taken as the period range of the intersection.

[0008] In one optional implementation, the first index is the sum of absolute loss times in the candidate coordination schemes for the trunk line; the absolute loss time is determined based on the phase difference between two adjacent intersections in the candidate coordination schemes for the trunk line. The second indicator is the standard deviation of the absolute loss time among the candidate coordination schemes for the trunk line.

[0009] In one optional implementation, after determining the coordination schemes and cycles to be implemented at multiple intersections on the trunk line based on candidate coordination schemes that meet the first preset conditions according to the first and second indicators within the target period, the method further includes: If there are multiple target periods, then for each target period, the candidate coordination schemes in which the first indicator and the second indicator satisfy the first preset condition are taken as the coordination schemes for the target period. According to the coordination scheme of each target period, a target period is selected from multiple target periods, and the selected target period is used as the target period for the trunk line operation, and the coordination scheme of the selected target period is used as the coordination scheme for the trunk line operation.

[0010] In one optional implementation, selecting a target period from multiple target periods according to a coordination scheme for each target period includes: Control the trunk line to operate according to the coordination scheme of each target cycle, and obtain the effect parameters after operation; The target period of the coordination scheme in which the effect parameters satisfy the third preset condition is taken as the selected target period. The third preset condition includes some or all of the following: The target cycle that minimizes the sum of the number of forward and reverse stops at all intersections of the main road; The target period with the minimum difference in the number of forward and reverse stops at all intersections of the main road; The target cycle is the one with the largest ratio between the sum of the remaining green wave bands of all intersections on the main road and the target cycle. The target period is the period with the minimum sum of absolute lost time at all two adjacent intersections of the trunk line.

[0011] In one optional implementation, after determining the coordination schemes and cycles to be implemented at multiple intersections on the trunk line based on candidate coordination schemes that meet the first preset conditions according to the first and second indicators within the target period, the method further includes: If there are multiple target periods, then for each target period, the candidate coordination schemes in which the first indicator and the second indicator satisfy the first preset condition are taken as the coordination schemes for the target period. According to the coordination plan for each target period, select one target period from multiple target periods; If the selected target cycle meets the fourth preset condition, then the selected target cycle will be used as the target cycle for the trunk line operation, and the coordination scheme of the selected target cycle will be used as the coordination scheme for the trunk line operation. If the selected target period is greater than the current running period, the fourth preset condition includes some or all of the following: Compared to the current operating cycle, the sum of the number of stops at all intersections on the trunk line is reduced when the selected target cycle is used; Compared to the current operating cycle, when the selected target cycle is used, the number of stops at all intersections on the trunk line is equal, and the sum of the remaining green wave bands of the forward and reverse non-stop segments increases; Compared to the current operating cycle, when using the selected target cycle, the sum of the number of stops at all intersections on the trunk line and the sum of the remaining green wave bands are equal, resulting in a reduction in absolute time loss. Compared to the current operating cycle, when using the selected target cycle, the sum of the positive and negative effective green wave bandwidths between two adjacent intersections of the trunk line increases by a greater than a preset value. If the selected target period is less than the current running period, the fourth preset condition includes some or all of the following: Compared to the current operating cycle, the sum of the number of stops at all intersections on the trunk line is reduced when the selected target cycle is used; Compared to the current operating cycle, when the selected target cycle is used, the number of stops at all intersections on the trunk line is equal, and the sum of the remaining green wave bands of the forward and reverse non-stop segments increases; Compared to the current operating cycle, when using the selected target cycle, the number of stops and the sum of remaining green wave bands at all intersections on the trunk line are equal, resulting in a reduction in absolute time loss. Compared to the current operating cycle, when using the selected target cycle, the sum of the positive and negative effective green wave bandwidths between two adjacent intersections of the trunk line decreases by less than a threshold.

[0012] In one optional implementation, before determining a first indicator corresponding to each candidate coordination scheme according to a first preset relationship, and before determining a second indicator corresponding to each candidate coordination scheme according to a second preset relationship, the method further includes: If some candidate coordination schemes have the same candidate phase difference, then the difference between the target period and the currently running period of some candidate coordination schemes is determined, and candidate coordination schemes whose difference satisfies the condition are retained; and / or If the difference between the first ratio and the second ratio at a certain number of intersections is greater than a preset value, then the candidate coordination scheme corresponding to the second ratio at the intersection of the trunk line is eliminated; wherein, the first ratio is the green ratio time ratio of the positive and negative coordination phases corresponding to the coordination scheme currently in operation at the intersection; and the second ratio is the green ratio time ratio of the positive and negative coordination phases corresponding to the candidate coordination schemes at the intersection.

[0013] In an optional implementation, the method further includes: If, during peak hours, a vehicle is parked in the opposite direction at one intersection and in the forward direction at the other, then the two adjacent intersections on the main road will be coordinated in segments.

[0014] In one optional implementation, whether the current time period is a peak period is determined by the following method: Obtain the number of stops in the coordinated direction at key intersections on the main road; If there are no parking spots in the coordinated direction of the key intersection on the main road, and the number of stops at the key intersection exceeds the boundary value, then the current time period is determined to be a peak time period; or If the current time period is defined as a peak period in the preset time period, then the current time period is determined to be a peak period.

[0015] In a second aspect, embodiments of the present invention provide an electronic device, comprising: Memory, used to store executable instructions; A processor is configured to read and execute executable instructions stored in the memory to implement the steps of the trunk bidirectional signal coordination method as described in any of the embodiments of the first aspect above.

[0016] Thirdly, embodiments of the present invention provide a computer-readable storage medium storing computer instructions that, when executed on a computer, cause the computer to perform the steps of the trunk bidirectional signal coordination method as described in any of the embodiments of the first aspect above.

[0017] For the technical effects that the technical solutions disclosed in the second and third aspects above may achieve, please refer to the above description of the technical effects that various possible solutions in the first aspect may achieve, which will not be repeated here.

[0018] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention, 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 the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic diagram of a trunk line provided in an embodiment of the present invention; Figure 2 A flowchart illustrating the first trunk bidirectional signal coordination method provided in an embodiment of the present invention; Figure 3 A schematic diagram illustrating the formation process of a candidate coordination scheme according to an embodiment of the present invention; Figure 4A flowchart illustrating the second trunk bidirectional signal coordination method provided in an embodiment of the present invention; Figure 5 A flowchart illustrating the third trunk bidirectional signal coordination method provided in this embodiment of the invention; Figure 6 A flowchart illustrating a method for determining the period range of an intersection according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0022] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended claims.

[0023] The objectives, functional features, and advantages of this invention will be further explained in conjunction with the embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of the invention.

[0024] Based on the above, existing signal control technologies only consider intersection coordination and do not relate to all intersections on the trunk line. However, intersections on the trunk line are interconnected. If coordination of individual intersections is considered, traffic problems are likely to occur.

[0025] Access issues, for example: (i) Mainline traffic flow is disrupted, making green wave traffic impossible.

[0026] Current technologies only optimize signal synchronization at a single or adjacent intersection, failing to establish phase difference correlation logic for all intersections along the main road, making it difficult for two-way traffic to form a continuous green wave. For example, a main road contains 5 intersections (A, B, C, D, E), combined with... Figure 1As shown, the existing scheme only coordinates the phase difference between adjacent intersections AB and CD, so that green waves are formed between AB and CD respectively, but the phase difference between BC and DE is completely independent. When traffic starts from intersection A, after passing through the AB green wave, it needs to wait for a 30-second red light when it reaches intersection BC; after passing through the CD green wave, it needs to wait for another 25-second red light when it reaches intersection DE. The originally continuous main road is divided into multiple "isolated segments", increasing the number of times vehicles stop throughout the journey.

[0027] (ii) Uneven distribution of traffic loss, with local congestion spreading.

