Traffic cooperative control method, system, device and equipment

Abstract

The invention discloses a traffic cooperative control method, system, device and equipment, and aims to improve the traffic efficiency of a confluence area of a main road line and an entrance ramp. The method comprises the following steps: acquiring congestion state information of a downstream road of a road main line confluence area, a first vehicle queuing length of an upstream controlled lane of the road main line confluence area and a second vehicle queuing length of an entrance ramp; when it is detected that the congestion state information is a congestion state, the phase of a second signal lamp is controlled to be red, and the second signal lamp is arranged at the front end of the entrance ramp and used for indicating vehicles in the entrance ramp; when it is not detected that the congestion state information is a congestion state, the phase of a first signal lamp and the phase of a second signal lamp are controlled according to the first vehicle queuing length and the second vehicle queuing length, and the first signal lamp is arranged at the front end of a road main line confluence area and used for indicating vehicles in a road main line controlled lane.

Description

Technical Field

[0001] This application relates to the field of traffic control, specifically to a traffic cooperative control method, system, device, and equipment. Background Technology

[0002] With the rapid increase in car ownership among urban residents in my country, the traffic volume on urban expressways has increased dramatically. Therefore, coordinated traffic control between the mainline and ramps has become a key strategy for alleviating congestion and improving traffic efficiency. Existing ramp control schemes mostly control the traffic flow at the ramps themselves, thereby controlling traffic volume on expressways. However, these schemes are insufficient to improve the efficiency of the merging area between the mainline and ramps when traffic volume is high. Summary of the Invention

[0003] In view of this, embodiments of this application provide a traffic cooperative control method, system, device, and equipment to improve the traffic efficiency of the merging zone between the main road and the entrance ramp.

[0004] To address the above problems, the technical solutions provided in this application are as follows: In a first aspect, embodiments of this application provide a traffic cooperative control method, the method comprising: Obtain congestion status information of the downstream road in the mainline merging zone, the first vehicle queue length of the controlled lane upstream of the mainline merging zone, and the second vehicle queue length of the entrance ramp. When the congestion status information is detected as congested, the phase of the second signal light is controlled to be red. The second signal light is located at the front end of the entrance ramp and is used to indicate the vehicles in the entrance ramp. When no congestion status information is detected, the phase of the first traffic light and the phase of the second traffic light are controlled according to the first vehicle queue length and the second vehicle queue length. The first traffic light is set at the front end of the merging area of ​​the main road and is used to indicate vehicles in the controlled lanes of the main road.

[0005] In one possible implementation, controlling the phase of the first traffic light and the phase of the second traffic light based on the first vehicle queue length and the second vehicle queue length includes: If the queue length of the first vehicle exceeds the first threshold, the phase of the first traffic light is controlled to be green and the phase of the second traffic light is controlled to be red. If the queue length of the second vehicle exceeds the second threshold and the queue length of the first vehicle does not exceed the first threshold, the phase of the second traffic light is controlled to be green and the phase of the first traffic light is controlled to be red.

[0006] In one possible implementation, if the entrance ramp is a single point, the step of controlling the phase of the first traffic light to green and the phase of the second traffic light to red if the length of the first vehicle queue exceeds a first threshold includes: If the queue length of the first vehicle exceeds the first threshold, maintain the green phase of the first traffic light, or after the green phase of the second traffic light reaches the second minimum green time, control the phase of the first traffic light to be green and the phase of the second traffic light to be red; when the green phase of the first traffic light reaches the first maximum green time, control the phase of the first traffic light to be red and the phase of the second traffic light to be green. The step of controlling the second traffic light to be green and the first traffic light to be red if the second vehicle queue length exceeds a second threshold and the first vehicle queue length does not exceed a first threshold includes: If the queue length of the second vehicle exceeds the second threshold and the queue length of the first vehicle does not exceed the first threshold, the green phase of the second traffic light is maintained; or, after the green phase of the first traffic light reaches the first minimum green time, the phase of the second traffic light is controlled to be green and the phase of the first traffic light is controlled to be red; when the green phase of the second traffic light reaches the second maximum green time, the phase of the second traffic light is controlled to be red and the phase of the first traffic light is controlled to be green.

[0007] In one possible implementation, if there are multiple entrance ramps, the step of controlling the phase of the first traffic light to green and the phase of the second traffic light to red if the queue length of the first vehicle exceeds a first threshold includes: If the queue length of the first vehicle exceeds a first threshold, the green phase of the first traffic light is maintained; or, after the green phase of the second traffic light of each of the entrance ramps sequentially reaches the second minimum green time, the phase of the first traffic light is controlled to be green, and the phase of the second traffic light of each of the entrance ramps is red; when the green phase of the first traffic light reaches the first maximum green time, the phase of the first traffic light is controlled to be red, and the phase of the second traffic light of each of the entrance ramps is sequentially green. The step of controlling the second traffic light to be green and the first traffic light to be red if the second vehicle queue length exceeds a second threshold and the first vehicle queue length does not exceed a first threshold includes: If the second vehicle queue length of any of the aforementioned entrance ramps exceeds a second threshold and the first vehicle queue length does not exceed a first threshold, the green phase of the target second traffic light is maintained; or, after the currently green traffic light reaches a first minimum green time or a second minimum green time, the phase of the target second traffic light is controlled to be green, and the phases of other traffic lights are controlled to be red; when the green phase of the target second traffic light reaches a second maximum green time, the phase of the target second traffic light is controlled to be red, and the phases of other traffic lights are controlled to be green in sequence. If the second vehicle queue length of any multiple entrance ramps exceeds a second threshold and the first vehicle queue length does not exceed a first threshold, if any target second traffic light is in a green phase, control the target second traffic light to turn red and the other traffic lights to turn green after the green phase of the target second traffic light reaches the second maximum green time; or, after the traffic light currently in a green phase reaches the first minimum green time or the second minimum green time, control the target second traffic light to turn green and the other traffic lights to turn red; when the green phase of the target second traffic light reaches the second maximum green time, control the target second traffic light to turn red and the other traffic lights to turn green; the target second traffic light is the second traffic light of the entrance ramp where the second vehicle queue length exceeds the second threshold.

