An intelligent traffic signal cooperative control method, device and medium

Abstract

The application discloses a kind of intelligent traffic signal cooperative control method, electronic equipment and computer readable storage medium, belong to intelligent traffic control technical field.Area intersection uses unified signal cycle and multiple phase, phase length is equal in basic mode;According to signal cycle and phase number determine core time unit, upstream and downstream intersection theoretical travel time is normalized to integer multiple of core time unit and obtains target travel time;With the target travel time of upstream intersection symmetrical towards straight phase release starting point, determine downstream intersection straight phase release starting point, realize trunk road whole process two-way green wave traffic.The application also integrates phase adaptation, flow dynamic adaptation, dynamic vehicle fleet priority and non-motor vehicle left turn safety control mechanism, improve regional traffic efficiency, system robustness and intersection safety under the premise of maintaining green wave skeleton stability.The application is simple and easy to deploy, and is suitable for urban area road network multi-intersection signal cooperative control.

Description

Technical Field

[0001] This invention relates to the field of intelligent traffic control technology, specifically to an intelligent traffic signal cooperative control method, electronic device, and computer-readable storage medium. Background Technology

[0002] In urban road traffic signal control, green wave control is a crucial means of improving the efficiency of arterial road traffic. Traditional two-way green wave control typically employs a fixed phase difference design, making it difficult to simultaneously accommodate two-way traffic demands. It often prioritizes continuous passage in one direction, requiring oncoming traffic to frequently stop and wait. Furthermore, existing green wave control schemes primarily coordinate single arterial roads, lacking multi-intersection coordination mechanisms at the regional road network level. When parameters such as intersection spacing, signal cycle, and phase duration are mismatched, the coordination effect of green waves significantly decreases. Simultaneously, existing technologies lack refined management methods for non-motorized traffic flow and the priority requirements of side roads, resulting in prominent conflicts between motorized and non-motorized traffic at intersections, thus hindering overall traffic efficiency and safety. Summary of the Invention

[0003] To overcome the shortcomings of existing technologies, this invention provides an intelligent traffic signal cooperative control method that can achieve efficient cooperative control of bidirectional green waves in regional road networks, while also taking into account the priority passage of dynamic convoys and the safety of non-motorized vehicle passage.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: A method for coordinated intelligent traffic signal control, wherein all intersections within a region adopt a unified signal cycle and are configured with multiple phases, and in the basic mode, the release time of each phase is equal, the method includes the following steps: Based on the speed limit standards between upstream and downstream intersections that are connected in the road network, the expected traffic speed is preset. The core time unit is determined based on the unified signal period and phase duration. The theoretical travel time is calculated based on the expected traffic speed and the intersection spacing, and the theoretical travel time is adjusted to an integer multiple of the core time unit to determine the target travel time between the upstream and downstream intersections; Based on the start time of the straight-ahead phase release at a symmetrical orientation at the upstream intersection and the target travel time T x Addition and subtraction operations are performed to determine the starting point of the passage time for the corresponding straight-ahead phase at the downstream intersection. The symmetrical orientation refers to the forward and reverse directions on the same road, in order to achieve full-length two-way green wave coordinated passage on the main road.

[0005] Furthermore, the core time unit is determined based on the unified signal period and phase duration, including: defining half of the phase duration as the core time unit T0, i.e., T0 = T / (2N), where T is the unified signal period and N is the number of phases; and setting the target travel time T between all intersections as... x Limited to integer multiples of T0, i.e., T x = n × T0, where n is a positive integer.

[0006] This constraint unifies the time parameters of the entire regional road network onto an integer multiple of T0 grid. An integer multiple grid refers to a time coordinate system composed of 2N discrete time points, where the starting point for the release time of all intersection phases falls at time points 0, T0, 2T0, ..., (2N-1)T0, or their shifted positions. The shifted positions are obtained by simultaneously adding a system common offset R to the aforementioned 2N discrete time points, with a value ranging from [0, T0). Normally, the offset is 0, resulting in 0+R, T0+R, 2T0+R, ..., (2N-1)T0+R. This does not change the relative positional relationships between the 2N discrete points and does not affect the constraint effectiveness of the integer multiple grid.

[0007] The above constraints ensure that the calculation of the phase difference between the forward and reverse directions is symmetrical: the downstream release time for forward vehicles is equal to the upstream release time plus T. x Reverse vehicles equal the upstream release time minus T x This symmetry is guaranteed by the constraint of T0 being an integer multiple, which makes the phase difference calculation have a deterministic analytical solution without the need for complex iterative optimization.