[0028] Existing technologies do not define traffic loss assessment metrics at the trunk line level, focusing only on delay times at individual intersections as optimization targets, leading to an unbalanced distribution of overall trunk line losses. For example, when combined with... Figure 1 As shown, to reduce delays at intersection A (the entrance to the commercial area), the existing solution extends its green light duration for straight-ahead traffic to 50 seconds. While this reduces the delay at intersection A from 25 seconds per vehicle to 10 seconds per vehicle, the downstream intersection B experiences a surge in traffic, increasing the straight-ahead delay from 15 seconds per vehicle to 40 seconds per vehicle. Furthermore, the congestion rapidly spreads to intersections C and D, creating a situation of "single-point optimization, overall deterioration." In addition, because the loss correlation among all intersections on the main road is not considered, the stability of the overall loss distribution cannot be quantified. This results in some road sections (such as the middle intersection) consistently experiencing high losses, while the losses at the two end intersections are lower, leading to significant differences in the main road's traffic experience.

[0029] Based on this, embodiments of the present invention provide a method for coordinating bidirectional signals on a trunk line, which takes into account the total traffic loss and the stability of the loss distribution at all intersections on the entire trunk line to determine the coordination scheme, thereby alleviating the traffic problems that are prone to occur when coordinating at a single intersection and improving traffic efficiency.

[0030] The preferred embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are only for illustration and explanation of the present invention and are not intended to limit the present invention. Furthermore, the embodiments of the present invention and the features therein can be combined with each other without conflict.

[0031] The trunk bidirectional signal coordination method provided by the embodiments of the present invention will be described in detail below with reference to the accompanying drawings: Figure 2 This diagram illustrates the workflow of a trunk bidirectional signal coordination method provided by an embodiment of the present invention. Figure 2 As shown, the specific process of this method is as follows: S210: When the current time period is a non-peak period, obtain the target cycle from the cycle range of multiple intersections on the trunk line, and determine at least one candidate phase difference of the multiple intersections on the trunk line within the target cycle; wherein, the cycle range of each intersection on the trunk line is determined by obtaining the turning data of each intersection from a third-party application.

[0032] In detail, during off-peak hours, the cycle range for each intersection is first determined based on steering data from a third-party application. Then, a target cycle is selected from the cycle ranges of all intersections. Finally, the candidate phase differences that can be adapted to each intersection within the target cycle are determined. The core is to ensure that the target cycle is adapted to all intersections, and the candidate phase differences provide the basis for subsequent scheme combinations.

[0033] Third-party applications, such as map applications.

[0034] Combination Figure 1 As shown, the main road includes 5 intersections: A, B, C, D, and E. The cycle range of these 5 intersections is as follows: Intersection A has a cycle range of 80-100 seconds; Intersection B has a cycle range of 85-105 seconds; Intersection C has a cycle range of 90-110 seconds; Intersection D has a cycle range of 85-100 seconds; Intersection E has a cycle range of 90-105 seconds.

[0035] For example, to ensure compatibility with all intersections, the target period can be selected by taking the intersection of the period ranges of all intersections (90-100 seconds) and choosing the median value of 95 seconds as the target period.

[0036] When candidate phase differences are determined, at each intersection within a 95-second target period, candidate phase differences can be selected from [0, 95]. For example: The candidate phase difference at intersections A and B is 30 seconds and 45 seconds, respectively. The candidate phase difference at the BC intersection is 25 seconds and 40 seconds; The candidate phase difference at the CD intersection is 35 seconds and 50 seconds; The candidate phase difference at the DE intersection is 20 seconds and 35 seconds.

[0037] S220: Divide at least one candidate phase difference for multiple intersections on the trunk line within the target cycle to obtain multiple candidate coordination schemes; wherein, each candidate coordination scheme includes one candidate phase difference for each intersection on the trunk line within the target cycle.

[0038] In detail, the candidate phase differences of each adjacent intersection are combined to form a complete candidate coordination scheme covering all intersections on the trunk line. Each scheme must include one candidate phase difference for each adjacent intersection on the trunk line to ensure the completeness and feasibility of the scheme.

[0039] For example, based on the candidate phase differences at each intersection determined in step 210, candidate coordination schemes are generated by combining them (only 3 examples are listed): Candidate coordination scheme 1: AB=30 seconds, BC=25 seconds, CD=35 seconds, DE=20 seconds; Candidate coordination scheme 2: AB=30 seconds, BC=40 seconds, CD=50 seconds, DE=35 seconds; Candidate coordination scheme 3: AB=45 seconds, BC=25 seconds, CD=50 seconds, DE=20 seconds; Each scheme includes the phase difference configuration for all adjacent intersections on the trunk line, which can be directly used for subsequent indicator calculations.

[0040] S230: According to the first preset relationship, determine the first indicator corresponding to each candidate coordination scheme; according to the second preset relationship, determine the second indicator corresponding to each candidate coordination scheme; wherein, the first preset relationship is a formula between the first indicator reflecting the total traffic loss of the trunk line and the phase difference of multiple intersections on the trunk line; the second preset relationship is a formula between the second indicator reflecting the stability of the loss distribution of the trunk line and the phase difference of multiple intersections on the trunk line.

[0041] Optionally, the first metric is the sum of absolute loss times in the candidate coordination schemes for the trunk line; the absolute loss time is determined based on the phase difference between two adjacent intersections in the candidate coordination schemes for the trunk line. The second indicator is the standard deviation of the absolute loss time among the candidate coordination schemes for the trunk line.

[0042] The absolute loss time is determined using the following formula: (1) Among them, L 正 L 反 Where N is the length of the road segment in both directions at the intersection, and N is the number of cycles crossed (positive). The calculation method is as follows: Where C is the period, The phase difference at the current intersection. This represents the phase difference at the previous intersection.

[0043] The first presupposed relationship is: And formula (1), through the above formula, the first index can be calculated when the phase difference and period are determined; The second preset relationship is: variance of X The calculation formula and formula (1) are composed of the above formula. The second index can be calculated when the phase difference and period are determined.

[0044] Combination Figure 1 As shown, the absolute loss time for intersections A and B is calculated using the above formula. Similarly, the absolute loss time for intersections B and C, C and D, and D and E is calculated. The sum of these four absolute loss times is the first indicator. The standard deviation of these four absolute loss times is used as the second indicator.

[0045] S240: Within the target period, determine the coordination scheme and period to be implemented at multiple intersections on the trunk line based on the candidate coordination schemes that meet the first preset conditions according to the first and second indicators.

[0046] If there is one target cycle, the candidate coordination scheme that satisfies the first and second indicators under the first preset condition within the target cycle shall be used as the coordination scheme for the target cycle. The coordination scheme for the target cycle may be used as the coordination scheme for multiple intersections on the trunk line, and the target cycle shall be the cycle to be run on the trunk line.

[0047] Optionally, the first preset condition can define the first indicator and the second indicator separately. For example, the first preset condition is that the first indicator is ≤30 seconds and the second indicator is ≤5 seconds. The scheme that meets both conditions is selected from all candidate coordination schemes and is used as the final coordination scheme for the trunk line in the current target period, taking into account both small overall traffic loss and stable loss distribution.

[0048] Based on the calculation results of step 230: Candidate coordination scheme 1: The first indicator is 23.4 seconds, 23.4 seconds ≤ 30 seconds; the second indicator is 4.2 seconds, 4.2 seconds ≤ 5 seconds; that is, the first and second indicators meet the first preset condition. Candidate coordination scheme 2: The first indicator is 31.6 seconds. 31.6 > 30 seconds, which means that the first and second indicators do not meet the first preset condition. Candidate coordination scheme 3: The first indicator is 50 seconds. If 50 seconds > 30 seconds, then the first and second indicators do not meet the first preset condition. Therefore, candidate coordination scheme 1 (AB=30 seconds, BC=25 seconds, CD=35 seconds, DE=20 seconds) was selected as the coordination scheme for the trunk line within the target period of 95 seconds.

