Parallel array self-organizing traffic operation method and system

Abstract

The application discloses a parallel array self-organizing traffic operation method and system, and belongs to the technical field of traffic operation control. In order to solve the problem of improving the signal utilization efficiency and continuous release capacity of the main intersection, the application comprises the following steps: constructing a parallel array intersection traffic organization method, defining a lane function, setting a region between a main signal stop line and a pre-signal stop line as a pre-queue area, setting a signal lamp group comprising a main signal lamp and a pre-signal lamp in the parallel array, designing a phase control method of the pre-signal lamp in the parallel array, designing the length of the pre-queue area, constructing a main signal lamp and a pre-signal lamp cooperative control method, and performing micro-traffic simulation verification and evaluation on the constructed parallel array intersection traffic organization method and the constructed main signal lamp and pre-signal lamp cooperative control method. The application improves the green light utilization efficiency and the continuous release capacity of the main intersection.

Description

Technical Field

[0001] This invention belongs to the field of traffic operation control technology, specifically relating to a parallel array-type self-organizing traffic operation method and system. Background Technology

[0002] At-grade intersections on urban roads are bottlenecks to road network capacity and major sources of delays. Traditional signalized intersections have fixed lane functions at their approach lanes. To avoid traffic conflicts, only specific turning lanes can be opened at any given time, resulting in significantly lower traffic capacity at the intersection compared to ordinary roads.

[0003] Existing technology is a pre-signal-based array-style intersection traffic organization and control method. This type of method places pre-signals upstream of the main signal stop line, forming a pre-arrangement zone between them. The pre-signals control vehicles turning different directions to enter the pre-arrangement zone, where vehicles are rearranged according to their direction and pass in groups continuously when the main signal turns green. Representative schemes include tandem design and phase-swapping sequencing strategies. Pre-signal organization can break the function of fixed lanes, improve the parking capacity of approach lanes, and increase the intersection's throughput. However, the array-style efficiency of existing methods cannot keep up with the main signal's release efficiency. The above methods only consider the coordination between the main signal and pre-signals, but the throughput capacity of the main signal is far greater than that of the array-style pre-signals, resulting in insufficient array-style capacity and consequently low main signal green light utilization, leading to situations where the green light is not used. Summary of the Invention

[0004] The problem this invention aims to solve is to improve the efficiency of signal utilization and continuous traffic release capability at main intersections, and proposes a parallel array-based self-organizing traffic operation method and system.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A parallel, array-based, self-organizing traffic operation method includes the following steps:

[0007] S1. Construct a parallel array-type intersection traffic organization method, including defining lane functions, setting the area between the main signal stop line and the pre-signal stop line as the pre-array zone; setting the signal light group including the main signal light and the parallel array of pre-signal lights, designing the phase control method for the parallel array of pre-signal lights; and designing the length of the pre-array zone.

[0008] S2. Construct a collaborative control method for main traffic lights and pre-traffic lights;

[0009] S3. Conduct microscopic traffic simulation verification and evaluation of the parallel array intersection traffic organization method constructed in step S1 and the main signal light and pre-signal light coordinated control method constructed in step S2; The method for defining lane functions in step S1 is to set the area between the main signal stop line and the pre-signal stop line as the pre-arrangement area, which includes the lane changing area and the parking area.

[0010] The storage area in the pre-arrangement area includes n lanes, of which nm are straight-left combined lanes, each handling both straight and left turns, and m are straight-right combined lanes, handling both straight and right turns, forming a cyclical rotating array;

[0011] The lane-changing area in the pre-arranged zone consists of a dedicated left-turn lane, L, b dedicated straight-ahead lanes, and 1 dedicated right-turn lane, starting from the pre-signal stop line. There are no combined lanes, and a + b + 1 = n, a ≤ b. .

[0012] Furthermore, the phase control method for the parallel array of pre-signal lights designed in step S1 includes four-stage control: initial array phase, cyclic array phase group, end array phase, and right turn buffer phase.

[0013] Phase 1. Control the initial traffic flow phase, including releasing b straight lanes, with vehicles entering lanes 1 to b in the pre-arranged area respectively; while keeping the right-turn lane open.

[0014] Phase 2. Controlling the cyclical array phase group, including setting... The quotient of dividing by b is q, and the remainder is r, that is:

[0015] n-1=qb+r, 0≤r

[0016] The cyclic array phase consists of K sub-phases, when r = 0. When r > 0, K = q;

[0017] Each cycle sub-phase is sequentially numbered j = 1, 2, ..., K. In the j-th cycle sub-phase, left-turning, straight-going, and right-turning vehicles are simultaneously allowed to pass. Among them, vehicles in the a-th left-turn lane enter the pre-arranged area. Vehicles in lane aj and b straight lanes enter lanes 1+bj to b(j+1) in the pre-arrangement area respectively; the right-turn lane remains open, and each sub-phase is executed sequentially, so that the target lanes of left-turning and straight-going vehicles gradually turn to the right along the pre-arrangement area;

[0018] Phase 3. Control the end-of-line phase to allow left-turning and straight-through vehicles to proceed. Vehicles in lane a (left-turn lane) enter the pre-lined area at the designated time. To the Vehicles from lane a and lane b respectively enter lane a. Move to lane n; the right-turn lane turns red, prohibiting right-turning vehicles from entering the pre-arranged area;​

[0019] Phase 4. Control the right-turn buffer phase, stop releasing left-turning and straight-through vehicles, and only release right-turning vehicles to pass through the pre-arranged area and enter the main intersection, completing the transition between the current and next rounds of queuing.