[0008] Furthermore, the calculation of the release time for the corresponding straight-ahead phase at the downstream intersection based on the release time and travel time of the straight-ahead phase at the upstream intersection specifically involves: For vehicles traveling in the forward direction, the start time for the straight-ahead phase at the downstream intersection = the start time for the corresponding straight-ahead phase at the upstream intersection + T x ; For vehicles traveling in the opposite direction, the start time for the straight-ahead phase at the downstream intersection = the start time for the corresponding straight-ahead phase at the upstream intersection - T x ; If the calculation result exceeds the signal period range [0, T), where T is the signal period, then it is corrected by adding or subtracting a complete signal period T.

[0009] The method further includes a phase composition adaptation step: when the calculated start time of the downstream intersection's through phase is different from the start time of its opposite through phase, the phase composition is as follows: One direction straight + its left turn + four directions right turns; When the calculated start time of the straight-ahead phase at the downstream intersection is the same as the start time of the straight-ahead phase in the opposite direction, the left-turn phase is removed, and the phase composition is adjusted as follows: One direction straight ahead + the opposite direction straight ahead + both turning right; A left turn in one direction + a left turn in the opposite direction + a right turn in four directions.

[0010] Under the condition that the phase durations are equal and satisfy the constraint of being integer multiples of T0, and without considering the flow factor, the starting point of the release time for all phases is limited to 2N discrete time points. Here, N is the number of phases, T0 is the core time unit, and its relationship with the signal period T is T0 = T / (2N), which is half the duration of a single phase.

[0011] The 2N discrete time points are called the local time points, and their set is 0+R, T0+R, 2T0+R, 3T0+R, ..., (2N-1)T0+R, where R is the system common offset, with a value range of [0, T0), and is normally taken as 0. The 2N local time points are divided into two groups: Group 1 and Group 2. The first group consists of even multiples of T0: 0+R, 2T0+R, 4T0+R, ...; The second group consists of odd multiples of T0: T0+R, 3T0+R, 5T0+R, ...

[0012] Taking a 4-phase system with a period T=160 seconds as an example, T0=20 seconds, and R=0. At this time, there are 2N=8 base time points: 0, 20, 40, 60, 80, 100, 120, and 140. The first set of base time points is 0, 40, 80, and 120, corresponding to clearance periods of 0~40 seconds, 40~80 seconds, 80~120 seconds, and 120~160 seconds; the second set of base time points is 20, 60, 100, and 140, corresponding to clearance periods of 20~60 seconds, 60~100 seconds, 100~140 seconds, and 140~180 seconds. In practical applications, all clearance periods end 2~4 seconds early as emptying time.

[0013] The starting points for the release times of all phases at the same intersection must belong to the same set of local time points. This constraint is determined by the characteristic that the travel time is an integer multiple of T0. Let the starting point of a certain phase at the upstream intersection be t_up = kT0 + R, where k is an integer; when the travel time between the upstream and downstream intersections is T... xWhen t_down = t_up ± nT0 = (k±n)T0+R, the phase start point corresponding to the downstream intersection is still in the form of an integer multiple of T0 plus R, that is, it remains within the same set of local time points. Therefore, it can be deduced that the phase start point of all intersections satisfies this constraint.

[0014] This feature ensures the reversibility and symmetry of the bidirectional green wave and provides a basis for system scheme verification and fault diagnosis: if the phase starting point of a certain intersection is detected to deviate from the set of time points, or if the phase starting points of the same intersection belong to different groups, it is determined that there is a conflict or fault in the system parameters.

[0015] The method also includes a flow factor adaptation step: based on the bidirectional green wave coordination scheme, according to the real-time or predicted traffic flow of each phase, while keeping the regional unified signal cycle unchanged, the green light duration of each phase is adjusted by increasing the green light duration of at least one phase and correspondingly decreasing the green light duration of at least another phase.

[0016] The flow factor can be introduced during the calculation of the two-way green wave coordination scheme, or dynamically introduced after the scheme is generated. Introduction methods include: Intervene during the scheme calculation process: When determining the starting point of the phase release time at each intersection, use traffic weight as a constraint to match the release time allocation with traffic demand; Dynamic intervention after the plan is generated: Based on the established green wave coordination plan, the release duration of each phase is dynamically adjusted according to the real-time traffic data.