[0049] Optionally, the first preset condition can be used to limit the integration of the first and second indicators. For example, the minimum product of the first and second indicators of the trunk line can be used as the coordination scheme for the trunk line; or, the minimum sum of the first and second indicators of the trunk line can be used as the coordination scheme for the trunk line; or, the minimum sum of the product of the first indicator and its weight, and the product of the second indicator and its weight, can be used as the coordination scheme for the trunk line.

[0050] The weights of the first and second indicators can be determined based on experience. Since the first indicator reflects the total traffic loss of the trunk line and the second indicator reflects the stability of the loss distribution of the trunk line, it can be determined based on experience whether the total traffic loss of the trunk line or the stability of the loss distribution of the trunk line is more important, and the weight of whichever is more important can be set higher.

[0051] Of course, the above-mentioned first preset condition is only an example. The first preset condition can be determined according to specific circumstances. Other ways of considering the first and second indicators as the first preset condition are also within the scope of protection of this application.

[0052] In some embodiments, the candidate phase difference between two adjacent intersections in the candidate coordination scheme of step 210 satisfies the bidirectional coordination condition, or the candidate phase difference between two adjacent intersections in the candidate coordination scheme is the phase difference between the two adjacent intersections that are currently in operation.

[0053] For example, combining Figure 3 As shown, the first intersection: a specific solution 1-1.

[0054] For all specific plans 2-1, 2-2, 2-3, etc. at the second intersection, select the plan that can achieve bidirectional coordination with plan 1-1 at the first intersection, and calculate the absolute time loss between the first and second intersections. If none of the specific plans 2-1, 2-2, 2-3, etc. at the second intersection can meet the bidirectional coordination condition with plan 1-1 at the first intersection, then the current operating plan for the second intersection can be selected.

[0055] For each specific plan (3-1, 3-2, 3-3, etc.) at the third intersection, plans that can achieve bidirectional coordination with the plan at the second intersection are selected, and the absolute time loss is calculated. If none of the plans can achieve bidirectional coordination, the current plan is selected.

[0056] Similarly, for each specific solution at the i-th intersection, solutions that can achieve bidirectional coordination with the solution at the (i-1)-th intersection are selected and retained, and the absolute time loss is calculated. If none of the solutions can achieve bidirectional coordination, the currently running solution is selected.

[0057] For the last intersection: In each specific solution at the (n-1)th intersection, a solution that can form a two-way coordination with the solution at the (i-1)th intersection is selected, retained, and the absolute time loss is calculated.

[0058] This can yield multiple candidate coordination schemes from the first intersection to the last intersection.

[0059] The candidate coordination scheme corresponding to the minimum product of the sum of the absolute loss times of the trunk lines and the standard deviation of the absolute loss times is taken as the coordination scheme of the trunk lines.

[0060] When the number of target cycles obtained from the cycle range of multiple intersections on the main road is multiple, it is necessary to follow... Figure 2 The approach involves selecting a coordination scheme for each target period and then choosing a target period from among multiple target periods.

[0061] Based on the above, in some embodiments, step 240 determines the coordination scheme and cycle to be implemented at multiple intersections on the trunk line within the target period according to the candidate coordination schemes that meet the first preset condition based on the first and second indicators, including: If there are multiple target periods, then for each target period, the candidate coordination schemes that satisfy the first and second indicators and the first preset condition within the target period are taken as the coordination schemes for the target period. According to the coordination plan for each target cycle, select one target cycle from multiple target cycles, use the selected target cycle as the cycle to be operated on the trunk line, and use the coordination plan of the selected target cycle as the coordination plan to be operated on the trunk line.

[0062] The implementation method for selecting one target period from multiple target periods according to the coordination scheme of each target period is as follows: The control trunk line operates according to the coordination plan for each target cycle, and the effect parameters after operation are obtained; The target period of the coordination scheme whose effect parameters meet the third preset condition is selected as the target period.

[0063] The effect parameters include the number of stops in the forward direction, the remaining green wave bandwidth of the non-stop segment, and the absolute loss time.

[0064] For example, for each target cycle, the control trunk line operates according to the coordination scheme of the target cycle, and the operation time can be 5 target cycles. The effect parameters for the 5 target cycles are obtained, and the following key parameters are updated based on the obtained effect parameters: The first update queue clearing time is the average number of vehicles queuing at the beginning of the green phase in the last 5 cycles, and the corresponding clearing time; the initial green phase queue is the maximum value of the queue in the corresponding lane.

[0065] The second update is the coordination speed. This is calculated based on the coordination phase difference feedback results. Let the coordination speed of the current coordination scheme segment be v0, then the coordination speed is v.

[0066]

[0067] in, The value is the phase difference feedback adjustment value, and L is the road segment length.

[0068] The third update includes minimum green wave bandwidth, stopping points, coordination ratio, and no-stopping short connections.

[0069] The third preset condition includes some or all of the following: The target cycle with the minimum sum of forward and reverse stops at all intersections on the main road; The target cycle with the minimum difference in the number of stops in both directions at all intersections on the main road; The target cycle with the largest ratio to the sum of the remaining green wave bands of all intersections on the main road and the forward and reverse non-stop segments; The target cycle is the one with the minimum sum of absolute lost time between all two adjacent intersections on the main road.

[0070] In detail, the ratio is determined by the following formula. :

[0071] Where C is the target cycle and d is the remaining green wave band of the forward and reverse non-stop sections at the intersection on the trunk line.

[0072] In summary, combining Figure 4 As shown, this embodiment of the invention provides another method for trunk bidirectional signal coordination, including: S410: When the current time period is a non-peak period, obtain multiple target cycles from the cycle range of multiple intersections on the trunk line, and determine at least one candidate phase difference of multiple intersections on the trunk line in each target cycle; S420: For each target cycle, divide at least one candidate phase difference of multiple intersections on the trunk line within the target cycle to obtain multiple candidate coordination schemes; determine the first indicator corresponding to each candidate coordination scheme according to the first preset relationship; determine the second indicator corresponding to each candidate coordination scheme according to the second preset relationship; and take the candidate coordination scheme that satisfies the first preset condition as the coordination scheme of the trunk line within the target cycle.

[0073] S430: According to the coordination scheme of each target cycle, select one target cycle from multiple target cycles, use the selected target cycle as the cycle to be operated on the trunk line, and use the coordination scheme of the selected target cycle as the coordination scheme to be operated at multiple intersections on the trunk line.

[0074] In detail, the cycle range of each intersection is determined based on the turning data of multiple intersections on the trunk line; with reference to the common cycle, the target cycle that can be unified to the common cycle is selected from the cycle ranges of each intersection on the trunk line; for each target cycle, candidate reference schemes are determined, and candidate reference schemes are screened in the following way. Method 1: If the candidate phase differences of some candidate coordination schemes are the same, then determine the difference between the target period and the running period of some candidate coordination schemes, and retain the candidate coordination schemes whose difference meets the conditions. For example, among multiple candidate coordination schemes, candidate coordination scheme 1 and candidate coordination scheme 2 have the same phase differences such as AB, BC, and CD, only their periods are different.

[0075] The current coordination scheme has a cycle of 90 seconds and a phase difference configuration of (AB=30 seconds, BC=25 seconds, CD=35 seconds). There are 3 candidate coordination schemes with the same internal phase difference: The period of candidate coordination scheme 1 is 85 seconds, and the phase difference is (30, 25, 35). The period of candidate coordination scheme 2 is 95 seconds, and the phase difference is (30, 25, 35). The period of candidate coordination scheme 3 is 100 seconds, and the phase difference is (30, 25, 35).

