A surface traffic system and optimization design method

Abstract

The present application relates to a kind of plane traffic system and optimization design method, also include with each two-way road of intersection, each the two-way road includes parallel vehicle exit lane and vehicle entry lane, the vehicle exit lane and vehicle entry lane are formed exit intersection and entry intersection respectively before vehicle stop line, and the exit intersection and entry intersection are symmetrically distributed in the two yellow line interruption place two sides, by controlling vehicle and pedestrian traffic to avoid space-time intersection of people flow and vehicle flow.The present application realizes vehicle and pedestrian no track intersection traffic by space-time separation, effectively reduces the traffic conflict of intersection, improves traffic efficiency and pedestrian safety.

Description

Technical Field

[0001] This invention relates to the field of transportation system design technology, and more particularly to a planar transportation system and its optimization design method. Background Technology

[0002] Intersections are key nodes in urban road traffic networks and also areas prone to traffic accidents. At traditional crossroads, numerous points of conflict exist in both time and space between different directions of vehicle traffic and between vehicle and pedestrian traffic. For example, left-turning vehicles and oncoming straight-going vehicles, or right-turning vehicles and pedestrians crossing the street, may intersect, causing traffic congestion and safety hazards.

[0003] To reduce traffic conflicts at intersections, existing technologies typically employ multi-phase traffic signal control schemes, separating traffic flows from different directions in time. However, most current phase designs only consider conflicts between motor vehicles, neglecting the crossing needs of pedestrians. This often results in pedestrians and turning vehicles being allowed to cross simultaneously, leading to mixed pedestrian and vehicle traffic and posing significant safety hazards. Furthermore, existing traffic signal timing schemes rely heavily on experience, lacking quantitative analysis and system optimization of conflict points, thus impacting overall operational efficiency. Summary of the Invention

[0004] This invention provides a planar traffic system that enables vehicles and pedestrians to cross paths without trajectories through spatiotemporal separation, thereby reducing traffic conflicts at intersections.

[0005] To achieve the above objectives, the technical solution of the present invention is as follows: a planar traffic system, including an intersection, a two-way road connecting to the intersection, vehicle traffic lights and pedestrian traffic lights installed at the intersection, and a controller for controlling the vehicle traffic lights and pedestrian traffic lights. The vehicle exit lane of the two-way road includes an exit intersection for exiting vehicles and pedestrians, and the vehicle entry lane of the two-way road includes an entry intersection for entering vehicles and pedestrians. The controller includes an entry intersection control module and an exit intersection control module.

[0006] The intersection entry control module is configured as follows:

[0007] When only the vehicle traffic light indicates that the turning traffic is allowed to pass through the entry intersection, the pedestrian traffic light also indicates that the pedestrian traffic is allowed to pass through the exit intersection.

[0008] When only the traffic light indicates that the vehicle is going straight into the intersection, it is also only allowed to pass through the intersection when the traffic light indicates that the vehicle is going straight out.

[0009] When only pedestrian traffic lights are allowed to indicate pedestrian flow to pass through the entry intersection, only vehicle traffic lights are allowed to indicate turning and exiting vehicles to pass through the exit intersection.

[0010] The exit intersection control module is configured as follows:

[0011] When only the vehicle traffic light indicates that the turning and exiting traffic is allowed to pass through the exit intersection, the pedestrian traffic light also indicates that the pedestrian traffic is allowed to pass through the entering intersection.

[0012] When only vehicles indicated by the traffic lights to be going straight out are allowed to pass through the exit intersection, only vehicles indicated by the traffic lights to be going straight in are also allowed to pass through the entry intersection.

[0013] When only pedestrian traffic lights are allowed to indicate pedestrian flow at the exit intersection, only vehicle traffic lights are allowed to indicate turning and entering vehicle flow at the entry intersection.

[0014] The second aspect of this invention provides an optimization design method for a planar traffic system as described in the first aspect. Through quantitative analysis of conflict points and system optimization, this method aims to achieve the goal of realizing non-trajectory cross-traffic passage of vehicles and pedestrians through spatiotemporal separation, thereby reducing traffic conflicts at intersections and further improving overall work efficiency.

[0015] To achieve the above objectives, the technical solution of the present invention is: an optimization design method for a plane traffic system, comprising the following steps:

[0016] S1: Count the number of two-way roads connected to the intersection, and configure vehicle traffic lights and pedestrian traffic lights according to the number of two-way roads, as well as controllers for controlling the vehicle traffic lights and pedestrian traffic lights. The controllers include an entry intersection control module and an exit intersection control module.

[0017] S2: Calculate the total number of traffic trajectories based on the traffic and pedestrian flows in all possible directions on each two-way road, and use the combination formula to obtain the potential intersections of traffic and pedestrian flows;

[0018] S3: Filter out the actual entry and exit intersections from the potential intersections;

[0019] S4: Configure the controller according to the actual intersection point, specifically as follows;

[0020] The intersection entry control module is configured as follows:

[0021] When only the vehicle traffic light indicates that the turning traffic is allowed to pass through the entry intersection, the pedestrian traffic light also indicates that the pedestrian traffic is allowed to pass through the exit intersection.

[0022] When only the traffic light indicates that the vehicle is going straight into the intersection, it is also only allowed to pass through the intersection when the traffic light indicates that the vehicle is going straight out.

[0023] When only pedestrian traffic lights are allowed to indicate pedestrian flow to pass through the entry intersection, only vehicle traffic lights are allowed to indicate turning and exiting vehicles to pass through the exit intersection.

[0024] The exit intersection control module is configured as follows:

[0025] When only the vehicle traffic light indicates that the turning and exiting traffic is allowed to pass through the exit intersection, the pedestrian traffic light also indicates that the pedestrian traffic is allowed to pass through the entering intersection.

[0026] When only vehicles indicated by the traffic lights to be going straight out are allowed to pass through the exit intersection, only vehicles indicated by the traffic lights to be going straight in are also allowed to pass through the entry intersection.

[0027] When only pedestrian traffic lights are allowed to indicate pedestrian flow at the exit intersection, only vehicle traffic lights are allowed to indicate turning and entering vehicle flow at the entry intersection.

[0028] A third aspect of the present invention provides a traffic optimization design system for reducing intersections, the system comprising at least one processor and a memory storing instructions that, when executed by the at least one processor, implement the steps of the method described in the second aspect.

[0029] The above-mentioned technical solution of the present invention has the following beneficial effects: On the one hand, the present invention constructs a traffic control system in which vehicles and pedestrians do not cross paths. The planar traffic system of the present invention completely eliminates the planar conflict between pedestrian and vehicle flows. By symmetrically associating and controlling the exit and entry points of each two-way road, it ensures that vehicles and pedestrians that would cause conflict will not be allowed to pass at the same time. The design avoids the risk of pedestrian and vehicle intersection, allowing vehicles and pedestrians to pass at different times without interfering with each other. It also avoids deceleration and waiting caused by yielding, thus improving the overall traffic efficiency.

[0030] On the other hand, it provides a further traffic optimization design method based on the first aspect, which allows designers to dynamically simulate the traffic process through a visual interface, adjust the plan before implementation, avoid on-site rework, and construction workers can directly install the indicator light group and configure the control program according to the final confirmed drawings. This further improves the overall work efficiency in order to achieve the goal of realizing the non-trajectory cross-traffic of vehicles and pedestrians through time and space separation and reducing traffic conflicts at intersections. Attached Figure Description

[0031] Figure 1This is a schematic diagram of the overall structure of a two-way road in one of the states of the present invention;

[0032] Figure 2 This is a schematic diagram of the two-way road state when one of the traffic modes of the present invention is implemented;

[0033] Figure 3 This is a schematic diagram of the two-way road state when one of the traffic modes of the present invention is implemented;

[0034] Figure 4 This is a schematic diagram of the two-way road state when one of the traffic modes of the present invention is implemented;

[0035] Figure 5 This is a schematic diagram of the layout of vehicle and pedestrian indicator lights in the first phase of a two-lane road according to the present invention;

[0036] Figure 6 This is a schematic diagram of the layout of vehicle and pedestrian indicator lights in the second phase of a two-lane road system according to the present invention;

[0037] Figure 7 This is a schematic diagram of the layout of vehicle and pedestrian indicator lights under the third phase of a two-lane road system according to the present invention;

[0038] Figure 8 This is a schematic diagram of the layout of vehicle and pedestrian indicator lights under the fourth phase of a two-lane road system according to the present invention;

[0039] Figure 9 This is a schematic diagram of the layout of vehicle and pedestrian indicator lights in the first phase of a four-lane road according to the present invention;

[0040] Figure 10 This is a schematic diagram of the layout of vehicle and pedestrian indicator lights in the second phase of a four-lane road according to the present invention;

[0041] Figure 11 This is a schematic diagram of the layout of vehicle and pedestrian indicator lights in the third phase of a four-lane road according to the present invention;

[0042] Figure 12 This is a schematic diagram of the layout of vehicle and pedestrian indicator lights in the fourth phase of a four-lane road according to the present invention;

[0043] Figure 13 This is a schematic diagram illustrating the steps of the optimization design method for the plane traffic system of the present invention;

[0044] Figure 14 This is a schematic diagram illustrating the steps of the optimization design method for the plane traffic system of the present invention;

[0045] Figure 15 This is a schematic diagram of the vehicle and pedestrian indicator light control according to the present invention;

[0046] Figure 16 This is a schematic diagram of the system of the present invention.