[0017] After the flow factor is introduced, the corresponding phase release time start and release duration are adjusted accordingly. The main body of the adjusted release period remains within the time interval corresponding to the original group's time point, so as to ensure that the green wave coordination framework is not destroyed.

[0018] Taking a 4-phase system with a period T=160 seconds and T0=20 seconds as an example, the starting point for the forward straight-ahead phase release time is 2T0 (40 seconds), and the release period is 40~80 seconds; the starting point for the reverse straight-ahead phase release time is 4T0 (80 seconds), and the release period is 80~120 seconds. Both phase starting points belong to the first group of local time points.

[0019] When the forward traffic flow is higher than the reverse traffic flow, the forward straight-ahead phase can be extended by 10 seconds, and the reverse straight-ahead phase shortened by 10 seconds. After the adjustment, the forward straight-ahead phase's release time is 40-90 seconds, and the reverse straight-ahead phase's release time is 90-120 seconds. The start time for the reverse straight-ahead phase's release time is correspondingly adjusted to 90 seconds. Its main release time still falls within the original first group's corresponding time interval, and the coordination with upstream and downstream intersections can be maintained through fine-tuning, achieving dynamic traffic flow adaptation while maintaining the stability of the green wave coordination framework.

[0020] The method also includes a dynamic platoon priority passage step to enable graded driving of motor vehicles: A convoy of vehicles exiting the straight-ahead phase of an intersection and traveling at the recommended speed is defined as a dynamic convoy and is given a higher level of right-of-way. Controllable signals are installed at all secondary intersections, and the green light passage time for the arrival of the dynamic convoy is configured based on the straight-ahead phase release time of the upstream intersection, the distance between intersections, and the traffic flow. During green light periods, traffic crossing the direction of a moving convoy is prohibited. After the green light period ends, non-convoy vehicles may slow down and proceed only after confirming that there are no conflicting traffic flows or pedestrians in the intersecting directions.

[0021] The method also includes a non-motorized vehicle left-turn traffic control step to avoid conflicts between motorized and non-motorized vehicles: A waiting area for non-motorized vehicles to turn left is marked on the inside of the motor vehicle lane at the intersection. Install signs or signals along the roadside indicating that non-motorized vehicles are allowed to enter the left-turn waiting area; Non-motorized vehicles turning left should enter the left-turn waiting area during the red light and wait for the green light in the corresponding direction to turn left, thus avoiding intersection with the flow of vehicles going straight and reducing conflicts between motorized and non-motorized vehicles at the intersection.

[0022] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement any of the intelligent traffic signal cooperative control methods described above.

[0023] The present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements any of the above-described intelligent traffic signal cooperative control methods. Detailed Implementation

[0024] The present invention will be further described in detail below with reference to specific embodiments. Those skilled in the art should understand that the following embodiments are only used to explain the present invention and are not intended to limit the scope of protection of the present invention.

[0025] Example 1: Core Time Units and Travel Time Calculation

[0026] In this embodiment, a uniform signal period T = 160 seconds is set within the region, with 4 phases of equal duration, and the system common offset is 0. Half of the phase duration in the uniform signal period is extracted as the core constraint parameter, i.e., T0 = T / (2N) = 20 seconds; Based on the road conditions, the expected traffic speed is set to v=48 km / h, and the distance between the upstream and downstream intersections is set to L1=380 meters.

[0027] According to the method of the present invention, the travel time T x Limited to integer multiples of the core constraint parameter T0: T x =20 seconds (n=1), the corresponding speed is approximately 68.4 km / h; T x =40 seconds (n=2), the corresponding speed is approximately 34.2 km / h.

[0028] T x =40 seconds is closer to the desired travel speed, therefore the target travel time T is determined. x =40 seconds.

[0029] If the start time for the forward straight-ahead phase at the upstream intersection is set to 60 seconds, and the start time for the reverse straight-ahead phase is set to 20 seconds, then: The starting point for the forward straight-ahead phase at the downstream intersection = 60 seconds + 40 seconds = 100 seconds; The starting point for the reverse straight-ahead phase release time at the downstream intersection = 20 seconds - 40 seconds = -20 seconds.

[0030] The calculation result of -20 seconds exceeds the signal period range [0, 160), which is corrected by adding a complete signal period T: -20 seconds + 160 seconds = 140 seconds.

[0031] The start time for the forward straight-ahead phase at the downstream intersection is 100 seconds, and the start time for the reverse straight-ahead phase is 140 seconds.