[0076] The difference between candidate coordination scheme 1 and the current running cycle is: |85-90|=5 seconds; The difference between candidate coordination scheme 2 and the current running cycle is: |95-90|=5 seconds; The difference between candidate coordination scheme 3 and the current running cycle is: |100-90|=10 seconds.

[0077] Select the scheme with the smallest difference, such as candidate coordination scheme 1 and candidate coordination scheme 2, and perform subsequent calculations.

[0078] This avoids traffic disruptions caused by large fluctuations in the signal cycle. Sudden changes in the signal cycle, such as jumping from 90 seconds to 100 seconds, disrupt vehicle movement and increase the number of stops. Smaller cycle variations result in smoother transitions. It also reduces system adjustment costs: smaller cycle variations lead to more stable phase connections for intersection traffic lights, eliminating the need to readjust to traffic flow patterns and reducing the risk of coordination failures.

[0079] Method 2: If the difference between the first ratio and the second ratio at several intersections is greater than a preset value, then the candidate coordination scheme corresponding to the second ratio at the trunk intersection is eliminated; where the first ratio is the green ratio time ratio of the positive and negative coordination phases corresponding to the coordination scheme currently in operation at the intersection; and the second ratio is the green ratio time ratio of the positive and negative coordination phases corresponding to the candidate coordination schemes at the intersection.

[0080] In detail, by comparing the green light ratio of the positive and negative coordination phases of the time slot schedule plan and the candidate coordination plan, if both meet specific deletion conditions, the candidate coordination plan is eliminated; if they meet the retention conditions, the subsequent process continues. Essentially, this is to screen out candidate coordination plans whose green light ratio matches the time slot requirements.

[0081] The time-slot scheme is a pre-set standard signal scheme adapted to the current time period (such as morning peak and off-peak). Its forward and reverse coordinated phase green light ratio time is the benchmark configuration for that time period. For example, the preset forward coordinated phase green light time is 40 seconds and the reverse green light time is 30 seconds during off-peak hours.

[0082] Taking the current period as an example of off-peak time, the green light ratio time corresponding to the coordination scheme of the time period table is 40 seconds for the positive coordination phase and 30 seconds for the negative phase; The green light ratio time proportion of the coordination scheme is calculated using the following formula:

[0083] in, The green light ratio is the proportion of time. To positively coordinate the green light timing, To positively coordinate the green light time of the phase, the currently operating coordination scheme... = 40÷30≈1.33.

[0084] The green light time for the forward coordination phase of candidate coordination scheme 1 is 45 seconds, and the green light time for the reverse coordination phase is 35 seconds. Therefore, the second ratio is 45 ÷ 35 ≈ 1.29. The difference between candidate coordination scheme 1 and the currently running coordination scheme is |1.29 - 1.33| = 0.04. The preset value is 0.3. Since 0.04 is less than 0.3, the retention condition is met, and the candidate coordination scheme can be retained. The green light time for the forward coordination phase of candidate coordination scheme 2 is 50 seconds, and the green light time for the reverse coordination phase is 25 seconds. Therefore, the second ratio is 50 ÷ 25 = 2.0. The difference between candidate coordination scheme 2 and the currently running coordination scheme is |2.0 - 1.33| = 0.67. The preset value is 0.3. Since 0.67 is greater than 0.3, the retention condition is not met, and the candidate coordination scheme is eliminated.

[0085] This ensures that the allocation of two-way traffic resources in the candidate schemes matches the traffic demand of the current time period. For example, during off-peak hours, the difference in two-way traffic flow is small, and the ratio of the time-slot scheme is set to approximately 1.33. If the ratio of the candidate scheme reaches 2.0, it indicates that the proportion of green lights in the forward direction is too high and the resources in the reverse direction are insufficient, which will lead to congestion in the reverse traffic flow. Therefore, this unreasonable scheme needs to be deleted.

[0086] Therefore, before determining the first and second indicators, candidate coordination schemes for multiple target periods can be screened using one or both of the above two methods.

[0087] The candidate coordination schemes for each target period are selected after screening to obtain the coordination scheme for each target period. Then, a target period is selected from multiple target periods, and the selected target period is used as the period for the trunk line to operate. The coordination scheme of the selected target period is used as the coordination scheme for multiple intersections on the trunk line to operate.

[0088] In some embodiments, within a target period, candidate coordination schemes that meet a first preset condition based on a first indicator and a second indicator are used to determine the coordination schemes and periods to be implemented at multiple intersections on the trunk line, including: If there are multiple target periods, then for each target period, the candidate coordination schemes that satisfy the first and second indicators and the first preset condition within the target period are taken as the coordination schemes for the target period. According to the coordination plan for each target period, select one target period from multiple target periods; If the selected target cycle meets the fourth preset condition, then the selected target cycle will be used as the target cycle for the trunk line operation, and the coordination scheme of the selected target cycle will be used as the coordination scheme for the trunk line operation. If the selected target period is greater than the current running period, the fourth preset condition includes some or all of the following: Compared to the current operating cycle, the sum of the number of stops at all intersections on the trunk line is reduced when the selected target cycle is used; Compared to the current operating cycle, when the selected target cycle is used, the number of stops at all intersections on the trunk line is equal, and the sum of the remaining green wave bands of the forward and reverse non-stop segments increases; Compared to the current operating cycle, when using the selected target cycle, the sum of the number of stops at all intersections on the trunk line and the sum of the remaining green wave bands are equal, resulting in a reduction in absolute time loss. Compared to the current operating cycle, when using the selected target cycle, the sum of the positive and negative effective green wave bandwidths between two adjacent intersections of the trunk line increases by a greater than a preset value; that is, the difference between the effective filtering bandwidth of the selected target cycle and the filtering bandwidth of the current operating cycle is greater than 0; the effective filtering is defined as green wave bandwidth greater than max, for example, max is the minimum green wave bandwidth, 15; If the selected target period is less than the current running period, the fourth preset condition includes some or all of the following: Compared to the current operating cycle, the sum of the number of stops at all intersections on the trunk line is reduced when the selected target cycle is used; Compared to the current operating cycle, when the selected target cycle is used, the number of stops at all intersections on the trunk line is equal, and the sum of the remaining green wave bands of the forward and reverse non-stop segments increases; Compared to the current operating cycle, when using the selected target cycle, the number of stops and the sum of remaining green wave bands at all intersections on the trunk line are equal, resulting in a reduction in absolute time loss. Compared to the current operating cycle, when using the selected target cycle, the sum of the effective green wave bandwidths of the two adjacent intersections on the trunk line decreases by less than a threshold; that is, the difference between the green wave bandwidth of the current operating scheme and the green wave bandwidth of the selected target cycle is less than 2. Periodic decrease Number of trunk line intersections. The cycle reduction amount is the current operating cycle and the selected target cycle.

[0089] If none of the above conditions are met, the selected target cycle can be abandoned, and the existing operating plan can be maintained.

[0090] In summary, combining Figure 5 As shown, this embodiment of the invention provides a third method for trunk bidirectional signal coordination, including: S510: When the current time period is a non-peak period, obtain multiple target cycles from the cycle range of multiple intersections on the trunk line, and determine at least one candidate phase difference of multiple intersections on the trunk line in each target cycle; S520: For each target cycle, divide at least one candidate phase difference of multiple intersections on the trunk line within the target cycle to obtain multiple candidate coordination schemes; determine the first indicator corresponding to each candidate coordination scheme according to the first preset relationship; determine the second indicator corresponding to each candidate coordination scheme according to the second preset relationship; and take the candidate coordination scheme that satisfies the first preset condition as the coordination scheme of the trunk line within the target cycle.