[0008] In one possible implementation, controlling the phase of the first traffic light and the phase of the second traffic light based on the first vehicle queue length and the second vehicle queue length includes: If the length of the first vehicle queue does not exceed the first threshold and the length of the second vehicle queue does not exceed the second threshold, when the green phase of the first traffic light reaches the first maximum green time, the phase of the first traffic light is controlled to be red and the phase of the second traffic light is controlled to be green; or when the green phase of the second traffic light reaches the second maximum green time, the phase of the first traffic light is controlled to be green.

[0009] In one possible implementation, the first threshold is determined based on the difference between the length of the road segment from the main road merging zone back to the upstream exit ramp and the first reserved distance; the second threshold is determined based on the difference between the ramp queuing length and the second reserved distance.

[0010] In one possible implementation, obtaining congestion status information of the downstream road of the mainline merging zone, the first vehicle queue length of the controlled lane upstream of the mainline merging zone, and the second vehicle queue length of the entrance ramp includes: The system acquires vehicle speeds collected by speed detectors installed downstream of the main road merging zone, or vehicle density collected by vehicle density detectors installed downstream of the main road merging zone, as well as first vehicle queue lengths collected by queue detectors installed in the controlled lanes upstream of the main road merging zone and second vehicle queue lengths collected by queue detectors installed at the entrance ramps.

[0011] Secondly, embodiments of this application provide a traffic cooperative control system, the system comprising: The system includes a decision-making unit, a first traffic light, a second traffic light, a queue detector, and a target detector; the decision-making unit communicates with the first traffic light, the second traffic light, the queue detector, and the target detector. The first traffic light is located at the front end of the merging zone on the main road and is used to indicate vehicles in the controlled lanes of the main road. The second signal light is located at the front end of the entrance ramp and is used to indicate vehicles within the entrance ramp; The target detector is located on the road downstream of the merging zone of the main road and is used to collect congestion status information; The queue detectors are installed in the upstream controlled lanes and entrance ramps of the main road merging zone to collect the first vehicle queue length in the upstream controlled lanes and the second vehicle queue length in the entrance ramps. A decision-making unit for executing the traffic cooperative control method as described in any of the above.

[0012] Thirdly, embodiments of this application provide a traffic cooperative control device, the device comprising: The acquisition unit is used to acquire congestion status information of the downstream road of the main line merging zone, the first vehicle queue length of the upstream controlled lane of the main line merging zone, and the second vehicle queue length of the entrance ramp. The first control unit is used to control the phase of the second signal light to red when the congestion status information is detected to be congested. The second signal light is located at the front end of the entrance ramp and is used to indicate the vehicles in the entrance ramp. The second control unit is used to control the phase of the first traffic light and the phase of the second traffic light according to the first vehicle queue length and the second vehicle queue length when no congestion status information is detected. The first traffic light is set at the front end of the merging area of ​​the main road and is used to indicate vehicles in the controlled lane of the main road.

[0013] Fourthly, embodiments of this application provide a traffic cooperative control device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the traffic cooperative control method as described in any of the preceding claims.

[0014] Fifthly, embodiments of this application provide a computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the traffic cooperative control method as described in any of the preceding claims.

[0015] Therefore, the embodiments of this application have the following beneficial effects: This application embodiment obtains congestion status information of the downstream road in the merging zone of the main road, the first vehicle queue length of the controlled lane upstream of the merging zone, and the second vehicle queue length of the entrance ramp. When congestion status information is detected as congested, it indicates that the main road is congested and vehicles need to be prohibited from merging from the ramp. In this case, the phase of the second traffic light at the front end of the entrance ramp is controlled to be red. When no congestion status information is detected, the phase of the second traffic light and the phase of the first traffic light located at the front end of the merging zone can be controlled according to the first and second vehicle queue lengths to implement coordinated signal control for vehicles in the controlled lanes outside the main road and the entrance ramp. By dynamically allocating right-of-way through the first vehicle queue length of the main road and the second vehicle queue length of the entrance ramp, the overall traffic efficiency of the merging zone between the main road and the entrance ramp is improved. Attached Figure Description

[0016] Figure 1 A schematic diagram illustrating an exemplary application scenario provided in this application embodiment; Figure 2 A flowchart of a traffic cooperative control method provided in an embodiment of this application; Figure 3 A schematic diagram of a traffic cooperative control system provided in an embodiment of this application; Figure 4 This is a schematic diagram of a traffic cooperative control device provided in an embodiment of this application. Detailed Implementation

[0017] To make the above-mentioned objectives, features and advantages of the embodiments of this application more apparent and understandable, the embodiments of this application will be further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0018] To facilitate understanding and explanation of the technical solutions provided in the embodiments of this application, the background technology of the embodiments of this application will be described first below.

[0019] In highway and expressway scenarios, the main road is a long-distance, high-capacity road carrying the main traffic flow, where vehicles can travel continuously. Ramps, on the other hand, are dedicated transitional sections connecting the main road and the main road, used for vehicles to enter and exit the main road. When vehicles from an entrance ramp need to merge into the main road, existing entrance ramp control schemes mostly control the traffic flow at the entrance ramp or use navigation and other methods to guide and limit the speed of vehicles on the main road to achieve coordinated control. However, such schemes are difficult to improve the traffic efficiency of the merging area between the main road and the entrance ramp when traffic volume is high, lacking coordinated control between the main road and the entrance ramp.