[0032] 100 seconds corresponds to the local time point 5T0, which belongs to the second group; 140 seconds corresponds to the local time point 7T0, which also belongs to the second group, and both satisfy the constraints.

[0033] In this embodiment, the starting points for the forward and reverse straight-ahead phases at the downstream intersection are different, so there is no need to perform phase merging adjustment.

[0034] Example 2: Adjustment of different intersection spacing and phase merging

[0035] In this embodiment, the unified signal period T = 160 seconds and the core constraint parameter T0 = 20 seconds.

[0036] The expected traffic speed is set to v=48 km / h, and the distance between the upstream and downstream intersections is set to L2=680 meters.

[0037] According to the method of the present invention, the travel time T x Limited to integer multiples of T0: T x =40 seconds (n=2), the corresponding speed is approximately 61.2 km / h; T x =60 seconds (n=3), the corresponding speed is approximately 40.8 km / h.

[0038] T x =60 seconds is closer to the desired travel speed, therefore the target travel time T is determined. x =60 seconds.

[0039] If the starting time for the forward straight-ahead phase at the upstream intersection is set to 140 seconds, and the starting time for the reverse straight-ahead phase is set to 100 seconds, then: The starting point for the reverse straight-ahead phase at the downstream intersection = 100 seconds - 60 seconds = 40 seconds; The starting point for the forward straight-ahead phase at the downstream intersection = 140 seconds + 60 seconds = 200 seconds.

[0040] The calculated result of 200 seconds exceeds the signal period range [0, 160), and is corrected by subtracting a complete signal period T: 200 seconds - 160 seconds = 40 seconds.

[0041] The start time for the forward straight-ahead phase at the downstream intersection is 40 seconds, and the start time for the reverse straight-ahead phase is also 40 seconds.

[0042] 40 seconds corresponds to the local time point 2T0, which belongs to the first group and satisfies the constraints.

[0043] Both have the same release time. The phase composition adaptation step is performed, the left-turn phase is removed, and the phase composition is adjusted as follows: One direction straight ahead + the opposite direction straight ahead + both turning right; A left turn in one direction + a left turn in the opposite direction + a right turn in four directions.

[0044] This embodiment shows that when the intersection spacing and the upstream phase starting point change, bidirectional green wave coordination can still be achieved by selecting an appropriate integer multiple n.

[0045] Example 3: Flow Factor Adaptation and Adjustment

[0046] Based on the bidirectional green wave coordination scheme generated in Example 1, when the traffic flow in the forward straight-ahead phase is significantly higher than that in the reverse straight-ahead phase, the green light duration in the forward straight-ahead phase is increased by 10 seconds and the green light duration in the reverse straight-ahead phase is decreased by 10 seconds, while keeping the uniform signal cycle T=160 seconds unchanged.

[0047] After the adjustment, the starting point for the forward straight-ahead phase release time remains 100 seconds, and the release period is 100-150 seconds; the starting point for the reverse straight-ahead phase release time changes to 150 seconds, and the release period is 150-180 seconds.

[0048] The phase duration remains within the time interval corresponding to the original group, and the green wave coordination skeleton remains stable.

[0049] This embodiment demonstrates that the method of the present invention can dynamically respond to changes in traffic demand by adapting to traffic factors while maintaining the stability of the green wave collaborative framework.

[0050] Example 4: Dynamic platoon priority passage and graded driving

[0051] A regional bidirectional green wave coordination benchmark is established according to the method in Example 1. A secondary intersection is set to be 300 meters from an upstream intersection, the starting point of the forward straight-ahead phase at the upstream intersection is 60 seconds, and the recommended vehicle speed is 48 km / h. The estimated time for the dynamic convoy to reach this secondary intersection is: 60 seconds + 300 meters / 13.33 meters / second ≈ 82.5 seconds.

[0052] Controllable signals are installed at this secondary intersection, with a green light period of 80 to 120 seconds. During this period, dynamic convoys enjoy high-level right-of-way, and vehicles traveling in the opposite direction of the convoy are prohibited from crossing. After the green light period ends, non-convoy vehicles may proceed only after confirming there are no conflicting traffic flows or pedestrians.

[0053] This embodiment demonstrates that the present invention can achieve graded driving of motor vehicles through a dynamic platoon priority passage mechanism, ensuring priority passage of continuous traffic flow on main roads.