[0047] 1. Two-way road; 2. Vehicle exiting lane; 3. Vehicle entering lane; 4. Pedestrian crossing; 5. Pedestrian waiting area; 6. Vehicle traffic lights; 7. Three-way indicator lights; 9. First traffic light; 10. Third traffic light; 11. Second traffic light; 12. Fourth traffic light; 13. First indicator light; 14. Second indicator light; 15. Third indicator light; 16. Fourth indicator light; 17. Fifth indicator light; 18. Sixth indicator light; 19. Seventh indicator light; 20. Eighth indicator light; 21. Turn indicator light; 22. Controller; 23. Processor; 24. Exiting intersection; 25. Entering intersection; 26. Intersection; 27. Pedestrian traffic lights; 28. Entering intersection control module; 29. ​​Exiting intersection control module; 30. Current two-way road; 31. Opposing two-way road; 32. Adjacent two-way road. Detailed Implementation

[0048] The following embodiments further illustrate the content of the present invention, but should not be construed as limiting the present invention. Any modifications or substitutions made to the methods, steps, or conditions of the present invention without departing from the spirit and essence of the invention are within the scope of the present invention.

[0049] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings and examples.

[0050] See Figures 1 to 13 As shown, the present invention discloses a planar traffic system, including an intersection 26, a two-way road 1 connected to the intersection, vehicle traffic lights 6 and pedestrian traffic lights 27 installed at the intersection, and a controller 22 for controlling the vehicle traffic lights 6 and the pedestrian traffic lights 27. The vehicle exit lane 2 of the two-way road 1 includes an exit intersection 24 for exiting vehicles and pedestrians, and the vehicle entry lane 3 of the two-way road 1 includes an entry intersection 25 for entering vehicles and pedestrians. The controller 22 includes an entry intersection control module 28 and an exit intersection control module 29.

[0051] The intersection entry control module 28 is configured as follows:

[0052] When only the vehicle traffic light 6 is allowed to indicate turning traffic to pass through the entry intersection 25, only the pedestrian traffic light 27 is allowed to indicate pedestrian traffic to pass through the exit intersection 24.

[0053] When only the traffic light 6 indicates that the straight-in traffic is allowed to pass through the entry intersection 25, the traffic light 6 also indicates that the straight-out traffic is allowed to pass through the exit intersection 24.

[0054] When only pedestrian traffic light 27 is allowed to indicate pedestrian flow to pass through the entry intersection 25, only vehicle traffic light 6 is allowed to indicate turning and exiting vehicles to pass through the exit intersection 24.

[0055] The exit intersection control module 29 is configured as follows:

[0056] When only the vehicle traffic light 6 is allowed to indicate turning and exiting traffic at the exit intersection 24, only the pedestrian traffic light 27 is allowed to indicate pedestrian traffic at the entry intersection 25.

[0057] When only the traffic light 6 indicates that the outgoing traffic is allowed to pass through the exit intersection 24, the traffic light 6 also indicates that the incoming traffic is allowed to pass through the entry intersection 25.

[0058] When only pedestrian traffic light 27 is allowed to indicate pedestrian flow to pass through exit intersection 24, only vehicle traffic light 6 is allowed to indicate turning and entering vehicle flow to pass through entry intersection 25.

[0059] In some embodiments, the entry intersection 25 of this application refers to the potential intersection position formed by the trajectory of vehicles entering the intersection from the outside and pedestrians crossing the street, and the exit intersection 24 refers to the potential intersection position formed by the trajectory of vehicles exiting the intersection from the outside and pedestrians crossing the street in the plane; since the two-way road 1 includes parallel vehicle exit lane 2 and vehicle entry lane 3, and the two lanes are separated by double yellow lines, the exit intersection 24 and the entry intersection 25 can be understood as pedestrian crossings 4 symmetrically formed on the two lanes respectively;

[0060] Furthermore, the traffic flow trajectory is controlled by vehicle traffic lights 6, and the pedestrian traffic flow trajectory is controlled by pedestrian traffic lights 27. The controller 22 includes an entry intersection control module 28 and an exit intersection control module 29. By configuring the entry intersection control module 28 and the exit intersection control module 29, the passage permissions for pedestrian and vehicle traffic on the two-way road 1 are controlled. In different configuration modes, the above state is executed. By controlling the passage of vehicles and pedestrians on the entry and exit sides at different times, it is ensured that at any time, the exit intersection 24 and the entry intersection 25 will not simultaneously allow traffic flow to pass, thus avoiding conflict.

[0061] The planar traffic system of the present invention completely eliminates the planar conflict between pedestrian and vehicle traffic. By symmetrically controlling the exit intersection 24 and the entry intersection 25 of each two-way road 1, it ensures that vehicles and pedestrians that would cause conflict will not be allowed to pass at the same time. The design avoids the risk of pedestrian and vehicle intersection, allowing vehicles and pedestrians to pass at different times without interfering with each other. It also avoids deceleration and waiting caused by yielding, thus improving the overall traffic efficiency.

[0062] See Figures 1 to 13 As shown, in some embodiments, each of the two-way roads 1 further includes a pedestrian waiting area 5 set between the vehicle exit lane 2 and the vehicle entry lane 3, with the entry intersection 25 and the exit intersection 24 symmetrically located on both sides of the pedestrian waiting area 5.

[0063] The intersection entry control module 28 is configured as follows:

[0064] When only the vehicle traffic light 6 is allowed to indicate turning traffic to pass through the entry intersection 25, only the pedestrian traffic light 27 is allowed to indicate pedestrian traffic to pass through the exit intersection 24 and the pedestrian waiting area 5.

[0065] When only pedestrian traffic light 27 is allowed to indicate pedestrian flow to pass through the entry intersection 25 and the pedestrian waiting area 5, only vehicle traffic light 6 is allowed to indicate turning and exiting vehicles to pass through the exit intersection 24.

[0066] The exit intersection control module 29 is configured as follows:

[0067] When only the vehicle traffic light 6 is allowed to indicate turning and exiting traffic at the exit intersection 24, only the pedestrian traffic light 27 is allowed to indicate pedestrian traffic at the entry intersection 25 and the pedestrian waiting area 5.

[0068] When only the pedestrian traffic light 27 is allowed to indicate the flow of pedestrians to pass through the exit intersection 24 and the pedestrian waiting area 5, only the vehicle traffic light 6 is allowed to indicate the flow of vehicles turning into the intersection 25.

[0069] This application, by setting up pedestrian waiting area 5, allows pedestrians to cross the street in two stages, avoiding the tension and danger of crossing multiple lanes at once; pedestrians do not need to yield to vehicles in the middle of the intersection, making it safer. In addition, it improves the traffic efficiency of the intersection.

[0070] See Figures 1 to 13 As shown, in some embodiments, it includes a current two-way road 30 connecting to the intersection and a two-way road 31 located on the opposite side;

[0071] The intersection entry control module 28 is configured as follows:

[0072] When the vehicle traffic light 6 is simultaneously allowed to indicate turning traffic at the entry intersection 25 of the current two-way road 30 and the opposite two-way road 31, the pedestrian traffic light 27 is also allowed to indicate pedestrian traffic at the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31 and the pedestrian waiting area 5.

[0073] When the traffic light 6 simultaneously allows the straight-in traffic flow to pass through the entry intersection 25 of the current two-way road 30 and the opposite two-way road 31, the traffic light 6 also simultaneously allows the straight-out traffic flow to pass through the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31.

[0074] When pedestrian traffic lights 27 are simultaneously allowed to indicate pedestrian flow at the entry intersection 25 of the current two-way road 30 and the opposite two-way road 31 and the pedestrian waiting area 5, vehicle traffic lights 6 are also simultaneously allowed to indicate turning and exiting vehicles at the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31.

[0075] The exit intersection control module 29 is configured as follows:

[0076] When the vehicle traffic light 6 is simultaneously allowed to indicate turning and exiting traffic at the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31, the pedestrian traffic light 27 is also allowed to indicate pedestrian traffic at the entry intersection 25 of the current two-way road 30 and the opposite two-way road 31 and the pedestrian waiting area 5.