[0020] Based on this, embodiments of this application provide a traffic cooperative control method, system, device, and equipment, which dynamically allocates the right-of-way between the main road and the entrance ramp by implementing coordinated signal control on the controlled lanes outside the main road and the entrance ramp, thereby improving the overall traffic efficiency of the merging area.

[0021] To facilitate understanding of the traffic cooperative control method provided in the embodiments of this application, the following is combined with... Figure 1 The example scenario is shown below. See also... Figure 1 As shown in the figure, this figure is a schematic diagram of an exemplary application scenario provided in the embodiments of this application.

[0022] Vehicles entering from the ramps can merge into the mainline at the merging zone, which can be understood as the area adjacent to the merging point of the ramp and the mainline. There can be one or more ramps merging at the same merging point. One or more target detectors can be deployed downstream of the merging zone to collect real-time congestion information in the controlled lanes downstream of the mainline. Target detectors can include speed detectors and / or vehicle density detectors. For example, one or more speed detectors can be deployed downstream of the merging zone to collect real-time vehicle speeds in the controlled lanes downstream of the mainline; or one or more vehicle density detectors (not shown in the diagram) can be deployed downstream of the merging zone to collect real-time vehicle density in the controlled lanes downstream of the mainline. The downstream road of the merging zone can be understood as the road downstream of the merging zone, and the upstream road of the merging zone can be understood as the road upstream of the merging zone. Queue detectors can be deployed in the controlled lanes upstream of the main road to collect the first vehicle queue length in the controlled lanes upstream of the merging zone of the main road in real time. Queue detectors can also be deployed in each entrance ramp to collect the second vehicle queue length in real time.

[0023] The data collected by the target detector and the queue detector are uploaded to the decision unit in real time. The decision unit can execute the traffic cooperative control method provided in this application embodiment. Through this traffic cooperative control method, signal control commands can be generated in real time for the traffic light group (including the first traffic light and the second traffic light) and transmitted to the traffic signal controller.

[0024] The traffic signal controller can receive signal control commands from the decision-making unit and dynamically adjust the phase state of the signal light group, thereby realizing dynamic control of the right-of-way for vehicles in the controlled lanes on the outer side of the main line and the entrance ramps.

[0025] Specifically, at the merging point of the main road and the entrance ramp, i.e., on the upstream side of the merging point, a set of first traffic lights is installed for several outer controlled lanes under signal control. The number of controlled lanes can be determined based on the actual number of lanes. Other vehicles can pass through the inner lanes without interference. Simultaneously, a set of second traffic lights is installed at the front of each entrance ramp. After activation, the default state can be set to main road phase passage, i.e., the first traffic light phase is green, and the second traffic light phase is red.

[0026] Those skilled in the art will understand that Figure 1 The schematic diagram shown is merely one example in which embodiments of this application can be implemented. The scope of application of the embodiments of this application is not limited by any aspect of this framework.

[0027] To facilitate understanding of the embodiments of this application, a traffic cooperative control method provided by the embodiments of this application will be described below with reference to the accompanying drawings.

[0028] See Figure 2 As shown, this figure is a flowchart of a traffic cooperative control method provided in an embodiment of this application, as follows. Figure 2 As shown, the method may include S201-S203: S201: Obtain congestion status information of the downstream road of the mainline merging zone, the first vehicle queue length of the upstream controlled lane of the mainline merging zone, and the second vehicle queue length of the entrance ramp.

[0029] This application embodiment can utilize a decision-making unit to obtain congestion status information of roads downstream of the merging zone on the main road, the first vehicle queue length of the controlled lane upstream of the merging zone on the main road, and the second vehicle queue length of the entrance ramp. This data can comprehensively characterize the overall traffic flow of the main road and the entrance ramps.

[0030] In one possible implementation, S201 obtains congestion status information of the downstream road of the mainline merging zone, the first vehicle queue length of the controlled lane upstream of the mainline merging zone, and the second vehicle queue length of the entrance ramp, including: The system acquires vehicle speeds collected by speed detectors installed downstream of the main road merging zone, or vehicle density collected by vehicle density detectors installed downstream of the main road merging zone, as well as first vehicle queue lengths collected by queue detectors installed in the controlled lanes upstream of the main road merging zone and second vehicle queue lengths collected by queue detectors installed at the entrance ramps.

[0031] Based on the above explanation, one or more speed detectors can be deployed downstream of the merging zone on the main road to collect vehicle speeds in the controlled lanes downstream of the main road in real time; or one or more vehicle density detectors can be deployed downstream of the merging zone on the main road to collect vehicle density in the controlled lanes downstream of the main road in real time. Information such as vehicle speed and / or vehicle density can be used as congestion status information.

[0032] Queue detectors can be deployed in the controlled lanes upstream of the main road to collect the first vehicle queue length in the controlled lanes upstream of the merging area of ​​the main road in real time. Queue detectors can also be deployed in the entrance ramps to collect the second vehicle queue length in real time. The decision unit can obtain the congestion status information collected by the target detectors and the first and second vehicle queue lengths collected by the queue detectors.

[0033] S202: When a congestion status is detected, the phase of the second signal light is controlled to be red. The second signal light is located at the front end of the entrance ramp and is used to indicate the vehicles in the entrance ramp.

[0034] The system detects whether a road is congested. For example, it compares the vehicle speed downstream of the merging zone on the main road with a preset speed threshold, or it compares the vehicle density with a preset density threshold. If the speed speed is lower than the speed threshold or the density threshold is higher than the density threshold, the main road is considered congested, and merging from the ramp is prohibited. This is achieved by setting the second traffic light at the entrance ramp to red until the congestion on the main road is alleviated. The speed and density thresholds can be determined by referring to the speed characteristics of similar roads under congested conditions.

[0035] S203: When no congestion status information is detected, the phase of the first traffic light and the phase of the second traffic light are controlled according to the first vehicle queue length and the second vehicle queue length. The first traffic light is set at the front end of the merging area of ​​the main road and is used to indicate vehicles in the controlled lanes of the main road.