[0091] S530: Select one target period from multiple target periods according to the coordination plan for each target period; S540: If the selected target cycle meets the fourth preset condition, then the selected target cycle will be used as the cycle for the trunk line to operate, and the coordination scheme of the selected target cycle will be used as the coordination scheme for the operation of multiple intersections on the trunk line.

[0092] S550: If the selected target cycle does not meet the fourth preset condition, the cycle and coordination scheme of the trunk line will remain unchanged.

[0093] In detail, the cycle range for each intersection is determined based on turning data from multiple intersections along the main road. Referring to a common cycle, a target cycle that can be unified with the common cycle is selected from the cycle ranges of each intersection along the main road. For each target cycle, candidate reference schemes are determined, and these schemes are filtered using the two methods described above. The selected coordination schemes for each target cycle are then chosen to obtain a coordination scheme for each target cycle. Finally, a target cycle is selected from the multiple target cycles, and a comparison is made between the selected target cycle and the currently operating cycle. This comparison is based on whether the selected target cycle meets the fourth preset condition. If it does, the selected target cycle is adopted as the operating cycle for the main road, and the coordination scheme based on the selected target cycle is adopted as the coordination scheme for multiple intersections along the main road. Otherwise, the coordination scheme and cycle remain unchanged.

[0094] In some embodiments, if a vehicle is parked in the opposite direction at the intersection before a vehicle is parked in the forward direction at the intersection after a vehicle is parked at a vehicle that ...

[0095] In detail, when peak hours are identified, it indicates that the green wave bandwidth at some intersections is insufficient to clear the coordinated traffic flow. The control objective is to prevent overflow and ensure conditional coordination; the control method is to segment coordination at parking locations. Specifically, for main roads, checks are performed sequentially from the first intersection in forward order. If two consecutive adjacent intersections have reverse parking at the first intersection and forward parking at the second intersection, then the coordination sub-zone for that main road should be segmented and no longer considered a single coordinated main road.

[0096] Among them, manually specifying peak hours and parking spot intersection directions: when configured for peak hours, parking spot intersections and directions can be configured for the corresponding time period.

[0097] Optionally, determine whether the current time period is a peak period using the following methods: Method 1: Obtain the number of stops in the coordinated direction at key intersections on the main road; If there are no parking spots in the coordinated directions of several key intersections on the network, and the number of stops at the key intersections exceeds the boundary value, then the current time period is determined to be a peak time period.

[0098] In detail, the system determines whether the current period is a peak period by considering two conditions: the existence of parking spots in the direction of coordination at key intersections and the threshold for the number of parking times. The core logic is that during peak periods, traffic flow is dense and congestion is likely to occur where there are no consecutive parking spots but the total number of parking times exceeds the standard. That is, vehicles pass through quickly after a short stop, but the overall parking frequency is extremely high.

[0099] Key intersections are those with the most concentrated traffic flow and the greatest impact on traffic flow on main roads, such as intersections with the highest cross traffic volume and those connecting core areas, such as intersections B and D in the main road ABCDE.

[0100] The coordination direction refers to the direction that needs to be coordinated in two-way traffic on the main line, such as the direction into the city during the morning rush hour, the direction out of the city during the evening rush hour, or the preset core traffic direction.

[0101] A parking spot is a continuous queuing area formed by vehicles in the coordinated direction. For example, within 50 meters upstream of an intersection, multiple vehicles are queuing and waiting for a red light, forming a noticeable parking spot. The method for determining parking spots is to obtain the number of times vehicles stop in the coordinated direction at the nearest key intersection, and designate intersections with a number of times vehicles stop in the coordinated direction > 1 as parking spots.

[0102] There are no parking spots because there are no continuous queues of vehicles in the coordinated direction. Although vehicles may stop briefly, such as temporarily stopping at a red light, no concentrated queuing area is formed.

[0103] For example, combining Figure 1 As shown, the key intersection on the main road is intersection B, with the coordinated direction being the core direction of the morning rush hour: A→B→C, the direction into the city. The boundary value is ≥25 stops within 15 minutes; When there are no continuous stopping points at intersection B in the direction from A to B, vehicles can temporarily stop when the light is red and proceed immediately after the light turns green, without queuing or backlog. However, if the number of stops reaches 32 times within 15 minutes, far exceeding the boundary value of 25 times, then the current time period is determined to be a peak period.

[0104] Method 2: If the preset time period to which the current time period belongs is marked as peak, then the current time period is determined to be a peak period.

[0105] For example, specific time periods of the day can be "marked" as peak hours in advance, such as 7:00-9:00 and 17:00-19:00 on weekdays. As long as the current time falls within this preset marked time period, it will be directly determined as a peak time period, without the need to collect additional real-time data such as the number of parking times and traffic density.

[0106] In the above embodiments, combined with Figure 6 As shown, the cycle range of multiple intersections on the main road can be determined in the following way: S610: Obtain turning data from multiple intersections on the main road from third-party applications; S620: For each intersection on the main road, determine the first green light time corresponding to the intersection's turning data according to the third preset relationship; wherein, the third preset relationship is the formula for the intersection's turning data and the intersection's green light time. S630: Adjust the current green light time of the intersection according to the adjustment scheme corresponding to the turning data of the intersection to obtain the second green light time; wherein, the adjustment scheme corresponding to the turning data of the intersection is the adjustment scheme corresponding to the preset range satisfied by the ratio between the delay index in the turning data of the intersection and the turning red light time of the intersection. S640: Determine the turning green light time of the intersection according to the formula corresponding to the second preset condition that the first turning green light time and the second turning green light time satisfy; wherein, the formula corresponding to the second preset condition is the formula for determining the turning green light time of the intersection based on the first turning green light time and the second turning green light time. S650: The cycle range corresponding to the green light time of the intersection is taken as the cycle range of the intersection.

[0107] For example, taking intersection turns as the basic unit, the turning data within the last 30 minutes is obtained. The turning data includes at least: delay (DELAY_INDEX), queue length (QUEN_LEN_AVG), number of stops (STOP_TIMES), and confidence level (CONFIDENCE, which is divided into low, medium, and high, and is the data credibility that the map provider assesses based on the amount of data when providing the data).

[0108] Before determining the period range, the data needs to be preprocessed: In the first pair of steering data, data with medium and low confidence levels are deleted, and only steering data with high confidence levels are retained.

[0109] Secondly, by using traffic data relationship methods, abnormal turning data is corrected, mainly by correcting queue lengths. In detail: To obtain the number of stops s at any given moment, let the number of queued vehicles be n1, the number of non-queued vehicles be n0, and the green light time for turning be g, we have the following: When s > 1

[0110] other:

[0111] Let the distance between the front of the queuing vehicles be d (default 7m), then the queue length is:

[0112] In the formula, For saturated flow rate, This is the saturation headway.

[0113] When s > 1, if the obtained queue length L is less than 1 Then the corrected queue length L is .

[0114] When s≤1, if the obtained queue length L is greater than 1, then... Then the corrected queue length L is .

[0115] Third, the standard deviation method is used to remove outlier data from the corrected queue length, delay, and number of stops.

[0116] The standard deviation is calculated using the following formula:

[0117] If satisfied ,but If it is a valid value, otherwise determine... If it is an outlier, remove it. This refers to the corrected queue length, delay, or number of stops.

[0118] The third traffic data prediction method forecasts queue length, delay, and number of stops, respectively, for future time periods. Specifically, a double smoothing method is used for prediction. The smoothing coefficient is... The default value is 0.2.

[0119] The second-order smoothing is calculated as follows:

[0120] The initial first and second smoothing values ​​are defined as the mean of the first three values.

[0121] The predicted queue length, delay, and number of stops are denoted as L, t, and s, respectively.