[0077] When the traffic light 6 simultaneously allows outbound traffic to pass through the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31, the traffic light 6 also simultaneously allows inbound traffic to pass through the inbound intersection 25 of the current two-way road 30 and the opposite two-way road 31.

[0078] When pedestrian traffic lights 27 are simultaneously allowed to indicate pedestrian flow at the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31 and the pedestrian waiting area 5, vehicle traffic lights 6 are also simultaneously allowed to indicate turning vehicles at the entry intersection 25 of the current two-way road 30 and the opposite two-way road 31.

[0079] The intersection described in this invention can be a T-junction connecting to three two-way roads, or a crossroad connecting to four two-way roads, or any shape of intersection connecting to other two-way roads.

[0080] Among them, each of the two-way roads 1 can be a two-lane road in one direction, a three-lane road in one direction, or a four-lane road in one direction. The specific number of lanes can be selected according to the actual traffic flow.

[0081] The opposing two-way road is the road extending to the opposite side from the intersection where the current two-way road is located. The traffic flow and pedestrian flow of the current road and the opposing two-way road are controlled synchronously.

[0082] Furthermore, by symmetrically linking and controlling the exit intersection 24 and the entry intersection 25 of each two-way road 1, it is ensured that vehicles and pedestrians that would conflict will not be allowed to pass at the same time. This design avoids the risk of vehicles and pedestrians meeting each other, allowing vehicles and pedestrians to pass at different times without interfering with each other. It also avoids deceleration and waiting caused by yielding, thus improving the overall traffic efficiency.

[0083] See Figures 1 to 13 As shown, in some embodiments, an adjacent two-way road 32 connecting to the intersection is also included;

[0084] The intersection entry module 28 is configured as follows:

[0085] When only the vehicle traffic light 6 is allowed to indicate turning traffic flow to pass through the entry intersection 25 of the adjacent two-way road 32, only the pedestrian traffic light 27 is allowed to indicate pedestrian flow to pass through the exit intersection 24 and the pedestrian waiting area 5 of the adjacent two-way road 32.

[0086] When only the pedestrian traffic light 27 is allowed to indicate the flow of pedestrians at the entry intersection 25 and the pedestrian waiting area 5 of the adjacent two-way road 32, only the vehicle traffic light 6 is allowed to indicate the flow of vehicles turning out at the exit intersection 24 of the adjacent two-way road 32.

[0087] The exit intersection control module 29 is configured as follows:

[0088] When only the vehicle traffic light 6 is allowed to indicate turning and exiting traffic at the exit intersection 24 of the adjacent two-way road 32, only the pedestrian traffic light 27 is allowed to indicate pedestrian traffic at the entry intersection 25 and the pedestrian waiting area 5 of the adjacent two-way road 32.

[0089] When pedestrian traffic light 27 is only allowed to indicate pedestrian flow at the exit intersection 24 and pedestrian waiting area 5 of adjacent two-way road 32, vehicle traffic light 6 is also only allowed to indicate turning vehicles at the entry intersection 25 of adjacent two-way road 32.

[0090] If an adjacent two-way road is included, the intersection can be understood as a T-junction. If two adjacent two-way roads are set up and then the two adjacent two-way roads are distributed on the other opposite sides of the intersection, the intersection can be a crossroads. In this way, the control of pedestrian and vehicle flow by the two adjacent two-way roads is the same as that of the current two-way road and the opposing two-way road.

[0091] To further enable synchronous and correlated control of the current two-way road and the opposite two-way road, ensuring that vehicles and pedestrians that would cause conflict will not be allowed to pass simultaneously on these two two-way roads at any time.

[0092] See Figures 1 to 13 As shown, in some embodiments, four bidirectional roads 1 connected to the intersection are included, namely, the current bidirectional road and the opposing bidirectional road in the lateral direction, and the current bidirectional road and the opposing bidirectional road in the longitudinal direction.

[0093] The vehicle traffic lights 6 include a first traffic light 9, a second traffic light 11, a third traffic light 10, and a fourth traffic light 12 installed at the corresponding intersections of the four two-way roads. The first traffic light 9 and the third traffic light 10 are used to control the traffic flow of the current two-way road and the opposite two-way road in the longitudinal direction at the exit intersection 24. The second traffic light 11 and the fourth traffic light 12 are used to control the traffic flow of the current two-way road and the opposite two-way road in the transverse direction at the exit intersection 24.

[0094] The pedestrian traffic lights include a second indicator light 14 and a sixth indicator light 18 installed on both sides of the longitudinal intersection 25 between the current two-way road and the opposite two-way road, and a first indicator light 13 and a fifth indicator light 17 installed on both sides of the exit intersection 24; and a fourth indicator light 16 and an eighth indicator light 20 installed on both sides of the transverse intersection 25 between the current two-way road and the opposite two-way road, and a third indicator light 15 and a seventh indicator light 19 installed on both sides of the exit intersection 24. The second indicator light 14, the fourth indicator light 16, the sixth indicator light 18, and the eighth indicator light 20 are used to indicate the flow of pedestrians at the intersection 25 between the current two-way road 30 and the opposite two-way road 31 and the pedestrian waiting area 5. The first indicator light 13, the third indicator light 15, the fifth indicator light 17, and the seventh indicator light 19 are used to indicate the flow of pedestrians at the exit intersection 24 between the current two-way road 30 and the opposite two-way road 31 and the pedestrian waiting area 5.

[0095] Among them, the vehicle traffic light 6 includes arrow lights indicating whether a vehicle is going straight, turning right, turning left, or making a U-turn, and each pedestrian traffic light 27 can display a green signal indicating that passage is permitted or a red signal indicating that passage is prohibited.

[0096] The vehicle traffic lights 6 can be separate independent arrow lights, namely green or red straight arrows, green or red left turn arrows, green or red right turn arrows, and can also include green or red U-turn arrows. They can also be combined arrow lights integrated into one light panel, with each direction's illumination controlled independently to achieve flexible directional traffic release.

[0097] Each indicator light is used to control pedestrians exiting intersection 24 and entering intersection 25. Specifically, when the indicator light is green, pedestrians are allowed to cross in the designated direction, and when the indicator light is red, pedestrians are prohibited from crossing.

[0098] See Figures 1 to 13As shown, in some embodiments, the controller 22 switches according to the following four phases:

[0099] First phase: The straight and right turn indicator lights of the first traffic light 9 and the third traffic light 10 are green; the indicator lights of all directions of the second traffic light 11 and the fourth traffic light 12 are red; at the same time, only the third indicator light 15 and the seventh indicator light 19 are green, and all other indicator lights are red.

[0100] Second phase: All directional indicator lights of the first traffic light 9 and the third traffic light 10 are red; the left turn and right turn indicator lights of the second traffic light 11 and the fourth traffic light 12 are green; at the same time, the first indicator light 13, the fourth indicator light 16, the fifth indicator light 17 and the eighth indicator light 20 are green; and all other indicator lights are red.

[0101] Third phase: The left and right turn indicator lights of the first traffic light 9 and the third traffic light 10 are green; all directional indicator lights of the second traffic light 11 and the fourth traffic light 12 are red; simultaneously, the second indicator light 14, the third indicator light 15, the sixth indicator light 18, and the seventh indicator light 19 are green; all other indicator lights are red.

[0102] Fourth phase: All directional indicator lights of the first traffic light 9 and the third traffic light 10 are red; the straight and right turn directional indicator lights of the second traffic light 11 and the fourth traffic light 12 are green; at the same time, only the first indicator light 13 and the fifth indicator light 17 are green, and all other indicator lights are red.

[0103] Furthermore, the control system includes a controller 22 responsible for performing phase switching and a processor 23 responsible for logic operations and instruction generation. The controller 22 and processor 23 can be integrated in a control cabinet or distributed and connected via wired or wireless communication. The controller 22 generates control signals according to the configuration of the exit intersection control module 29 and the entry intersection control module 28, and sends on / off commands to the traffic lights 6 and indicator lights of each vehicle.

[0104] The processor 23 can also receive real-time traffic flow data from traffic detectors, which can be inductive loops, cameras, or radars, and dynamically adjust the duration or switching sequence of vehicle traffic lights 6 and indicator lights in each mode to achieve adaptive control.

[0105] This invention is applicable to intersections of any number of roads and has good scalability and compatibility. When a new road is added to an intersection, only the corresponding vehicle traffic lights 6 and pedestrian traffic lights 27 need to be added, and the output ports of the controller 22 need to be expanded. The control logic of the original road remains unaffected, and it can better adapt to the dynamic changes of the urban road network.