[0036] When no congestion information is detected, such as when the vehicle speed downstream of the merging zone on the main road is not less than the speed threshold or the traffic flow is not greater than the vehicle density threshold, coordinated control of the main road and the entrance ramps can be implemented. Based on the first and second vehicle queue lengths, a longer first queue length indicates congestion in the controlled lanes of the main road, and priority can be given to controlling vehicle passage in these lanes. A longer second queue length indicates congestion at the entrance ramps, and priority can be given to controlling vehicle passage at the entrance ramps. When both the first and second queue lengths are long, the main road has a higher priority, and therefore, priority can be given to controlling vehicle passage on the main road. Based on this principle, the phases of the first and second traffic lights can be controlled. The first traffic light is located at the front end of the merging zone, i.e., upstream of the merging zone, and is used to indicate vehicles in the controlled lanes of the main road.

[0037] This application embodiment obtains congestion status information of the downstream road in the merging zone of the main road, the first vehicle queue length of the controlled lane upstream of the merging zone, and the second vehicle queue length of the entrance ramp. When congestion status information is detected as congested, it indicates that the main road is congested and vehicles need to be prohibited from merging from the ramp. In this case, the phase of the second traffic light at the front end of the entrance ramp is controlled to be red. When no congestion status information is detected, the phase of the second traffic light and the phase of the first traffic light located at the front end of the merging zone can be controlled according to the first and second vehicle queue lengths to implement coordinated signal control for vehicles in the controlled lanes outside the main road and the entrance ramp. By dynamically allocating right-of-way through the first vehicle queue length of the main road and the second vehicle queue length of the entrance ramp, the overall traffic efficiency of the merging zone between the main road and the entrance ramp is improved.

[0038] In one possible implementation, the specific implementation of controlling the phase of the first traffic light and the phase of the second traffic light in S203 based on the first vehicle queue length and the second vehicle queue length may include: A1: If the queue length of the first vehicle exceeds the first threshold, control the phase of the first traffic light to be green and the phase of the second traffic light to be red.

[0039] In this embodiment of the application, the first threshold is determined based on the difference between the length of the road segment from the merging zone of the main road back to the upstream exit ramp and the first reserved distance.

[0040] In practical applications, queuing detectors can be installed at a certain distance from the merging point in the controlled lanes upstream of the main road. The placement of the queuing detectors can be determined based on a first threshold (maximum queue length on the main road) to monitor vehicle queuing on the main road. The first threshold can be determined based on the difference between the length of the road segment from the merging area on the main road back to the upstream exit ramp and a first reserved distance, to prevent excessively long queues on the main road side of the entrance ramp from spreading to the upstream exit ramp area and affecting vehicles needing to exit the highway.

[0041] When the length of the first vehicle queue exceeds the first threshold, it indicates that the queue of vehicles on the main road is too long and may affect vehicles that need to exit the highway from the upstream exit ramp. In this case, vehicles on the main road can be given priority to pass, and the first traffic light is controlled to be green and the second traffic light is controlled to be red.

[0042] A2: If the queue length of the second vehicle exceeds the second threshold and the queue length of the first vehicle does not exceed the first threshold, the phase of the second traffic light is controlled to be green and the phase of the first traffic light is controlled to be red.

[0043] In this embodiment of the application, the second threshold is determined based on the difference between the ramp queue length and the second reserved distance.

[0044] In practical applications, queuing detectors can be installed at a certain distance from the merging point within the entrance ramp. The placement of the queuing detectors is determined based on a second threshold (maximum queue length of the entrance ramp) to monitor vehicle queuing conditions at the entrance ramp. The second threshold can be determined based on the difference between the physical length of the entrance ramp available for queuing and a second reserved distance to prevent queuing vehicles from overflowing onto connected surface roads or toll plaza areas.

[0045] When the second vehicle queue length exceeds the second threshold, it indicates that the vehicle queue at the entrance ramp is too long. At the same time, the main road has higher priority than the entrance ramp. Therefore, when the second vehicle queue length exceeds the second threshold and the first vehicle queue length does not exceed the first threshold, the vehicles at the entrance ramp can be allowed to pass first, and the phase of the second traffic light is controlled to be green, while the phase of the first traffic light is red.

[0046] That is, if the queue length of the second vehicle exceeds the second threshold and the queue length of the first vehicle exceeds the first threshold, priority should be given to allowing vehicles on the main road to pass, and the phase of the first traffic light should be controlled to be green, while the phase of the second traffic light should be red.

[0047] However, in practical applications, waiting time and safety of vehicles also need to be considered. Therefore, it is necessary to set a first minimum green light time and a first maximum green light time (i.e., the minimum green light time and the maximum green light time of the main road phase) as well as a second minimum green light time and a second maximum green light time (the minimum green light time and the maximum green light time of the entrance ramp phase).

[0048] Specifically, the first minimum green light time is used to ensure that at least a certain number of vehicles can be allowed to pass after the main road has been granted the right of way, in order to avoid the signal phase switching too frequently and ensure safety.

[0049] The maximum green light time is designed to prevent excessively long green light phase times on the main road from causing long waiting times for vehicles queuing at entrance ramps, thus affecting the overall traffic experience.

[0050] The second minimum green light time is used to ensure that at least a certain number of vehicles can be allowed to pass after the right-of-way is obtained at the entrance ramp, so as to avoid the signal phase switching too frequently and ensure safety.

[0051] The second maximum green light time is used to limit the continuous merging of vehicles on ramps, preventing excessive waiting time for vehicles on the main line, which would affect the overall traffic experience and system efficiency.