[0122] Calculate the green light time for each turn by inferring traffic flow: From the formula: (2) The single-cycle turning traffic flow is obtained as follows (3) Calculate the green light time for this turn. (4) To prevent sudden optimization changes due to data, the optimization range for each green light time is limited as follows: (5) in, The default value is 3 seconds to account for the lost time. To optimize the duration, the default value is 5 seconds; The green light time for the currently running plan is d; the vehicle length is d; the number of vehicles that stop and pass through the intersection is n1; and the number of vehicles that pass through the intersection without stopping is n0.

[0123] Among them, the above formulas (2) to (5) form the third preset relationship. Through the third preset relationship, the turning data is converted into the first turning green light time. .

[0124] The second turnaround green light time is calculated using the delay t feedback. Specifically: When the turning t / r ≥ 1, it indicates that the single-cycle queue is insufficient to clear the vehicles, resulting in secondary queuing. The corresponding adjustment plan is to increase the green light time.

[0125] When the turning t / r ≤ 0.2, it indicates that the green light time in a single cycle is sufficient. The corresponding adjustment plan is to reduce the green light time.

[0126] For other steering values ​​of 0.2 < t / r < 1, the corresponding adjustment scheme is as follows: the maximum value corresponds to an increase of 3 seconds in steering time, the minimum value corresponds to a decrease of 3 seconds in steering time, and other steering times remain unchanged.

[0127] Where r is the red light time for turning, which is the intersection cycle minus the green and yellow light times.

[0128] The green light time for each turn at the intersection is calculated comprehensively. Specifically: When the second preset condition is > and > When, the corresponding formula is:

[0129] When the second preset condition is < and < When, the corresponding formula is:

[0130] When the second preset condition is any of the cases other than the two cases mentioned above, the corresponding formula is:

[0131] The cycle of critical intersections is calculated in the following way.

[0132] ① Phase green light ratio time; The phase green light time is the maximum value of all turn green light times included, and the phase green light ratio time is the sum of the phase green light time, yellow light time, and red light time.

[0133] ② Phase green signal ratio range constraint; Because it relies on feedback adjustments based on coarse data, the maximum adjustment time range for the constraint phase is as follows: when adjusting, first constrain the range, then combine the schemes.

[0134] When configuring maximum green and > hour, ;otherwise,

[0135] Intersection cycle calculation; The current data acquisition frequency is 2-3 minutes, and calculations are performed every 5 minutes.

[0136] After the coordination plan is issued or the coordination plan for a different time period is switched, the latest Internet redirection data is obtained every 5 minutes. If no data is obtained or the data is missing (including missing time and missing import links) or cannot be predicted, the period value for the current 5 minutes remains unchanged and no period calculation is performed.

[0137] Phases for which steering data cannot be obtained are treated as fixed phases and no adjustments are made.

[0138] The phase green light ratio time is used to form the intersection's cycle according to the key half-loop. Each intersection's cycle has an adjustable range, for example, 10 seconds, thus forming the intersection's cycle range. Where C is the period of the intersection.

[0139] For this invention, the system calculates the cycle of the critical intersection every 5 minutes.

[0140] Starting from the time period when the scheme determined in the embodiment of the present invention begins to run or after the most recent scheme is issued and started to run, the cycle of the key intersection is calculated every 5 minutes, and the longest cycle among the key intersections is selected as the decision cycle each time.

[0141] If the difference between the period calculated for n consecutive times (default 3) of the decision cycle and the period of the current intersection is greater than 0, or less than 0, then the critical intersection needs adjustment; otherwise, no adjustment is needed. A value greater than 0 indicates a positive adjustment, and a value less than 0 indicates a negative adjustment.

[0142] The value of n (≥3, default is 3) can be manually configured and is related to the number of trunk line intersections and the cycle duration. The recommended configuration is as follows:

[0143] Whether the solution should adopt the method provided in the embodiments of the present invention for adjustment and initial period calculation is as follows: If there are both positive and negative adjustments in the cycle, then no adjustment is needed.

[0144] If the period is a positive adjustment, then adjustment may be necessary; the initial value of the common period is the maximum period among n periods, i.e. .

[0145] If the period is a negative adjustment, then adjustment may be necessary; the initial value of the common period is the minimum period of n decision periods, i.e. .

[0146] Note: When the coordination of intersections is interrupted due to scheme transition, modification, manual control, etc., the cycle length of all key intersections in the current 5 minutes will not be calculated until n valid cycle values ​​are accumulated.

[0147] Of course, besides passing through Figure 2 Besides the determined phase difference and period, other relevant parameters of the coordination scheme include the green ratio and the initial green queue length in the coordination direction. In detail: Based on the green light ratio in the time-slot schedule for key intersections, the trunk line coordination ratio is calculated, namely:

[0148] Using the turning data, the coordinated direction queue length obtained after processing in the last 5 minutes is calculated and used as the initial coordinated direction queue length value.

[0149] Based on the same concept, this embodiment of the invention also provides an electronic device. Since this electronic device is the same as the electronic device in the method of this embodiment, and the principle by which this electronic device solves the problem is similar to that of the method, the implementation of this electronic device can refer to the implementation of the method, and repeated details will not be elaborated further. The electronic device is a local traffic signal controller, a remote traffic control platform, or an edge computing device, deployed near a main road.

[0150] The following reference Figure 7 To describe an electronic device according to this embodiment of the invention, exemplarily, the electronic device may also be located in the control room of a train. Figure 7 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of the present invention.

[0151] like Figure 7As shown, the electronic device can be represented as a general-purpose computing device, such as a terminal device. The components of the electronic device may include, but are not limited to: at least one processor 710, at least one memory 720 storing instructions executable by the processor 710, and a bus 730 connecting different system components (including the memory 720 and the processor 710), wherein the processor 710 is a processor of a smart device.

[0152] Processor 710 performs the following steps by executing executable instructions: When the current time period is a non-peak period, a target period is obtained from the period range of multiple intersections on the trunk line, and at least one candidate phase difference of the multiple intersections on the trunk line within the target period is determined; wherein, the period range of each intersection on the trunk line is determined by obtaining the turning data of each intersection from a third-party application; The at least one candidate phase difference of multiple intersections on the trunk line within the target period is divided to obtain multiple candidate coordination schemes; wherein, each candidate coordination scheme includes one candidate phase difference of each intersection on the trunk line within the target period; According to the first preset relationship, a first indicator corresponding to each candidate coordination scheme is determined; according to the second preset relationship, a second indicator corresponding to each candidate coordination scheme is determined; wherein, the first preset relationship is a formula between the first indicator reflecting the total traffic loss of the trunk line and the phase difference of multiple intersections on the trunk line; the second preset relationship is a formula between the second indicator reflecting the stability of the loss distribution of the trunk line and the phase difference of multiple intersections on the trunk line. Within the target period, based on the candidate coordination schemes that meet the first preset conditions according to the first and second indicators, determine the coordination schemes and cycles to be implemented at multiple intersections on the trunk line.

[0153] Optionally, the candidate phase difference between two adjacent intersections in the candidate coordination scheme satisfies the two-way coordination condition, or the candidate phase difference between two adjacent intersections in the candidate coordination scheme is the phase difference between the two adjacent intersections that are currently in operation.

[0154] Optional, processor 710, specifically used for: Obtain turning data from multiple intersections on the main road from a third-party application; For each intersection on the main road, the first green light time corresponding to the turning data of the intersection is determined according to a third preset relationship; wherein, the third preset relationship is a formula for the turning data of the intersection and the green light time of the intersection. According to the adjustment scheme corresponding to the turning data of the intersection, the current green light time of the intersection is adjusted to obtain a second green light time; wherein, the adjustment scheme corresponding to the turning data of the intersection is the adjustment scheme corresponding to the preset range satisfied by the ratio between the delay index in the turning data of the intersection and the turning red light time of the intersection. The turning green light time of the intersection is determined according to the formula corresponding to the second preset condition that the first turning green light time and the second turning green light time satisfy; wherein, the formula corresponding to the second preset condition is a formula for determining the turning green light time of the intersection based on the first turning green light time and the second turning green light time. The period range corresponding to the green light time at the intersection is taken as the period range of the intersection.