[0106] The controller 22 cycles through the four phases mentioned above, and the color switching status of the traffic lights and pedestrian traffic lights 27 in each phase strictly follows the traffic mode configured by the exit control module 29 and the entry control module 28.

[0107] See Figures 1 to 13 As shown, in some embodiments, the entry intersection module 28 corresponding to the second phase and the third phase is configured as follows:

[0108] When the vehicle traffic light 6 is simultaneously allowed to indicate turning traffic at the entry intersection 25 of the current two-way road 30 and the opposite two-way road 31, the pedestrian traffic light 27 is also allowed to indicate pedestrian traffic at the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31 and the pedestrian waiting area 5.

[0109] When pedestrian traffic lights 27 are simultaneously allowed to indicate pedestrian flow at the entry intersection 25 of the current two-way road 30 and the opposite two-way road 31 and the pedestrian waiting area 5, vehicle traffic lights 6 are also simultaneously allowed to indicate turning and exiting vehicles at the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31.

[0110] The exit intersection control module 29 corresponding to the second and third phases is configured as follows:

[0111] When the vehicle traffic light 6 is simultaneously allowed to indicate turning and exiting traffic at the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31, the pedestrian traffic light 27 is also allowed to indicate pedestrian traffic at the entry intersection 25 of the current two-way road 30 and the opposite two-way road 31 and the pedestrian waiting area 5.

[0112] When pedestrian traffic lights 27 are simultaneously permitted to indicate pedestrian flow at the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31 and the pedestrian waiting area 5, vehicle traffic lights 6 are also permitted to indicate turning traffic at the entry intersection 25 of the current two-way road 30 and the opposite two-way road 31.

[0113] The entry intersection module 28 corresponding to the first phase and the fourth phase is configured as follows:

[0114] When the traffic light 6 simultaneously allows the straight-in traffic flow to pass through the entry intersection 25 of the current two-way road 30 and the opposite two-way road 31, the traffic light 6 also simultaneously allows the straight-out traffic flow to pass through the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31.

[0115] The exit intersection module 29 corresponding to the first phase and the fourth phase is configured as follows:

[0116] When traffic light 6 simultaneously permits outbound traffic to proceed at the exit intersection 24 of the current two-way road 30 and the opposite two-way road 31, it also simultaneously permits inbound traffic to proceed at the inbound intersection 25 of the current two-way road 30 and the opposite two-way road 31.

[0117] The four phases fully cover the application scenarios of six traffic modes, ensuring the safe and efficient passage of traffic flow in all directions at the intersection;

[0118] The above technical solution further refines the specific layout of each traffic light and indicator light, achieving refined and conflict-free control of the entire intersection. The indicator lights are evenly distributed in the four quadrants, and the position and path of pedestrians allowed to pass in each phase are clear and distinct, completely separated from the trajectory of the corresponding released vehicles, thus eliminating conflicts between pedestrians and vehicles in space. All possible points of conflict between pedestrians and vehicles during the four-phase cycle are avoided.

[0119] In some implementation methods, please refer to the following: Figures 9 to 12 As shown, each of the two-way roads 1 is also equipped with a turn signal 21 controlled by a controller. The turn signal 21 is located on one side of each pedestrian waiting area 5 to control vehicles to make U-turns. The vehicle U-turn area is located on the side of the pedestrian waiting area 5 away from the intersection 26.

[0120] The intersection entry module 28 is configured as follows:

[0121] When only the traffic light 6 indicates that the vehicle turning into the traffic flow is allowed to pass through the intersection 25 between the current two-way road 30 and the opposite two-way road, vehicles are also allowed to make U-turns on two adjacent two-way roads 32.

[0122] When only the traffic light 6 indicates that the vehicle turning into the traffic flow is allowed to pass through the intersection 25 of the two adjacent two-way roads 32, vehicles are also allowed to make U-turns on the current two-way road 30 and the opposite two-way road.

[0123] When only the pedestrian traffic light 27 is allowed to indicate the flow of people to pass through the intersection 25 where the current two-way road 30 and the opposite two-way road are connected, vehicles are also allowed to make U-turns on the current two-way road 30 and the opposite two-way road.

[0124] When only the pedestrian traffic light 27 is allowed to indicate the flow of people to pass through the intersection 25 of the two adjacent two-way roads 32, vehicles are also allowed to make U-turns on the two adjacent two-way roads 32.

[0125] The exit intersection control module 29 is configured as follows:

[0126] When only the traffic light 6 indicates that the vehicles turning out are allowed to pass through the exit intersection 24 of the current two-way road 30 and the opposite two-way road, vehicles are also allowed to make U-turns on the current two-way road 30 and the opposite two-way road.

[0127] When only the traffic light 6 indicates that the vehicles turning out are allowed to pass through the exit intersection 24 of the two adjacent two-way roads 32, vehicles are also allowed to make U-turns on the two adjacent two-way roads 32.

[0128] When pedestrian traffic light 27 only allows pedestrians to pass through the exit intersection 24 of the current two-way road 30 and the opposite two-way road, vehicles are also allowed to make U-turns on two adjacent two-way roads 32.

[0129] When pedestrian traffic light 27 only allows pedestrians to cross at the exit intersection 24 of two adjacent two-way roads 32, it also allows vehicles to make U-turns on the current two-way road 30 and the opposite two-way road.

[0130] In the first phase, all turn signal lights 21 are red; in the second phase, the turn signal lights 21 on the longitudinal road 3 are red and the turn signal lights 21 on the transverse road 2 are green; in the third phase, the turn signal lights 21 on the longitudinal road 3 are green and the turn signal lights 21 on the transverse road 2 are red; and in the fourth phase, all turn signal lights 21 are red.

[0131] Furthermore, on four-lane roads, traffic lights control vehicle traffic, pedestrian traffic lights 27 control pedestrian crossings, and turn signal lights 21 provide precise guidance for turning vehicles. The coordinated operation of these three levels of traffic lights makes traffic flow in each phase more orderly, reducing conflict points between vehicle and pedestrian trajectories at complex four-lane intersections and providing orderly guidance for turning vehicles, thus improving overall traffic efficiency while ensuring traffic safety.

[0132] See Figures 1 to 13 As shown, the present invention also provides a traffic optimization design method to reduce intersections, comprising the following steps:

[0133] S1: Count the number of two-way roads 1 connected to the intersection, and configure vehicle traffic lights 6 and pedestrian traffic lights 27 according to the number of two-way roads 1, as well as controllers for controlling the vehicle traffic lights 6 and pedestrian traffic lights 27. The controllers include an entry intersection control module 28 and an exit intersection control module 29.

[0134] S2: Calculate the total number of traffic trajectories based on the traffic and pedestrian flows in all possible directions on each two-way road, and use the combination formula to obtain the potential intersections of traffic and pedestrian flows;

[0135] S3: Filter out the actual entry intersection 25 and exit intersection 24 from the potential intersections;

[0136] S4: Configure the controller according to the actual intersection point, specifically as follows;

[0137] The intersection entry control module 28 is configured as follows:

[0138] When only the vehicle traffic light 6 is allowed to indicate turning traffic to pass through the entry intersection 25, only the pedestrian traffic light 27 is allowed to indicate pedestrian traffic to pass through the exit intersection 24.

[0139] When only the traffic light 6 indicates that the straight-in traffic is allowed to pass through the entry intersection 25, the traffic light 6 also indicates that the straight-out traffic is allowed to pass through the exit intersection 24.

[0140] When only pedestrian traffic light 27 is allowed to indicate pedestrian flow to pass through the entry intersection 25, only vehicle traffic light 6 is allowed to indicate turning and exiting vehicles to pass through the exit intersection 24.

[0141] The exit intersection control module 29 is configured as follows:

[0142] When only the vehicle traffic light 6 is allowed to indicate turning and exiting traffic at the exit intersection 24, only the pedestrian traffic light 27 is allowed to indicate pedestrian traffic at the entry intersection 25.

[0143] When only the traffic light 6 indicates that the outgoing traffic is allowed to pass through the exit intersection 24, the traffic light 6 also indicates that the incoming traffic is allowed to pass through the entry intersection 25.

[0144] When only pedestrian traffic light 27 is allowed to indicate pedestrian flow to pass through exit intersection 24, only vehicle traffic light 6 is allowed to indicate turning and entering vehicle flow to pass through entry intersection 25.