[0052] In one possible implementation, if there is only one entrance ramp, and A1 controls the first traffic light to be green and the second traffic light to be red if the queue length of the first vehicle exceeds a first threshold, the specific implementation may include: If the queue length of the first vehicle exceeds the first threshold, maintain the green phase of the first traffic light, or after the green phase of the second traffic light reaches the second minimum green time, control the phase of the first traffic light to be green and the phase of the second traffic light to be red; when the green phase of the first traffic light reaches the first maximum green time, control the phase of the first traffic light to be red and the phase of the second traffic light to be green.

[0053] When the length of the first vehicle queue on the main road exceeds a first threshold, the green phase of the first traffic light is maintained. Alternatively, after the green phase of the second traffic light reaches the second minimum green time, the first traffic light is switched to green and the second traffic light to red. This phase will be maintained until the first maximum green time is reached, at which point a forced switch will occur, switching the first traffic light to red and the second traffic light to green. Alternatively, the switch may occur after the first minimum green time is met if there is demand at the entrance ramp and no sustained demand on the main road (the second vehicle queue length exceeds the second threshold but the first vehicle queue length does not exceed the first threshold).

[0054] In one possible implementation, if the queue length of the second vehicle exceeds a second threshold and the queue length of the first vehicle does not exceed a first threshold, A2 controls the phase of the second traffic light to be green, and the phase of the first traffic light to be red. Specific implementations may include: If the queue length of the second vehicle exceeds the second threshold and the queue length of the first vehicle does not exceed the first threshold, maintain the green phase of the second traffic light; or, after the green phase of the first traffic light reaches the first minimum green time, control the phase of the second traffic light to be green and the phase of the first traffic light to be red; when the green phase of the second traffic light reaches the second maximum green time, control the phase of the second traffic light to be red and the phase of the first traffic light to be green.

[0055] When the length of the second vehicle queue at the entrance ramp exceeds a second threshold while the length of the first vehicle queue does not exceed a first threshold, the green phase of the second traffic light is maintained. Alternatively, after the green phase of the first traffic light reaches a first minimum green time, the second traffic light is switched to green, and the first traffic light to red. This phase will continue until the second maximum green time is reached, at which point a forced switch occurs, switching the second traffic light to red and the first traffic light to green. Alternatively, the switch may occur after the second minimum green time is met, due to higher priority mainline demand (the first vehicle queue length exceeding the first threshold).

[0056] In one possible implementation, if there are multiple entrance ramps, and if the queue length of the first vehicle exceeds a first threshold, A1 controls the phase of the first traffic light to be green and the phase of the second traffic light to be red. Specific implementations may include: If the queue length of the first vehicle exceeds the first threshold, maintain the green phase of the first traffic light, or after the green phase of the second traffic light at each entrance ramp sequentially reaches the second minimum green time, control the phase of the first traffic light to be green and the phase of the second traffic light at each entrance ramp to be red; when the green phase of the first traffic light reaches the first maximum green time, control the phase of the first traffic light to be red and the phase of the second traffic light at each entrance ramp sequentially to be green.

[0057] When the length of the first vehicle queue on the main road exceeds a first threshold, the green phase of the first traffic light is maintained. Alternatively, after each of the second traffic lights has reached the second minimum green time, the first traffic light is switched to green, and all second traffic lights are switched to red. This phase will be maintained until the first maximum green time is reached, after which a forced switch will occur, switching the first traffic light to red and the subsequent second traffic lights to green. Alternatively, the switch may occur after the first minimum green time is met if there is demand at the entrance ramps and no sustained demand on the main road (the second vehicle queue length exceeds the second threshold, but the first vehicle queue length does not exceed the first threshold). It is important to note that when there are multiple entrance ramps, only one entrance ramp is allowed to pass at a time, meaning that only one second traffic light is green at any given time, while the others are red.

[0058] In one possible implementation, if the queue length of the second vehicle exceeds a second threshold and the queue length of the first vehicle does not exceed a first threshold, A2 controls the phase of the second traffic light to be green, and the phase of the first traffic light to be red. Specific implementations may include: If the second vehicle queue length on any entrance ramp exceeds the second threshold and the first vehicle queue length does not exceed the first threshold, maintain the green phase of the target second traffic light; or, after the current green phase traffic light reaches the first minimum green time or the second minimum green time, control the phase of the target second traffic light to be green, and the phases of other traffic lights to be red; when the green phase of the target second traffic light reaches the second maximum green time, control the phase of the target second traffic light to be red, and the phases of other traffic lights to be green in sequence.

[0059] When the queue length of the second vehicle on any entrance ramp exceeds a second threshold while the queue length of the first vehicle does not exceed a first threshold, if the second traffic light (target second traffic light) of that entrance ramp is green, its green phase is maintained. Alternatively, after other traffic lights have reached a first minimum green time or a second minimum green time, the target second traffic light is switched to green, and the other traffic lights are switched to red. The target second traffic light's phase will remain until the second maximum green time is reached, at which point a forced switch is initiated, controlling the other traffic lights to switch to green sequentially. Alternatively, after the second minimum green time is met, a switch may occur due to higher priority mainline demand (the queue length of the first vehicle exceeds the first threshold).

[0060] If the second vehicle queue length of any number of entrance ramps exceeds a second threshold and the first vehicle queue length does not exceed a first threshold, if any target second traffic light is in a green phase, after the green phase of the target second traffic light successively reaches the second maximum green time, the phase of the target second traffic light is controlled to be red, and the phases of other traffic lights are controlled to be green in sequence; or after the traffic light currently in a green phase reaches the first minimum green time or the second minimum green time, the phase of the target second traffic light is controlled to be green in sequence, and the phases of other traffic lights are red; when the green phase of the target second traffic light successively reaches the second maximum green time, the phase of the target second traffic light is controlled to be red, and the phases of other traffic lights are controlled to be green in sequence; the target second traffic light is the second traffic light of the entrance ramp where the second vehicle queue length exceeds the second threshold.