[0155] Optionally, the first index is the sum of absolute loss times in the candidate coordination schemes of the trunk line; the absolute loss time is determined based on the phase difference between two adjacent intersections in the candidate coordination schemes of the trunk line. The second indicator is the standard deviation of the absolute loss time among the candidate coordination schemes for the trunk line.

[0156] Optionally, the processor 710 is also used for: If there are multiple target periods, then for each target period, the candidate coordination schemes in which the first indicator and the second indicator satisfy the first preset condition are taken as the coordination schemes for the target period. According to the coordination scheme of each target period, a target period is selected from multiple target periods, and the selected target period is used as the target period for the trunk line operation, and the coordination scheme of the selected target period is used as the coordination scheme for the trunk line operation.

[0157] Optional, processor 710, specifically used for: Control the trunk line to operate according to the coordination scheme of each target cycle, and obtain the effect parameters after operation; The target period of the coordination scheme in which the effect parameters satisfy the third preset condition is taken as the selected target period. The third preset condition includes some or all of the following: The target cycle that minimizes the sum of the number of forward and reverse stops at all intersections of the main road; The target period with the minimum difference in the number of forward and reverse stops at all intersections of the main road; The target cycle is the one with the largest ratio between the sum of the remaining green wave bands of all intersections on the main road and the target cycle. The target period is the period with the minimum sum of absolute lost time at all two adjacent intersections of the trunk line.

[0158] Optionally, the processor 710 is also used for: If there are multiple target periods, then for each target period, the candidate coordination schemes in which the first indicator and the second indicator satisfy the first preset condition are taken as the coordination schemes for the target period. According to the coordination plan for each target period, select one target period from multiple target periods; If the selected target cycle meets the fourth preset condition, then the selected target cycle will be used as the target cycle for the trunk line operation, and the coordination scheme of the selected target cycle will be used as the coordination scheme for the trunk line operation. If the selected target period is greater than the current running period, the fourth preset condition includes some or all of the following: Compared to the current operating cycle, the sum of the number of stops at all intersections on the trunk line is reduced when the selected target cycle is used; Compared to the current operating cycle, when the selected target cycle is used, the number of stops at all intersections on the trunk line is equal, and the sum of the remaining green wave bands of the forward and reverse non-stop segments increases; Compared to the current operating cycle, when using the selected target cycle, the sum of the number of stops at all intersections on the trunk line and the sum of the remaining green wave bands are equal, resulting in a reduction in absolute time loss. Compared to the current operating cycle, when using the selected target cycle, the sum of the positive and negative effective green wave bandwidths between two adjacent intersections of the trunk line increases by a greater than a preset value. If the selected target period is less than the current running period, the fourth preset condition includes some or all of the following: Compared to the current operating cycle, the sum of the number of stops at all intersections on the trunk line is reduced when the selected target cycle is used; Compared to the current operating cycle, when the selected target cycle is used, the number of stops at all intersections on the trunk line is equal, and the sum of the remaining green wave bands of the forward and reverse non-stop segments increases; Compared to the current operating cycle, when using the selected target cycle, the number of stops and the sum of remaining green wave bands at all intersections on the trunk line are equal, resulting in a reduction in absolute time loss. Compared to the current operating cycle, when using the selected target cycle, the sum of the positive and negative effective green wave bandwidths between two adjacent intersections of the trunk line decreases by less than a threshold.

[0159] Optionally, the processor 710 is also used for: If some candidate coordination schemes have the same candidate phase difference, then the difference between the target period and the currently running period of some candidate coordination schemes is determined, and candidate coordination schemes whose difference satisfies the condition are retained; and / or If the difference between the first ratio and the second ratio at a certain number of intersections is greater than a preset value, then the candidate coordination scheme corresponding to the second ratio at the intersection of the trunk line is eliminated; wherein, the first ratio is the green ratio time ratio of the positive and negative coordination phases corresponding to the coordination scheme currently in operation at the intersection; and the second ratio is the green ratio time ratio of the positive and negative coordination phases corresponding to the candidate coordination schemes at the intersection.

[0160] Optionally, the processor 710 is also used for: If, during peak hours, a vehicle is parked in the opposite direction at one intersection and in the forward direction at the other, then the two adjacent intersections on the main road will be coordinated in segments.

[0161] Optionally, the processor 710 is also used for: Obtain the number of stops in the coordinated direction at key intersections on the main road; If there are no parking spots in the coordinated direction of the key intersection on the main road, and the number of stops at the key intersection exceeds the boundary value, then the current time period is determined to be a peak time period; or If the current time period is defined as a peak period in the preset time period, then the current time period is determined to be a peak period.

[0162] Bus 730 represents one or more of several bus architectures, including a memory bus or memory controller, peripheral bus, processor, or a local bus using any of the various bus architectures.

[0163] The memory 720 may include a readable medium in the form of volatile memory, such as random access memory (RAM) 721 and / or cache memory 722, and may further include read-only memory (ROM) 723.

[0164] The memory 720 may also include a program / utility 725 having a set (at least one) of program modules 724, including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0165] The electronic device can also communicate with one or more external devices 740 (e.g., keyboard, pointing device, etc.), one or more devices that enable user interaction with the electronic device, and / or any device that enables the electronic device to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 750. Furthermore, the electronic device can communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 760. As shown, network adapter 760 communicates with other modules of the electronic device via bus 730. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with the electronic device, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0166] In some possible implementations, various aspects of the present invention may also be implemented as a program product comprising program code that, when run on a terminal device, causes the terminal device to perform the steps of the modules in the reference information determination device for train safety braking function according to various exemplary embodiments of the present disclosure as described in the "Exemplary Methods" section above.

[0167] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0168] The program product of the trunk bidirectional signal coordination method according to embodiments of the present invention can be a portable compact disc read-only memory (CD-ROM) and include program code, and can run on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto. In this document, the readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0169] A readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying readable program code. This propagated data signal may take many forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0170] The program code contained on the readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wired, optical fiber, RF, or any suitable combination thereof.

[0171] Program code for performing the operations of this invention can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0172] It should be noted that although several modules or sub-modules of the system have been mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, according to embodiments of the present invention, the features and functions of two or more modules described above can be embodied in one module. Conversely, the features and functions of one module described above can be further divided and embodied by multiple modules.

[0173] Furthermore, although the operation of the modules of the system of the present invention is described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in that specific order, or that all the operations shown must be performed to achieve the desired result. Additionally or alternatively, certain operations may be omitted, multiple operations may be combined into one operation, and / or one operation may be broken down into multiple operations.

[0174] The invention has been described above with reference to block diagrams and / or flowcharts illustrating methods, apparatus (systems), and / or computer program products according to embodiments of the invention. It should be understood that a block of a block diagram and / or flowchart, as well as combinations of blocks of block diagrams and / or flowcharts, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, and / or other programmable data processing means to produce a machine such that the instructions, executable via the computer processor and / or other programmable data processing means, create methods for implementing the functions / actions specified in the blocks of the block diagrams and / or flowcharts.