[0054] Example 5: Control of Left Turns for Non-Motorized Vehicles

[0055] A waiting area for non-motorized vehicles to turn left is designated inside the motor vehicle lane at the intersection, and indicators allowing non-motorized vehicles to enter the waiting area are installed. Non-motorized vehicles turning left enter the waiting area during the red light and complete the left turn in one go after the corresponding green light turns on, without intersecting with the straight-going motor vehicle flow, thus eliminating conflict points between motorized and non-motorized vehicles.

[0056] Compared with conventional left turns for non-motorized vehicles, this method can significantly reduce the risk of conflict between motorized and non-motorized vehicles at intersections and improve traffic safety at intersections.

[0057] Example 6: Multifunctional Collaborative Operation

[0058] Within a certain urban area, a unified signal cycle of T=160 seconds and T0=20 seconds is set. Based on the distance between road segments and intersections and the expected traffic speed, the starting point of the straight-ahead phase release time at each intersection is calculated according to Implementation Examples 1 and 2, establishing a regional two-way green wave coordination benchmark.

[0059] The dynamic convoy priority passage function is activated on the main roads within the area. Vehicle convoys on the main roads are identified as high-level dynamic convoys, and green light periods are configured at downstream secondary intersections based on the estimated arrival time to ensure continuous passage of the convoys.

[0060] At major intersections within the area, waiting areas for non-motorized vehicles to turn left are set up in accordance with Example 5 to avoid conflicts between non-motorized vehicles and dynamic vehicle convoys.

[0061] When traffic flow changes, flow factor adaptation is performed according to Example 3, adjusting the phase green light duration while keeping the local time group unchanged to adapt to dynamic traffic demand.

[0062] This embodiment demonstrates that the present invention organically combines two-way green wave coordination, dynamic platoon priority passage, and safe passage of non-motorized vehicles to form a complete intelligent traffic signal coordination control system, thereby improving the efficiency, order, and safety of regional road network traffic.

[0063] Beneficial effects

[0064] Compared with the prior art, the present invention has the following beneficial effects: Achieving true two-way green wave coordination: By constraining travel time to an integer multiple of the core time unit T0, the forward and reverse green waves are symmetrical and reversible on the time axis, enabling coordinated two-way green wave traffic along the main road and improving regional traffic efficiency.

[0065] The calculation process is simple and efficient: the phase difference can be calculated based on a unified signal period and a preset expected passage speed, without the need for complex iterative optimization. It has low computational complexity and is easy to deploy in engineering and adjust in real time.

[0066] It has dynamic traffic flow adaptability: through the traffic factor adaptation step, the green light duration of the phase can be flexibly adjusted while maintaining the stability of the green wave coordination framework, so as to adapt to the time-varying characteristics of traffic flow.

[0067] The system has strong self-consistency and is easy to verify and diagnose: the phase start point in the reference mode is strictly constrained to one of the two local time points, providing a clear basis for scheme verification, system debugging and fault identification.

[0068] Implement graded driving for motor vehicles: Through a dynamic platoon priority passage mechanism, give high passage priority to continuous traffic flow on the main road and reduce the interference of secondary road traffic on the main road.

[0069] Significantly improve intersection traffic safety: By establishing left-turn waiting areas for non-motorized vehicles and implementing corresponding traffic rules, conflicts between motorized and non-motorized vehicles at intersections can be reduced or even eliminated, thereby improving the safety of non-motorized vehicle traffic.

[0070] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0071] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for coordinated intelligent traffic signal control, characterized in that, The method employs a unified signal cycle and multiple phases at all intersections within the area, with equal passage duration for each phase in the basic mode. The method includes the following steps: Based on the speed limit standards between upstream and downstream intersections that are connected in the road network, the expected traffic speed is preset. The core time unit is determined based on the unified signal period and phase duration. The theoretical travel time is calculated based on the expected traffic speed and intersection spacing, and then adjusted to an integer multiple of the core time unit to determine the target travel time T between the upstream and downstream intersections. x ; Based on the start time of the straight-ahead phase release at the upstream intersection with a symmetrical orientation and the target travel time T x Addition and subtraction operations are performed to determine the start time of the straight-ahead phase at the downstream intersection, so as to achieve full-length two-way green wave coordinated passage on the main road.