[0061] When the queue length of the second vehicles at multiple entrance ramps exceeds a second threshold while the queue length of the first vehicles does not exceed the first threshold, if any target second traffic light is green, its green phase is maintained. Once the green phase of that target second traffic light reaches the second maximum green time, another target second traffic light is controlled to be green, and this process continues until the green phases of all target second traffic lights sequentially reach the second maximum green time, at which point other traffic lights are controlled to sequentially switch to green. Alternatively, switching may occur after the second minimum green time is met due to higher priority mainline demand (the queue length of the first vehicle exceeds the first threshold). In one possible implementation, step S203 controls the phases of the first and second traffic lights based on the queue lengths of the first and second vehicles, including: If the length of the first vehicle queue does not exceed the first threshold and the length of the second vehicle queue does not exceed the second threshold, when the green phase of the first traffic light reaches the first maximum green time, the phase of the first traffic light is controlled to be red and the phase of the second traffic light is controlled to be green; or when the green phase of the second traffic light reaches the second maximum green time, the phase of the first traffic light is controlled to be green.

[0062] If the queue length of the first vehicle does not exceed the first threshold and the queue length of the second vehicle does not exceed the second threshold, the current traffic light phase is maintained, and the traffic light phase is switched according to the preset first maximum green light duration and second maximum green light duration constraints. When there are multiple entrance ramps, only vehicles from one entrance ramp are allowed to pass at a time. The corresponding traffic light phases are controlled to green sequentially according to the preset order of the main road and each entrance ramp, and the traffic light phase is switched according to the preset first maximum green light duration and second maximum green light duration constraints.

[0063] This embodiment of the application dynamically allocates right-of-way by using the first vehicle queue length on the main road and the second vehicle queue length on the entrance ramp, thereby improving the overall traffic efficiency of the merging area between the main road and the entrance ramp. Simultaneously, it considers the minimum and maximum green light durations, avoiding frequent signal light switching and making vehicle waiting times more reasonable, thus improving traffic efficiency while ensuring safety and the overall traffic experience.

[0064] Based on the traffic cooperative control method provided in the above-described embodiments, this application also provides a traffic cooperative control system, which will be described below with reference to the accompanying drawings.

[0065] See Figure 3 As shown in the figure, this is a schematic diagram of the structure of a traffic cooperative control system provided in an embodiment of this application. Figure 3 As shown, the traffic cooperative control system includes: The system includes a decision unit 301, a first traffic light 302, a second traffic light 303, a queue detector 304, and a target detector 305; the target detector 305 includes a speed detector or a flow detector; the decision unit 301 communicates with the first traffic light 302, the second traffic light 303, the queue detector 304, and the target detector 305. The first traffic light 302 is located at the front end of the merging area of ​​the main road and is used to indicate vehicles in the controlled lanes of the main road. The second signal light 303 is installed at the front end of the entrance ramp to indicate vehicles within the entrance ramp; The target detector 305 is installed on the road downstream of the merging zone of the main road to collect congestion status information; For example, the target detector 305 can be a speed detector set up on the road downstream of the merging zone of the main road to collect vehicle speed; the target detector 305 can also be a vehicle density detector set up on the road downstream of the merging zone of the main road to collect vehicle density. Queue detector 304 is installed in the upstream controlled lane and entrance ramp of the merging zone of the main road to collect the first vehicle queue length of the upstream controlled lane and the second vehicle queue length of the entrance ramp. Decision unit 301 is used to execute the traffic cooperative control method provided in any of the above embodiments.

[0066] For an explanation of the traffic cooperative control method, please refer to the above embodiments, which will not be repeated here.

[0067] Based on the traffic cooperative control method provided in the above-described embodiments, this application also provides a traffic cooperative control device, which will be described below with reference to the accompanying drawings.

[0068] See Figure 4 As shown in the figure, this is a structural schematic diagram of a traffic cooperative control device provided in an embodiment of this application. Figure 4 As shown, the traffic cooperative control device includes: The acquisition unit 401 is used to acquire congestion status information of the downstream road of the main line merging zone, the first vehicle queue length of the upstream controlled lane of the main line merging zone, and the second vehicle queue length of the entrance ramp. The first control unit 402 is used to control the phase of the second signal light to red when the congestion status information is detected to be congested. The second signal light is located at the front end of the entrance ramp and is used to indicate the vehicles in the entrance ramp. The second control unit 403 is used to control the phase of the first traffic light and the phase of the second traffic light according to the first vehicle queue length and the second vehicle queue length when no congestion status information is detected. The first traffic light is set at the front end of the merging area of ​​the main road and is used to indicate vehicles in the controlled lane of the main road.

[0069] In one possible implementation, the second control unit includes: The first control subunit is configured to control the phase of the first traffic light to be green and the phase of the second traffic light to be red if the queue length of the first vehicle exceeds a first threshold. The second control subunit is configured to control the phase of the second traffic light to be green and the phase of the first traffic light to be red if the second vehicle queue length exceeds a second threshold and the first vehicle queue length does not exceed a first threshold.

[0070] In one possible implementation, if there is one entrance ramp, the first control subunit is specifically used for: If the queue length of the first vehicle exceeds the first threshold, maintain the green phase of the first traffic light, or after the green phase of the second traffic light reaches the second minimum green time, control the phase of the first traffic light to be green and the phase of the second traffic light to be red; when the green phase of the first traffic light reaches the first maximum green time, control the phase of the first traffic light to be red and the phase of the second traffic light to be green. The second control subunit is specifically used for: If the queue length of the second vehicle exceeds the second threshold and the queue length of the first vehicle does not exceed the first threshold, the green phase of the second traffic light is maintained; or, after the green phase of the first traffic light reaches the first minimum green time, the phase of the second traffic light is controlled to be green and the phase of the first traffic light is controlled to be red; when the green phase of the second traffic light reaches the second maximum green time, the phase of the second traffic light is controlled to be red and the phase of the first traffic light is controlled to be green.