[0175] Accordingly, the present invention can also be implemented using hardware and / or software (including firmware, resident software, microcode, etc.). Furthermore, the present invention can take the form of a computer program product on a computer-usable or computer-readable storage medium, having computer-usable or computer-readable program code implemented in the medium for use by or in conjunction with an instruction execution system. In the context of the present invention, a computer-usable or computer-readable medium can be any medium that can contain, store, communicate, transmit, or deliver a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0176] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for coordinating bidirectional signals on a trunk line, characterized in that, include: When the current time period is a non-peak period, a target period is obtained from the period range of multiple intersections on the trunk line, and at least one candidate phase difference of the multiple intersections on the trunk line within the target period is determined; wherein, the period range of each intersection on the trunk line is determined by obtaining the turning data of each intersection from a third-party application; The at least one candidate phase difference of multiple intersections on the trunk line within the target period is divided to obtain multiple candidate coordination schemes; wherein, each candidate coordination scheme includes one candidate phase difference of each intersection on the trunk line within the target period; According to the first preset relationship, a first indicator corresponding to each candidate coordination scheme is determined; according to the second preset relationship, a second indicator corresponding to each candidate coordination scheme is determined; wherein, the first preset relationship is a formula between the first indicator reflecting the total traffic loss of the trunk line and the phase difference of multiple intersections on the trunk line; the second preset relationship is a formula between the second indicator reflecting the stability of the loss distribution of the trunk line and the phase difference of multiple intersections on the trunk line. Within the target period, based on the candidate coordination schemes that meet the first preset conditions according to the first and second indicators, determine the coordination schemes and cycles to be implemented at multiple intersections on the trunk line.

2. The method according to claim 1, characterized in that, in, The candidate phase difference between two adjacent intersections in the candidate coordination scheme satisfies the two-way coordination condition, or the candidate phase difference between two adjacent intersections in the candidate coordination scheme is the phase difference between the two adjacent intersections that are currently in operation.

3. The method according to claim 1, characterized in that, The cycle range for multiple intersections on the main road is determined using the following method: Obtain turning data from multiple intersections on the main road from a third-party application; For each intersection on the main road, the first green light time corresponding to the turning data of the intersection is determined according to a third preset relationship; wherein, the third preset relationship is a formula for the turning data of the intersection and the green light time of the intersection. According to the adjustment scheme corresponding to the turning data of the intersection, the current green light time of the intersection is adjusted to obtain a second green light time; wherein, the adjustment scheme corresponding to the turning data of the intersection is the adjustment scheme corresponding to the preset range satisfied by the ratio between the delay index in the turning data of the intersection and the turning red light time of the intersection. The turning green light time of the intersection is determined according to the formula corresponding to the second preset condition that the first turning green light time and the second turning green light time satisfy; wherein, the formula corresponding to the second preset condition is a formula for determining the turning green light time of the intersection based on the first turning green light time and the second turning green light time. The period range corresponding to the green light time at the intersection is taken as the period range of the intersection.

4. The method according to claim 1, characterized in that, in, The first metric is the sum of absolute loss times in the candidate coordination schemes for the trunk line; the absolute loss time is determined based on the phase difference between two adjacent intersections in the candidate coordination schemes for the trunk line. The second indicator is the standard deviation of the absolute loss time among the candidate coordination schemes for the trunk line.

5. The method according to any one of claims 1 to 4, characterized in that, After determining the coordination schemes and cycles to be implemented at multiple intersections on the trunk line based on candidate coordination schemes that meet the first preset conditions according to the first and second indicators within the target period, the method further includes: If there are multiple target periods, then for each target period, the candidate coordination schemes in which the first indicator and the second indicator satisfy the first preset condition are taken as the coordination schemes for the target period. According to the coordination scheme of each target period, a target period is selected from multiple target periods, and the selected target period is used as the target period for the trunk line operation, and the coordination scheme of the selected target period is used as the coordination scheme for the trunk line operation.

6. The method according to claim 5, characterized in that, According to the coordination plan for each target period, select one target period from multiple target periods, including: Control the trunk line to operate according to the coordination scheme of each target cycle, and obtain the effect parameters after operation; The target period of the coordination scheme in which the effect parameters satisfy the third preset condition is taken as the selected target period. The third preset condition includes some or all of the following: The target cycle that minimizes the sum of the number of forward and reverse stops at all intersections of the main road; The target period with the minimum difference in the number of forward and reverse stops at all intersections of the main road; The target cycle is the one with the largest ratio between the sum of the remaining green wave bands of all intersections on the main road and the target cycle. The target period is the period with the minimum sum of absolute lost time at all two adjacent intersections of the trunk line.

7. The method according to any one of claims 1 to 4, characterized in that, After determining the coordination schemes and cycles to be implemented at multiple intersections on the trunk line based on candidate coordination schemes that meet the first preset conditions according to the first and second indicators within the target period, the method further includes: If there are multiple target periods, then for each target period, the candidate coordination schemes in which the first indicator and the second indicator satisfy the first preset condition are taken as the coordination schemes for the target period. According to the coordination plan for each target period, select one target period from multiple target periods; If the selected target cycle meets the fourth preset condition, then the selected target cycle will be used as the target cycle for the trunk line operation, and the coordination scheme of the selected target cycle will be used as the coordination scheme for the trunk line operation. If the selected target period is greater than the current running period, the fourth preset condition includes some or all of the following: Compared to the current operating cycle, the sum of the number of stops at all intersections on the trunk line is reduced when the selected target cycle is used; Compared to the current operating cycle, when the selected target cycle is used, the number of stops at all intersections on the trunk line is equal, and the sum of the remaining green wave bands of the forward and reverse non-stop segments increases; Compared to the current operating cycle, when using the selected target cycle, the sum of the number of stops at all intersections on the trunk line and the sum of the remaining green wave bands are equal, resulting in a reduction in absolute time loss. Compared to the current operating cycle, when using the selected target cycle, the sum of the positive and negative effective green wave bandwidths between two adjacent intersections of the trunk line increases by a greater than a preset value. If the selected target period is less than the current running period, the fourth preset condition includes some or all of the following: Compared to the current operating cycle, the sum of the number of stops at all intersections on the trunk line is reduced when the selected target cycle is used; Compared to the current operating cycle, when the selected target cycle is used, the number of stops at all intersections on the trunk line is equal, and the sum of the remaining green wave bands of the forward and reverse non-stop segments increases; Compared to the current operating cycle, when using the selected target cycle, the number of stops and the sum of remaining green wave bands at all intersections on the trunk line are equal, resulting in a reduction in absolute time loss. Compared to the current operating cycle, when using the selected target cycle, the sum of the positive and negative effective green wave bandwidths between two adjacent intersections of the trunk line decreases by less than a threshold.

8. The method according to claim 5, characterized in that, Before determining the first indicator corresponding to each candidate coordination scheme according to the first preset relationship and the second indicator corresponding to each candidate coordination scheme according to the second preset relationship, the method further includes: If some candidate coordination schemes have the same candidate phase difference, then the difference between the target period and the currently running period of some candidate coordination schemes is determined, and candidate coordination schemes whose difference satisfies the condition are retained; and / or If the difference between the first ratio and the second ratio at a certain number of intersections is greater than a preset value, then the candidate coordination scheme corresponding to the second ratio at the intersection of the trunk line is eliminated; wherein, the first ratio is the green ratio time ratio of the positive and negative coordination phases corresponding to the coordination scheme currently in operation at the intersection; and the second ratio is the green ratio time ratio of the positive and negative coordination phases corresponding to the candidate coordination schemes at the intersection.

9. The method according to claim 1, characterized in that, The method further includes: If, during peak hours, a vehicle is parked in the opposite direction at one intersection and in the forward direction at the other, then the two adjacent intersections on the main road will be coordinated in segments.

10. The method according to claim 1 or 9, characterized in that, Determine whether the current time period is a peak period using the following methods: Obtain the number of stops in the coordinated direction at key intersections on the main road; If there are no parking spots in the coordinated direction of the key intersection on the trunk line, and the number of stops at the key intersection exceeds the boundary value, then the current time period is determined to be a peak time period. or If the current time period is defined as a peak period in the preset time period, then the current time period is determined to be a peak period.

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