[0145] Specifically, in step S1: conduct on-site surveys of the target intersection or obtain information from planning drawings to determine the number of all roads directly connected to the intersection and planned to have two-way traffic capacity, denoted as d. This number d can be any integer greater than or equal to 3. Each road has independent entry lanes and exit lanes, forming a pair of symmetrical entry intersections 25 and exit intersections 24 in front of the stop line;

[0146] In step S2: For each road, list all possible traffic and pedestrian directions. Traffic directions include going straight, turning left, turning right, and possibly making a U-turn. Pedestrian directions include crossing the street along the road and crossing perpendicularly. Summarize the traffic and pedestrian trajectories for all two-way roads 1 to obtain the total number of traffic trajectories n. Then, use the combination formula, which is: Calculate the number of pairwise combinations of all trajectories, which is the theoretical maximum value of potential intersections;

[0147] In step S3: Not all theoretical trajectory pairs will form meaningful conflict points in actual intersection geometry. Specifically, filtering can be performed in the following ways: for example, vehicles going straight in the same direction and pedestrians crossing in the same direction, whose trajectories are parallel and do not intersect, can be filtered out;

[0148] For example, right-turning vehicles and pedestrian crossing 4 at the opposite entrance are located on different sides of the intersection, and the vehicle and pedestrian flows do not intersect, so they are filtered out.

[0149] Only the vehicle and pedestrian trajectory pairs that are likely to collide when allowed to pass at the same time are retained, and the actual entry intersection 25 and exit intersection 24 are obtained. The location, type and direction involved of each intersection are recorded.

[0150] In step S4: Each actual intersection obtained in step S3 is considered a conflict unit that needs to be separated in time. Based on the intersection geometry and expected traffic flow, designers assign six traffic modes to different time phases. Within each phase, for each road, only one mode is activated, ensuring that there are no actual intersections between all permitted vehicles and pedestrians within that phase. By cyclically executing these phases, the goal of spatiotemporal avoidance of pedestrian and vehicle traffic is achieved throughout the entire cycle.

[0151] This application is applicable to the construction of intersections of any number of two-way roads 1, solving the problem of lack of systematic design methods for irregular intersections. Each two-way road 1 independently applies the same six modes. When adding a new road, only the configuration needs to be copied, without affecting the existing control logic. Designers can also adjust the green light duration of each mode according to real-time traffic flow data to maximize traffic capacity while ensuring no conflicts.

[0152] In some implementation methods, please refer to the following: Figures 9 to 12As shown, the process of counting the number of two-way roads 1 connected to the intersection, and calculating the number of all vehicle and pedestrian traffic trajectories to obtain the entry and exit intersections 24, also includes the setting of vehicle traffic lights 6, pedestrian traffic lights 27, and a control system. Vehicle traffic lights 6 are installed in front of the vehicle stop lines corresponding to each two-way road 1 at the intersection, and indicator lights are installed at both ends of each exit intersection 24 and entry intersection 25. The controller 22 switches according to the following four phases:

[0153] First phase: The straight and right turn indicator lights of the first traffic light 9 and the third traffic light 10 are green; the indicator lights of all directions of the second traffic light 11 and the fourth traffic light 12 are red; at the same time, only the third indicator light 15 and the seventh indicator light 19 are green, and all other indicator lights are red.

[0154] Second phase: All directional indicator lights of the first traffic light 9 and the third traffic light 10 are red; the left turn and right turn indicator lights of the second traffic light 11 and the fourth traffic light 12 are green; at the same time, the first indicator light 13, the fourth indicator light 16, the fifth indicator light 17 and the eighth indicator light 20 are green; and all other indicator lights are red.

[0155] Third phase: The left and right turn indicator lights of the first traffic light 9 and the third traffic light 10 are green, the indicator lights of the second traffic light 11 and the fourth traffic light 12 are red, and the second indicator light 14, the third indicator light 15, the sixth indicator light 18 and the seventh indicator light 19 are green, while the other indicator lights are red.

[0156] Fourth phase: All directional indicator lights of the first traffic light 9 and the third traffic light 10 are red; the straight and right turn directional indicator lights of the second traffic light 11 and the fourth traffic light 12 are green; at the same time, only the first indicator light 13 and the fifth indicator light 17 are green, and all other indicator lights are red.

[0157] Through the cyclic switching of the above four phases, all vehicles and pedestrians entering and exiting the intersection are assigned to different time windows, achieving complete separation of time and space. The hardware configuration and phase rules of this application can be extended to intersections of other shapes. Only the number of phases and the layout of the lights need to be adjusted according to the actual number of roads. The core control logic remains unchanged, and there is no need to redesign a completely new system.

[0158] In this embodiment, the intersection is a crossroads. To facilitate understanding of this solution, the vehicle's road travel trajectory can be abstracted as a straight line in a plane: the travel paths of vehicles going straight, turning left, turning right, and making U-turns on the longitudinal and transverse bidirectional roads 1 are defined respectively, and these travel paths are regarded as straight lines or curve segments in the intersection plane.

[0159] The pedestrian crossing trajectory is abstracted as a straight line in a plane: based on the position of pedestrian crossing 4, the pedestrian crossing path on each segment of pedestrian crossing 4 is defined;

[0160] Calculate all intersections of vehicle and pedestrian flows: Using geometric calculation methods, determine whether each vehicle trajectory and each pedestrian crossing trajectory intersect at the intersection plane. If an intersection exists, record the location coordinates of the conflict point, the conflict type, and the correspondence between the vehicle travel direction and the pedestrian crossing direction involved in the conflict.

[0161] Conflict types include, but are not limited to: conflicts between vehicles going straight and pedestrians, conflicts between vehicles turning left and pedestrians, and conflicts between vehicles making U-turns and pedestrians;

[0162] Statistical data on conflict points at intersections between vehicles and pedestrians: All conflict point information is compiled to form statistical data on conflict points at intersections between vehicles and pedestrians. This data includes the location coordinates of each conflict point, the type of conflict, and the correspondence between the directions of the vehicles involved in the conflict and the directions of the pedestrians.

[0163] The statistical data on vehicle-pedestrian spatial conflict points obtained above are processed to obtain a vehicle-pedestrian time-intersection avoidance scheme, specifically including:

[0164] Based on the location and type of conflict points, the conflict points are grouped, and it is analyzed which conflict points cannot pass simultaneously under the same phase.

[0165] According to the four-phase division rule in the first aspect, conflict points are assigned to different phases. Within each phase, only vehicles and pedestrians that do not have spatially intersecting trajectories are allowed to pass simultaneously.

[0166] Adjust the switching order and passage time window of each phase to ensure that all conflict points are assigned to different phase time windows, so that during the entire signal cycle, any vehicle trajectory and pedestrian trajectory will avoid intersecting in the same time and space.

[0167] The final vehicle and pedestrian time-crossing avoidance scheme is generated, which includes the switching order of the four phases, the duration of each phase, the combination of vehicle directions in each phase, and the corresponding pedestrian passage time period.

[0168] This invention improves design efficiency by abstracting vehicle and pedestrian trajectories as planar straight lines and calculating conflict points, and supports automated conversion from conflict point data to phase schemes. The resulting time-crossing avoidance scheme is then implemented in conjunction with the system described in the first aspect.

[0169] In some implementation methods, please refer to the following: Figures 9 to 13As shown, in step S2, based on the traffic and pedestrian flows in all possible directions on each two-way road, the total number of travel trajectories is calculated, and the potential intersections of traffic and pedestrian flows are obtained using the combination formula: The substitution into the combination formula... , where n is the total number of traffic trajectories, m is the number of trajectories required to form one pedestrian-vehicle intersection, and m=2.

[0170] To facilitate understanding of this implementation method, the vehicle's trajectory in each direction is defined as a straight line in a plane. Specifically, a Cartesian coordinate system is established with the intersection center as the origin, the transverse road as the X-axis, and the longitudinal road as the Y-axis. In this coordinate system:

[0171] Vehicles traveling straight: pass through the intersection in a straight line along the X-axis or Y-axis direction;

[0172] Vehicles turning right: travel along an arc trajectory, but in conflict point analysis, they can be approximated as a straight line at a 90° angle to the straight trajectory;

[0173] Left-turning vehicles: travel along an arc trajectory, but in conflict point analysis, they can be approximated as a straight line at a 90° angle to the straight trajectory and intersecting the center of the intersection;

[0174] U-turning vehicles: travel along a U-shaped trajectory, but in conflict point analysis, they can be approximated as a straight line intersecting with the opposite straight trajectory;

[0175] In this way, the trajectories of all vehicles can be represented as straight line segments in a plane, and the pedestrian crossing paths on each crosswalk 4 are also defined as straight lines in a plane. Each crosswalk 4 corresponds to a straight line trajectory, with the direction perpendicular to the direction of the road.

[0176] According to the principles of plane geometry, two non-parallel straight lines in the same plane must intersect at some point. Therefore, when a vehicle's trajectory and a pedestrian's crossing trajectory are not parallel in a plane, they must intersect at some point, which is the potential point of conflict between the vehicle and the pedestrian.