[0071] In one possible implementation, if there are multiple entrance ramps, the first control subunit is specifically used for: If the queue length of the first vehicle exceeds a first threshold, the green phase of the first traffic light is maintained; or, after the green phase of the second traffic light of each of the entrance ramps sequentially reaches the second minimum green time, the phase of the first traffic light is controlled to be green, and the phase of the second traffic light of each of the entrance ramps is red; when the green phase of the first traffic light reaches the first maximum green time, the phase of the first traffic light is controlled to be red, and the phase of the second traffic light of each of the entrance ramps is sequentially green. The second control subunit is specifically used for: If the second vehicle queue length of any of the aforementioned entrance ramps exceeds a second threshold and the first vehicle queue length does not exceed a first threshold, the green phase of the target second traffic light is maintained; or, after the currently green traffic light reaches a first minimum green time or a second minimum green time, the phase of the target second traffic light is controlled to be green, and the phases of other traffic lights are controlled to be red; when the green phase of the target second traffic light reaches a second maximum green time, the phase of the target second traffic light is controlled to be red, and the phases of other traffic lights are controlled to be green in sequence. If the second vehicle queue length of any multiple entrance ramps exceeds a second threshold and the first vehicle queue length does not exceed a first threshold, if any target second traffic light is in a green phase, control the target second traffic light to turn red and the other traffic lights to turn green after the green phase of the target second traffic light reaches the second maximum green time; or, after the traffic light currently in a green phase reaches the first minimum green time or the second minimum green time, control the target second traffic light to turn green and the other traffic lights to turn red; when the green phase of the target second traffic light reaches the second maximum green time, control the target second traffic light to turn red and the other traffic lights to turn green; the target second traffic light is the second traffic light of the entrance ramp where the second vehicle queue length exceeds the second threshold.

[0072] In one possible implementation, the second control unit includes: The third control subunit is configured to, if the first vehicle queue length does not exceed the first threshold and the second vehicle queue length does not exceed the second threshold, control the phase of the first traffic light to be red and the phase of the second traffic light to be green when the green phase of the first traffic light reaches the first maximum green time; or control the phase of the first traffic light to be green when the green phase of the second traffic light reaches the second maximum green time.

[0073] In one possible implementation, the first threshold is determined based on the difference between the length of the road segment from the main road merging zone back to the upstream exit ramp and the first reserved distance; the second threshold is determined based on the difference between the ramp queuing length and the second reserved distance.

[0074] In one possible implementation, the acquisition unit is specifically used for: The system acquires vehicle speeds collected by speed detectors installed downstream of the main road merging zone, or vehicle density collected by vehicle density detectors installed downstream of the main road merging zone, as well as first vehicle queue lengths collected by queue detectors installed in the controlled lanes upstream of the main road merging zone and second vehicle queue lengths collected by queue detectors installed at the entrance ramps.

[0075] In addition, this application embodiment also provides a traffic cooperative control device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements the traffic cooperative control method as described in any of the above claims.

[0076] This application also provides a computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the traffic cooperative control method as described in any of the preceding claims.

[0077] This application also provides a computer program product, including computer program instructions, which, when executed on a computer, cause the computer to perform the traffic cooperative control method as described in any of the preceding claims.

[0078] This application embodiment obtains congestion status information of the downstream road in the merging zone of the main road, the first vehicle queue length of the controlled lane upstream of the merging zone, and the second vehicle queue length of the entrance ramp. When congestion status information is detected as congested, it indicates that the main road is congested and vehicles need to be prohibited from merging from the ramp. In this case, the phase of the second traffic light at the front end of the entrance ramp is controlled to be red. When no congestion status information is detected, the phase of the second traffic light and the phase of the first traffic light located at the front end of the merging zone can be controlled according to the first and second vehicle queue lengths to implement coordinated signal control for vehicles in the controlled lanes outside the main road and the entrance ramp. By dynamically allocating right-of-way through the first vehicle queue length of the main road and the second vehicle queue length of the entrance ramp, the overall traffic efficiency of the merging zone between the main road and the entrance ramp is improved.

[0079] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the systems or apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple, and relevant parts can be referred to the method section.

[0080] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0081] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0082] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0083] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A traffic cooperative control method, characterized in that, The method includes: Obtain congestion status information of the downstream road in the mainline merging zone, the first vehicle queue length of the controlled lane upstream of the mainline merging zone, and the second vehicle queue length of the entrance ramp. When the congestion status information is detected as congested, the phase of the second signal light is controlled to be red. The second signal light is located at the front end of the entrance ramp and is used to indicate the vehicles in the entrance ramp. When no congestion status information is detected, the phase of the first traffic light and the phase of the second traffic light are controlled according to the first vehicle queue length and the second vehicle queue length. The first traffic light is set at the front end of the merging area of ​​the main road and is used to indicate vehicles in the controlled lanes of the main road.

2. The method according to claim 1, characterized in that, The step of controlling the phase of the first traffic light and the phase of the second traffic light based on the first vehicle queue length and the second vehicle queue length includes: If the queue length of the first vehicle exceeds the first threshold, the phase of the first traffic light is controlled to be green and the phase of the second traffic light is controlled to be red. If the queue length of the second vehicle exceeds the second threshold and the queue length of the first vehicle does not exceed the first threshold, the phase of the second traffic light is controlled to be green and the phase of the first traffic light is controlled to be red.