2. The intelligent traffic signal cooperative control method according to claim 1, characterized in that, The determination of the core time unit based on the uniform signal period and phase duration includes: Half of the phase duration is defined as the core time unit T0, i.e., T0 = T / (2N), where T is the uniform signal period and N is the number of phases; The target travel time T between all intersections x Limited to integer multiples of T0, i.e., T x = n × T0, where n is a positive integer; This constraint unifies the time parameters of the entire regional road network onto an integer multiple grid consisting of 2N discrete time points. The starting point of the release time for all intersection phases falls on the discrete time points consisting of 0+R, T0+R, 2T0+R, 3T0+R, ..., (2N-1)T0+R, where R is the system common offset.

3. The intelligent traffic signal cooperative control method according to claim 1, characterized in that, The calculation of the release time for the corresponding straight-ahead phase at the downstream intersection based on the release time and travel time of the straight-ahead phase at the upstream intersection is specifically as follows: For vehicles traveling in the forward direction, the start time for the straight-ahead phase at the downstream intersection = the start time for the corresponding straight-ahead phase at the upstream intersection + T x ; For vehicles traveling in the opposite direction, the start time for the straight-ahead phase at the downstream intersection = the start time for the corresponding straight-ahead phase at the upstream intersection - T x ; If the calculation result exceeds the signal period range [0, T), where T is the signal period, then it is corrected by adding or subtracting a complete signal period T.

4. The intelligent traffic signal cooperative control method according to claim 1, characterized in that, The method further includes a phase composition form adaptation step: When the calculated start time of the straight-ahead phase at the downstream intersection is the same as the start time of the straight-ahead phase of its opposite direction, the left-turn phase is removed, and the phase composition is adjusted as follows: One direction straight ahead + the opposite direction straight ahead + both turning right; A left turn in one direction + a left turn in the opposite direction + a right turn in four directions.

5. The intelligent traffic signal cooperative control method according to claim 1, characterized in that, Under the constraints that the phase durations are equal and the target travel time is an integer multiple of T0, the starting point of the release time for all phases without flow factor intervention is limited to 2N discrete time points, where N is the number of phases; The 2N discrete time points are defined as local time points, and their set is 0+R, T0+R, 2T0+R, 3T0+R, ..., (2N-1)T0+R, where R is the system common offset; The 2N local time points are divided into a first group and a second group. The first group consists of even multiples of T0, namely 0+R, 2T0+R, 4T0+R, ..., and the second group consists of odd multiples of T0, namely T0+R, 3T0+R, 5T0+R, ... The start time for the release of all phases at the same intersection belongs to the same set of local time points.

6. The intelligent traffic signal cooperative control method according to claim 1, characterized in that, The method also includes a flow factor adaptation step: Based on the aforementioned two-way green wave coordination scheme, and while maintaining the unified signal cycle in the region, the green light duration of each phase is adjusted by increasing the green light duration of at least one phase and correspondingly decreasing the green light duration of at least another phase, according to the real-time or predicted traffic flow of each phase. The flow factor is involved in the calculation of the two-way green wave coordination scheme, or dynamically involved after the scheme is generated. After the intervention, the starting point of the phase release time and the release duration are adjusted accordingly, and the main body of the adjusted release period remains within the time interval corresponding to the original group's time point.

7. The intelligent traffic signal cooperative control method according to claim 1, characterized in that, The method also includes a dynamic platoon priority passage step to enable graded driving of motor vehicles: A convoy of vehicles exiting the straight-ahead phase of an intersection and traveling at the recommended speed is defined as a dynamic convoy and is given a higher level of right-of-way. Controllable signals are set up at all secondary intersections, and the green light passage period when the dynamic convoy arrives is configured according to the straight-ahead phase release time of the upstream intersection, the distance between intersections and the traffic flow. During the green light period, traffic crossing the direction of the dynamic convoy is prohibited. After the green light period ends, non-convoy vehicles may slow down and proceed only after confirming that there are no conflicting traffic flows or pedestrians in the intersecting directions.

8. The intelligent traffic signal cooperative control method according to any one of claims 1 to 7, characterized in that, The method also includes steps for controlling left turns for non-motorized vehicles: A waiting area for non-motorized vehicles to turn left is marked on the inside of the motor vehicle lane at the intersection. Install signs or signals along the roadside indicating that non-motorized vehicles are allowed to enter the left-turn waiting area; Non-motorized vehicles turning left should enter the left-turn waiting area during the red light and wait for the green light in the corresponding direction to turn left, so as to avoid intersecting with the flow of vehicles going straight.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the intelligent traffic signal cooperative control method as described in any one of claims 1 to 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the intelligent traffic signal cooperative control method as described in any one of claims 1 to 8.