[0177] The number of potential conflict points between all possible trajectory pairs is calculated using the combination number formula. The combination number formula is defined as shown in Formula 1:

[0178] (Formula 1)

[0179] Where: n is the total number of all driving trajectories within the intersection, that is: including the straight, left turn, right turn, or U-turn trajectories of vehicles in all directions, as well as the pedestrian crossing trajectories on each pedestrian crossing 4; m is the number of trajectories required to constitute one vehicle-pedestrian intersection. In this embodiment, m=2, that is, the intersection relationship between two trajectories is analyzed each time.

[0180] Taking a standard four-way intersection as an example, the driving trajectories in each direction are statistically analyzed as follows:

[0181] Vehicle travel trajectories: four routes in the east-west direction (straight, left turn, right turn, and U-turn), and four routes in the north-south direction (straight, left turn, right turn, and U-turn), for a total of eight vehicle trajectories;

[0182] Pedestrian crossing trajectory: There are two pedestrian crossings at each of the four entrances, totaling eight segments, with each segment corresponding to a pedestrian crossing trajectory.

[0183] Therefore, the total number of trajectories n = 8 (vehicles) + 8 (pedestrians) = 16;

[0184] According to the combination formula, when n=16 and m=2, the number of all possible trajectory pairs is given by formula 2:

[0185] (Formula 2)

[0186] In other words, there are 120 possible trajectory pairs. Among them, some trajectory pairs are between vehicles or between pedestrians, while the number of vehicle-pedestrian trajectory pairs needs further screening. Through trajectory direction matching analysis, the number of trajectory pairs where vehicle and pedestrian trajectories may actually intersect is approximately 32, meaning there are 32 potential points of conflict between vehicles and pedestrians at this intersection.

[0187] In some embodiments of this application, in order to reduce intersections, left-turn and U-turn roads can be merged, straight and right-turn roads can be merged, and traffic can be slowed down when merging roads;

[0188] Furthermore, cars, motorcycles, bicycles, and pedestrians are classified into high-speed, medium-speed, low-speed, and minimum-speed categories according to their travel speed.

[0189] For the formula to calculate the maximum number of intersections, please refer to Formula 3:

[0190] (Formula 3)

[0191] When n takes different values, please refer to Formulas 4, 5 and 6:

[0192] (Formula 4)

[0193] (Formula 5)

[0194] (Formula 6)

[0195] The implementation method of this application first calculates how many intersections there are on the road, and then controls four phases by configuring the entry intersection control module 28 and the exit intersection control module 29 to prevent these intersections from appearing at the same time, thereby achieving a spatiotemporal intersection-free system for pedestrians and vehicles.

[0196] This embodiment abstracts vehicle and pedestrian trajectories into planar straight lines and uses combination formulas for quantitative calculation, realizing the transformation from experience-based design to scientific calculation. This makes the number of conflict points a precisely calculable value, providing objective and quantifiable input parameters for phase design. It enables designers to clearly define the number and spatial distribution of potential conflict points, thereby scientifically allocating traffic objects for each phase. It also facilitates the development of automated design tools and improves design efficiency.

[0197] In some implementation methods, please refer to the following: Figures 1 to 13 As shown, between steps S3 and S4, there is also S3-1: forming a time-crossing avoidance scheme for vehicles and pedestrians, which specifically includes the following steps: (A1) obtaining the statistical data of the spatial intersection conflict points between vehicles and pedestrians, the statistical data including the location coordinates of each conflict point, the conflict type, and the correspondence between the driving direction of the vehicles involved in the conflict and the crossing direction of the pedestrians.

[0198] (A2) Input the statistical data into processor 23, and processor 23 executes the following instructions: a) Generate a conflict point distribution matrix based on the location coordinates and conflict type of each conflict point; b) Based on the conflict point distribution matrix, calculate the passage time window for each conflict point in each phase according to the four phase division rules, so that there are no spatial intersection conflict points between the vehicle trajectory and the pedestrian trajectory allowed to pass in the same phase; c) Adjust the switching order and passage time window of each phase until all spatial intersection conflict points are assigned to different passage time windows to form a vehicle and pedestrian time intersection avoidance scheme;

[0199] (A3) Drawing output instructions: According to the time crossover avoidance scheme, the processor 23 outputs the indicator light layout instructions, which are used to draw the following in the visualization interface: a) Layout diagram of vehicle traffic lights 6, marking the positions of the four traffic lights and the color timing of the three-way indicator lights 7 on each traffic light; b) Layout diagram of indicator lights, marking the positions of the indicator lights and the color timing of the two pedestrian traffic lights 27 in each indicator light; c) Phase timing diagram, showing the switching order of the four phases in the form of a time axis and the correspondence between the on / off states of the vehicle lights and the pedestrian traffic lights 27 in each phase.

[0200] Among them, the spatial intersection conflict point refers to the point where the vehicle trajectory and the pedestrian trajectory intersect in the intersection plane;

[0201] In (A1), the location coordinates of the conflict point are, for example, in the northeast quadrant of the intersection center, five meters away from the center point;

[0202] Conflict types: For example, a conflict between eastbound straight-through vehicles and pedestrians crossing the street in the north-south direction at pedestrian crossing 4 on the north side, or a conflict between southbound left-turning vehicles and pedestrians crossing the street in the east-west direction at pedestrian crossing 4 on the east side.

[0203] And the correspondence between the vehicle's direction of travel and the pedestrian's direction of crossing the street involved in the conflict: for example, vehicles traveling straight east and pedestrians traveling north and south at the north-south pedestrian crossing 4.

[0204] In (A2),

[0205] a) The processor 23 generates a conflict point distribution matrix based on the location coordinates and conflict type of each conflict point. This matrix can be a two-dimensional table, where rows and columns represent different vehicle trajectories and pedestrian trajectories, respectively, and the elements in the matrix indicate whether there is a conflict point between the vehicle trajectory and the pedestrian trajectory.

[0206] For example, consider east-west traveling vehicles as one line and east-west pedestrians crossing the street from the north side of the pedestrian crossing as another line. If their trajectories intersect, the corresponding matrix element is marked as "1"; otherwise, it is marked as "0". The conflict point distribution matrix allows designers to visually observe which vehicle trajectories and which pedestrian trajectories have spatial intersections.

[0207] b) Based on the conflict point distribution matrix, the processor 23 calculates the passage time window for each conflict point under each phase according to the four phase division rules described in the first aspect.

[0208] The specific calculation logic is as follows:

[0209] The four phases are treated as four independent time periods. Within each time period, only a specific combination of vehicles and pedestrians is allowed to pass. For each conflict point, which is marked as "1" in the matrix, the vehicle and pedestrian trajectories involved cannot be allowed to pass simultaneously in the same phase.

[0210] Processor 23 searches for an allocation method by traversing all possible phase allocation schemes, such that the corresponding elements in the conflict point distribution matrix for all vehicle trajectories and all pedestrian trajectories within the same phase are all "0", thus eliminating spatial intersection conflict points.

[0211] For each phase, calculate the length of the time window for that phase, which is the duration of the green light, to ensure that all traffic flows that are allowed to proceed can safely cross the intersection within that time window;

[0212] In (A3),

[0213] c) This drawing can display the switching sequence of the four phases and the corresponding on / off states of vehicle lights and pedestrian traffic lights 27 in each phase in a timeline format. The timeline, from left to right, represents the passage of time with intervals. Each phase corresponds to a time interval, and different colors or icons are used to represent the states of vehicle lights and pedestrian traffic lights 27 within the interval. The phase timing diagram facilitates managers' intuitive understanding of the signal timing scheme and also facilitates on-site debugging and troubleshooting.

[0214] Through the optimized design scheme of this embodiment, designers can dynamically simulate the traffic process through a visual interface, adjust the scheme before implementation, avoid on-site rework, and construction personnel can directly install the indicator light group and configure the control program according to the final confirmed drawings. In order to achieve the goal of realizing the cross-traffic between vehicles and pedestrians without trajectory through time and space separation and reduce traffic conflicts at intersections, the overall work efficiency is further improved.

[0215] See Figure 14 As shown, the present invention also provides a traffic optimization design system for reducing intersections, specifically including: the system includes at least one processor 23 and a memory storing instructions, which, when executed by at least one processor 23, implement the steps of the method described in the second aspect.