3. The method according to claim 2, characterized in that, If the entrance ramp is a single point, the step of controlling the first traffic light to be green and the second traffic light to be red if the queue length of the first vehicle exceeds a first threshold includes: If the queue length of the first vehicle exceeds the first threshold, maintain the green phase of the first traffic light, or after the green phase of the second traffic light reaches the second minimum green time, control the phase of the first traffic light to be green and the phase of the second traffic light to be red; when the green phase of the first traffic light reaches the first maximum green time, control the phase of the first traffic light to be red and the phase of the second traffic light to be green. The step of controlling the second traffic light to be green and the first traffic light to be red if the second vehicle queue length exceeds a second threshold and the first vehicle queue length does not exceed a first threshold includes: If the queue length of the second vehicle exceeds the second threshold and the queue length of the first vehicle does not exceed the first threshold, the green phase of the second traffic light is maintained; or, after the green phase of the first traffic light reaches the first minimum green time, the phase of the second traffic light is controlled to be green and the phase of the first traffic light is controlled to be red; when the green phase of the second traffic light reaches the second maximum green time, the phase of the second traffic light is controlled to be red and the phase of the first traffic light is controlled to be green.

4. The method according to claim 2, characterized in that, If there are multiple entrance ramps, the step of controlling the first traffic light to be green and the second traffic light to be red if the queue length of the first vehicle exceeds a first threshold includes: If the queue length of the first vehicle exceeds a first threshold, the green phase of the first traffic light is maintained; or, after the green phase of the second traffic light of each of the entrance ramps sequentially reaches the second minimum green time, the phase of the first traffic light is controlled to be green, and the phase of the second traffic light of each of the entrance ramps is red; when the green phase of the first traffic light reaches the first maximum green time, the phase of the first traffic light is controlled to be red, and the phase of the second traffic light of each of the entrance ramps is sequentially green. The step of controlling the second traffic light to be green and the first traffic light to be red if the second vehicle queue length exceeds a second threshold and the first vehicle queue length does not exceed a first threshold includes: If the second vehicle queue length of any of the aforementioned entrance ramps exceeds a second threshold and the first vehicle queue length does not exceed a first threshold, the green phase of the target second traffic light is maintained; or, after the currently green traffic light reaches a first minimum green time or a second minimum green time, the phase of the target second traffic light is controlled to be green, and the phases of other traffic lights are controlled to be red; when the green phase of the target second traffic light reaches a second maximum green time, the phase of the target second traffic light is controlled to be red, and the phases of other traffic lights are controlled to be green in sequence. If the second vehicle queue length of any multiple entrance ramps exceeds a second threshold and the first vehicle queue length does not exceed a first threshold, if any target second traffic light is in a green phase, control the target second traffic light to turn red and the other traffic lights to turn green after the green phase of the target second traffic light reaches the second maximum green time; or, after the traffic light currently in a green phase reaches the first minimum green time or the second minimum green time, control the target second traffic light to turn green and the other traffic lights to turn red; when the green phase of the target second traffic light reaches the second maximum green time, control the target second traffic light to turn red and the other traffic lights to turn green; the target second traffic light is the second traffic light of the entrance ramp where the second vehicle queue length exceeds the second threshold.

5. The method according to claim 1, characterized in that, The step of controlling the phase of the first traffic light and the phase of the second traffic light based on the first vehicle queue length and the second vehicle queue length includes: If the length of the first vehicle queue does not exceed the first threshold and the length of the second vehicle queue does not exceed the second threshold, when the green phase of the first traffic light reaches the first maximum green time, the phase of the first traffic light is controlled to be red and the phase of the second traffic light is controlled to be green; or when the green phase of the second traffic light reaches the second maximum green time, the phase of the first traffic light is controlled to be green.

6. The method according to any one of claims 2-5, characterized in that, The first threshold is determined based on the difference between the length of the road segment from the merging zone of the main road back to the upstream exit ramp and the first reserved distance; the second threshold is determined based on the difference between the queue length of the ramp and the second reserved distance.

7. The method according to claim 1, characterized in that, The acquisition of congestion status information of the downstream road of the mainline merging zone, the first vehicle queue length of the controlled lane upstream of the mainline merging zone, and the second vehicle queue length of the entrance ramp include: The system acquires vehicle speeds collected by speed detectors installed downstream of the main road merging zone, or vehicle density collected by vehicle density detectors installed downstream of the main road merging zone, as well as the first vehicle queue length collected by queue detectors installed in the controlled lanes upstream of the main road merging zone and the second vehicle queue length collected by queue detectors installed at the entrance ramps.

8. A traffic cooperative control system, characterized in that, The system includes: The system includes a decision-making unit, a first traffic light, a second traffic light, a queue detector, and a target detector; the decision-making unit communicates with the first traffic light, the second traffic light, the queue detector, and the target detector. The first traffic light is located at the front end of the merging zone of the main road and is used to indicate vehicles in the controlled lanes of the main road. The second signal light is located at the front end of the entrance ramp and is used to indicate vehicles within the entrance ramp; The target detector is located on the road downstream of the merging zone of the main road and is used to collect congestion status information; The queue detectors are installed in the upstream controlled lanes and entrance ramps of the main road merging zone to collect the first vehicle queue length in the upstream controlled lanes and the second vehicle queue length in the entrance ramps. A decision-making unit for executing the traffic cooperative control method as described in any one of claims 1-7.

9. A traffic cooperative control device, characterized in that, The device includes: The acquisition unit is used to acquire congestion status information of the downstream road of the main line merging zone, the first vehicle queue length of the upstream controlled lane of the main line merging zone, and the second vehicle queue length of the entrance ramp. The first control unit is used to control the phase of the second signal light to red when the congestion status information is detected to be congested. The second signal light is located at the front end of the entrance ramp and is used to indicate the vehicles in the entrance ramp. The second control unit is used to control the phase of the first traffic light and the phase of the second traffic light according to the first vehicle queue length and the second vehicle queue length when no congestion status information is detected. The first traffic light is set at the front end of the merging area of ​​the main road and is used to indicate vehicles in the controlled lane of the main road.

10. A traffic cooperative control device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the traffic cooperative control method as described in any one of claims 1-7.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a terminal device, cause the terminal device to perform the traffic cooperative control method as described in any one of claims 1-7.

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