[0216] The above-described embodiments are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A planar traffic system, comprising an intersection (26), a two-way road (1) connecting to the intersection, vehicle traffic lights (6) and pedestrian traffic lights (27) installed at the intersection, and a controller (22) for controlling the vehicle traffic lights (6) and the pedestrian traffic lights (27), characterized in that: The vehicle exit lane (2) of the two-way road (1) includes an exit intersection (24) for vehicles and pedestrians to pass through, and the vehicle entry lane (3) of the two-way road (1) includes an entry intersection (25) for vehicles and pedestrians to pass through. The controller (22) includes an entry intersection control module (28) and an exit intersection control module (29). The intersection entry control module (28) is configured as follows: When only the vehicle traffic light (6) is allowed to indicate the flow of turning vehicles to pass through the entry intersection (25), only the pedestrian traffic light (27) is allowed to indicate the flow of pedestrians to pass through the exit intersection (24); When only the vehicle traffic light (6) indicates that the straight-in traffic flow is allowed to pass through the entry intersection (25), only the vehicle traffic light (6) indicates that the straight-out traffic flow is allowed to pass through the exit intersection (24); When only the pedestrian traffic light (27) is allowed to indicate the flow of pedestrians to pass through the entry intersection (25), only the vehicle traffic light (6) is allowed to indicate the flow of vehicles turning out to pass through the exit intersection (24); The exit intersection control module (29) is configured as follows: When only the vehicle traffic light (6) is allowed to indicate turning out traffic at the exit intersection (24), only the pedestrian traffic light (27) is allowed to indicate pedestrian traffic at the entry intersection (25); When only the vehicle traffic light (6) indicates that the outgoing traffic is allowed to pass through the exit intersection (24), only the vehicle traffic light (6) indicates that the incoming traffic is allowed to pass through the incoming intersection (25); When only the pedestrian traffic light (27) is allowed to indicate the flow of pedestrians at the exit intersection (24), only the vehicle traffic light (6) is allowed to indicate the flow of vehicles turning into the intersection (25).

2. The planar transportation system according to claim 1, characterized in that: Each of the two-way roads (1) also includes a pedestrian waiting area (5) set between the vehicle exit lane (2) and the vehicle entry lane (3), with the entry intersection (25) and exit intersection (24) symmetrically located on both sides of the pedestrian waiting area (5); The intersection entry control module (28) is configured as follows: When only the vehicle traffic light (6) is allowed to indicate the flow of turning vehicles to pass through the entry intersection (25), only the pedestrian traffic light (27) is allowed to indicate the flow of pedestrians to pass through the exit intersection (24) and the pedestrian waiting area (5); When only the pedestrian traffic light (27) is allowed to indicate the flow of people to pass through the entry intersection (25) and the pedestrian waiting area (5), only the vehicle traffic light (6) is allowed to indicate the flow of vehicles turning out to pass through the exit intersection (24). The exit intersection control module (29) is configured as follows: When only the vehicle traffic light (6) is allowed to indicate the turning outflow of vehicles to pass through the exit intersection (24), only the pedestrian traffic light (27) is allowed to indicate the pedestrian flow to pass through the entry intersection (25) and the pedestrian waiting area (5); When only the pedestrian traffic light (27) is allowed to indicate the flow of people to pass through the exit intersection (24) and the pedestrian waiting area (5), only the vehicle traffic light (6) is allowed to indicate the flow of vehicles turning into the intersection (25).

3. The planar transportation system according to claim 2, characterized in that: This includes the existing two-way road (30) connecting to the intersection and the opposite two-way road (31) located on the opposite side. The intersection entry control module (28) is configured as follows: When the vehicle traffic light (6) is simultaneously allowed to indicate the flow of turning vehicles to pass through the entry intersection (25) of the current two-way road (30) and the opposite two-way road (31), the pedestrian traffic light (27) is also allowed to indicate the flow of pedestrians to pass through the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31) and the pedestrian waiting area (5); When the vehicle traffic light (6) simultaneously allows the straight-in traffic flow to pass through the entry intersection (25) of the current two-way road (30) and the opposite two-way road (31), the vehicle traffic light (6) also simultaneously allows the straight-out traffic flow to pass through the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31). When the pedestrian traffic light (27) is simultaneously allowed to indicate pedestrian flow at the entry intersection (25) of the current two-way road (30) and the opposite two-way road (31) and the pedestrian waiting area (5), the vehicle traffic light (6) is also allowed to indicate turning and exiting vehicles at the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31). The exit intersection control module (29) is configured as follows: When the vehicle traffic light (6) is simultaneously allowed to indicate the turning out traffic flow to pass through the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31), the pedestrian traffic light (27) is also allowed to indicate the pedestrian flow to pass through the entry intersection (25) of the current two-way road (30) and the opposite two-way road (31) and the pedestrian waiting area (5); When the vehicle traffic light (6) simultaneously allows the straight-out traffic flow to pass through the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31), the vehicle traffic light (6) also simultaneously allows the straight-in traffic flow to pass through the entry intersection (25) of the current two-way road (30) and the opposite two-way road (31). When the pedestrian traffic light (27) is simultaneously allowed to indicate pedestrian flow at the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31) and the pedestrian waiting area (5), the vehicle traffic light (6) is also allowed to indicate turning traffic flow at the entry intersection (25) of the current two-way road (30) and the opposite two-way road (31).

4. The planar transportation system according to claim 3, characterized in that: It also includes adjacent two-way roads connected to the intersection (32); The intersection entry module (28) is configured as follows: When only the vehicle traffic light (6) indicates that the turning traffic is allowed to pass through the entry intersection (25) of the adjacent two-way road (32), only the pedestrian traffic light (27) indicates that the pedestrian traffic is allowed to pass through the exit intersection (24) and the pedestrian waiting area (5) of the adjacent two-way road (32); When only the pedestrian traffic light (27) is allowed to indicate the flow of people to pass through the entry intersection (25) and the pedestrian waiting area (5) of the adjacent two-way road (32), only the vehicle traffic light (6) is allowed to indicate the flow of turning vehicles to pass through the exit intersection (24) of the adjacent two-way road (32). The exit intersection control module (29) is configured as follows: When only the vehicle traffic light (6) is allowed to indicate the turning out traffic flow to pass through the exit intersection (24) of the adjacent two-way road (32), only the pedestrian traffic light (27) is allowed to indicate the pedestrian flow to pass through the entry intersection (25) and the pedestrian waiting area (5) of the adjacent two-way road (32); When only pedestrian traffic lights (27) are allowed to indicate pedestrian traffic at the exit intersection (24) and the pedestrian waiting area (5) of the adjacent two-way road (32), only vehicle traffic lights (6) are allowed to indicate turning traffic at the entry intersection (25) of the adjacent two-way road (32).

5. The planar transportation system according to claim 4, characterized in that: It includes four two-way roads (1) that connect to the intersection, namely the current two-way road and the opposite two-way road in the east and the current two-way road and the opposite two-way road in the west; The vehicle traffic lights (6) include a first traffic light (9), a second traffic light (11), a third traffic light (10), and a fourth traffic light (12) installed at the intersections of the four bidirectional roads. The first traffic light (9) and the third traffic light (10) are used to control the traffic flow of the current bidirectional road and the opposite bidirectional road in the longitudinal direction at the exit intersection (24). The second traffic light (11) and the fourth traffic light (12) are used to control the traffic flow of the current bidirectional road and the opposite bidirectional road in the transverse direction at the exit intersection (24). The pedestrian traffic lights include a second indicator light (14) and a sixth indicator light (18) installed on both sides of the longitudinal entry point (25) of the current two-way road and the opposite two-way road, and a first indicator light (13) and a fifth indicator light (17) installed on both sides of the exit point (24); and a fourth indicator light (16) and an eighth indicator light (20) installed on both sides of the transverse entry point (25) of the current two-way road and the opposite two-way road, and a third indicator light (15) and a seventh indicator light (19) installed on both sides of the exit point (24). The indicator lights (14), fourth indicator lights (16), sixth indicator lights (18) and eighth indicator lights (20) are used to indicate the flow of pedestrians at the entry intersection (25) and the pedestrian waiting area (5) of the current two-way road (30) and the opposite two-way road (31), and the first indicator light (13), third indicator light (15), fifth indicator light (17) and seventh indicator light (19) are used to indicate the flow of pedestrians at the exit intersection (24) and the pedestrian waiting area (5) of the current two-way road (30) and the opposite two-way road (31).

6. The planar transportation system according to claim 5, characterized in that: The controller (22) switches according to the following four phases: First phase: The straight and right turn direction indicator lights of the first traffic light (9) and the third traffic light (10) are green, the direction indicator lights of the second traffic light (11) and the fourth traffic light (12) are red, and only the third indicator light (15) and the seventh indicator light (19) are green, while the other indicator lights are red; Second phase: all directional indicator lights of the first traffic light (9) and the third traffic light (10) are red, the left turn and right turn indicator lights of the second traffic light (11) and the fourth traffic light (12) are green, and the first indicator light (13), the fourth indicator light (16), the fifth indicator light (17) and the eighth indicator light (20) are green, while all other indicator lights are red; Third phase: The left and right turn indicator lights of the first traffic light (9) and the third traffic light (10) are green, the indicator lights of the second traffic light (11) and the fourth traffic light (12) are red, and the second indicator light (14), the third indicator light (15), the sixth indicator light (18) and the seventh indicator light (19) are green, while all other indicator lights are red. Fourth phase: All directional indicator lights of the first traffic light (9) and the third traffic light (10) are red, the straight and right turn directional indicator lights of the second traffic light (11) and the fourth traffic light (12) are green, and only the first indicator light (13) and the fifth indicator light (17) are green, while all other indicator lights are red.

7. The planar transportation system according to claim 6, characterized in that: The entry intersection module (28) corresponding to the second and third phases is configured as follows: When the vehicle traffic light (6) is simultaneously allowed to indicate the flow of turning vehicles to pass through the entry intersection (25) of the current two-way road (30) and the opposite two-way road (31), the pedestrian traffic light (27) is also allowed to indicate the flow of pedestrians to pass through the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31) and the pedestrian waiting area (5); When the pedestrian traffic light (27) is simultaneously allowed to indicate pedestrian flow at the entry intersection (25) of the current two-way road (30) and the opposite two-way road (31) and the pedestrian waiting area (5), the vehicle traffic light (6) is also allowed to indicate turning and exiting vehicles at the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31). The exit intersection control module (29) corresponding to the second and third phases is configured as follows: When the vehicle traffic light (6) is simultaneously allowed to indicate the turning out traffic flow to pass through the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31), the pedestrian traffic light (27) is also allowed to indicate the pedestrian flow to pass through the entry intersection (25) of the current two-way road (30) and the opposite two-way road (31) and the pedestrian waiting area (5); When the pedestrian traffic light (27) is simultaneously allowed to indicate pedestrian flow at the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31) and the pedestrian waiting area (5), the vehicle traffic light (6) is also allowed to indicate turning traffic flow at the entry intersection (25) of the current two-way road (30) and the opposite two-way road (31). The entry intersection module (28) corresponding to the first phase and the fourth phase is configured as follows: When the vehicle traffic light (6) simultaneously allows the straight-in traffic flow to pass through the entry intersection (25) of the current two-way road (30) and the opposite two-way road (31), the vehicle traffic light (6) also simultaneously allows the straight-out traffic flow to pass through the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31). The exit intersection module (29) corresponding to the first phase and the fourth phase is configured as follows: When the vehicle traffic light (6) simultaneously allows the outgoing traffic flow to pass through the exit intersection (24) of the current two-way road (30) and the opposite two-way road (31), the vehicle traffic light (6) also simultaneously allows the incoming traffic flow to pass through the incoming intersection (25) of the current two-way road (30) and the opposite two-way road (31).

8. The planar transportation system according to claim 4, characterized in that: Each of the two-way roads (1) is also equipped with a turn signal light (21) controlled by a controller. The turn signal light (21) is located on one side of each pedestrian waiting area (5) to control vehicles to make U-turns. The U-turn area is located on the side of the pedestrian waiting area (5) away from the intersection (26). The intersection entry module (28) is configured as follows: When only the vehicle traffic light (6) indicates that the turning traffic is allowed to pass through the intersection (25) of the current two-way road (30) and the opposite two-way road, the vehicle is also allowed to make a U-turn on the two adjacent two-way roads (32); When only the vehicle traffic light (6) indicates that the turning traffic is allowed to pass through the intersection (25) of the two adjacent two-way roads (32), the vehicle is also allowed to make a U-turn on the current two-way road (30) and the opposite two-way road. When only the pedestrian traffic light (27) is allowed to indicate the flow of people to pass at the intersection (25) of the current two-way road (30) and the opposite two-way road, vehicles are also allowed to make U-turns on the current two-way road (30) and the opposite two-way road. When only the pedestrian traffic light (27) is allowed to indicate the flow of people to pass through the intersection (25) of the two adjacent two-way roads (32), vehicles are also allowed to make U-turns on the two adjacent two-way roads (32); The exit intersection control module (29) is configured as follows: When only the vehicle traffic light (6) indicates that the turning out traffic is allowed to pass through the exit intersection (24) of the current two-way road (30) and the opposite two-way road, the vehicle is also allowed to make a U-turn on the current two-way road (30) and the opposite two-way road. When only the vehicle traffic light (6) indicates that the turning out traffic is allowed to pass through the exit intersection (24) of two adjacent two-way roads (32), the vehicle is also allowed to make a U-turn on the two adjacent two-way roads (32); When pedestrian traffic lights (27) only allow pedestrian traffic to proceed at the exit intersection (24) of the current two-way road (30) and the opposite two-way road, vehicles are also allowed to make U-turns on the two adjacent two-way roads (32); When pedestrian traffic lights (27) only allow pedestrian traffic to pass through the exit intersection (24) of two adjacent two-way roads (32), vehicles are also allowed to make U-turns on the current two-way road (30) and the opposite two-way road.

9. An optimization design method for a plane traffic system as described in claim 1, characterized in that, Includes the following steps: S1: Count the number of two-way roads (1) connected to the intersection, and configure vehicle traffic lights (6) and pedestrian traffic lights (27) and controllers for controlling the vehicle traffic lights (6) and pedestrian traffic lights (27) according to the number of two-way roads (1). The controllers include an entry intersection control module (28) and an exit intersection control module (29). S2: Calculate the total number of traffic trajectories based on the traffic and pedestrian flows in all possible directions on each two-way road, and use the combination formula to obtain the potential intersections of traffic and pedestrian flows; S3: Filter out the actual entry intersections (25) and exit intersections (24) from the potential intersections. S4: Configure the controller according to the actual intersection point, specifically as follows; The intersection entry control module (28) is configured as follows: When only the vehicle traffic light (6) is allowed to indicate the flow of turning vehicles to pass through the entry intersection (25), only the pedestrian traffic light (27) is allowed to indicate the flow of pedestrians to pass through the exit intersection (24); When only the vehicle traffic light (6) indicates that the straight-in traffic flow is allowed to pass through the entry intersection (25), only the vehicle traffic light (6) indicates that the straight-out traffic flow is allowed to pass through the exit intersection (24); When only the pedestrian traffic light (27) is allowed to indicate the flow of pedestrians to pass through the entry intersection (25), only the vehicle traffic light (6) is allowed to indicate the flow of vehicles turning out to pass through the exit intersection (24); The exit intersection control module (29) is configured as follows: When only the vehicle traffic light (6) is allowed to indicate turning out traffic at the exit intersection (24), only the pedestrian traffic light (27) is allowed to indicate pedestrian traffic at the entry intersection (25); When only the vehicle traffic light (6) indicates that the outgoing traffic is allowed to pass through the exit intersection (24), only the vehicle traffic light (6) indicates that the incoming traffic is allowed to pass through the incoming intersection (25); When only the pedestrian traffic light (27) is allowed to indicate the flow of pedestrians at the exit intersection (24), only the vehicle traffic light (6) is allowed to indicate the flow of vehicles turning into the intersection (25).

10. The optimization design method for a plane traffic system according to claim 9, characterized in that: Between steps S3 and S4, there is also S3-1: forming a time-crossing avoidance scheme for vehicles and pedestrians, which specifically includes the following steps: (A1) obtaining the statistical data of the spatial intersection conflict points between vehicles and pedestrians, the statistical data including the location coordinates of each conflict point, the conflict type, and the correspondence between the driving direction of the vehicles involved in the conflict and the crossing direction of the pedestrians. (A2) Input the statistical data into the processor (23), and the processor (23) executes the following instructions: a) Generate a conflict point distribution matrix according to the location coordinates and conflict type of each conflict point; b) Based on the conflict point distribution matrix, calculate the passage time window of each conflict point in each phase according to the four phase division rules, so that there are no spatial intersection conflict points between the vehicle trajectory and the pedestrian trajectory allowed to pass in the same phase; c) Adjust the switching order and passage time window of each phase until all spatial intersection conflict points are assigned to different passage time windows to form a vehicle and pedestrian time intersection avoidance scheme; (A3) Drawing output instructions: According to the time crossover avoidance scheme, the processor (23) outputs the indicator light layout instructions, which are used to draw the following in the visualization interface: a) Vehicle traffic light (6) layout diagram, marking the position of the four traffic lights and the color timing of the three-way indicator lights (7) on each traffic light; b) Indicator light layout diagram, marking the position of the indicator lights and the color timing of the two pedestrian traffic lights (27) in each indicator light; c) Phase timing diagram, showing the switching order of the four phases in the form of a time axis and the corresponding relationship between the on / off state of the vehicle lights and the pedestrian traffic lights (27) in each phase.

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