[0020] Furthermore, the method for designing the length of the pre-arranged area in step S1 includes the following steps:

[0021] S1.3.1. Calculate the length of the parking area using the following formula:

[0022]

[0023]

[0024]

[0025]

[0026] in, The number of arriving vehicles in phase i. For the flow rate in phase i, The main signal period, For array organization coefficient, Let i be the number of array vehicles in phase i. The number of lanes assigned to phase i. This refers to the number of vehicles stored per lane. For the distance between the front of the car, The length of the parking area;

[0027] S1.3.2. Calculate the lane change length using the following formula:

[0028]

[0029]

[0030]

[0031] in, For the number of lane changes, For running speed, This represents the longitudinal distance of a single lane change. For maximum lane change time, This refers to the lane change length;

[0032] S1.3.3. Calculate the length of the pre-arranged area. .

[0033] Furthermore, the specific implementation method of step S2 includes the following steps:

[0034] S2.1. Calculate the main signal cycle based on the effective green light duration of the main traffic light. The calculation formula is as follows:

[0035]

[0036]

[0037] in, The effective green light duration for the main signal light of phase i. For single-lane saturation flow rate, To trigger losses, For phase i, To safely clear phase i, The main signal period;

[0038] Then set Substituting this into the formula for the main signal period, we get:

[0039]

[0040] in, The flow rate ratio for phase i, i.e., the flow rate for phase i. With the total saturation flow rate of this phase The ratio;

[0041] S2.2. Based on setting the pre-signal period Consistent with the main signal period, this is the array arrangement time. With waiting time The sum of these factors is used to solve for the arraying time and waiting time of the pre-signal, expressed as:

[0042]

[0043] ;

[0044] S2.3. Design the phase difference between the main signal and the pre-signal, and the pre-signal activation time:

[0045]

[0046]

[0047] in, The total travel time required for a vehicle to travel from the pre-signal stop line through the pre-arranged area to the main signal stop line; The phase difference between the main signal and the pre-signal. This is the start time of the main signal for phase i; The pre-signal activation time for phase i is [i].

[0048] Furthermore, the specific implementation method of step S3 includes the following steps:

[0049] S3.1. Construct a simulated intersection scenario. Establish a simulated intersection model in a microscopic traffic simulation platform, including approach lanes, pre-signal control area, pre-queue area, main signal control area, conflict zone, and exit lanes; use Krauss for the car-following model and LC2013 for the lane-changing model; generate vehicles according to traffic demand:

[0050]

[0051] in, The number of vehicles generated within the simulation duration T according to the traffic demand of phase i; randomly generated according to the proportions of left turn, straight ahead, and right turn.

[0052] S3.2. Construct a main-pre-signal control module, set the main signal to generate the main signal period and the effective green light for each phase according to step S2.1; the pre-signal to generate the pre-signal period and phase difference according to step S2.2, and release vehicles in advance; then, according to the pre-signal phase design method in step S1, make left-turning and straight-going vehicles line up in the lane, and right-turning vehicles follow and are released, so as to realize the composition and release of the vehicle array;

[0053] S3.3. Construct a lane change control submodule, including a pre-signal lane change control submodule that acts on the upstream approach lane of the pre-signal and guides the vehicle to the corresponding dedicated turning lane according to the vehicle route within the forced lane change section;

[0054] The main signal equalization lane change control submodule operates on the pre-arranged road section. Within the lane change zone, it detects the real-time queue number of each straight-left composite lane under the same turning permission and guides the vehicle to the permitted lane with the shortest queue.

[0055] S3.4. Based on the simulation environment constructed in steps S3.1-S3.3, real-time data collection is performed on vehicle location, speed, delay, number of stops, queue length, lane occupancy, and passage time to form a traffic operation database; then, microscopic traffic simulation verification and evaluation are conducted; the evaluation formula is:

[0056]

[0057] C a =

[0058] in, To average delay, Let C be the delay time of the j-th vehicle participating in the statistics, N be the total number of vehicles participating in the statistics, and C be the delay time of the j-th vehicle participating in the statistics. a To improve the traffic capacity of the intersection, This represents the total number of vehicles that exit the intersection within the simulation duration T.

[0059] A system for a parallel array-based self-organizing traffic operation method includes a processor, a memory, and a computer program stored in the memory and executable on the processor. When the computer program is executed, it implements the steps of the parallel array-based self-organizing traffic operation method.

[0060] The beneficial effects of this invention are:

[0061] The present invention discloses a parallel array-type self-organizing traffic operation method, which proposes an array-type intersection traffic organization method. The array-type signal control requires setting up a pre-signal upstream of the main intersection and forming a vehicle pre-sorting area between the pre-signal and the main signal. Specifically, it includes lane function design, main signal light phase design, parallel array pre-signal light phase and light group equipment design, and pre-sorting area length design.

[0062] The present invention discloses a parallel array-based self-organized traffic operation method, which proposes a coordinated control method for main signals and pre-signals. By coordinating the setting of the cycle duration and phase difference of the main signals and pre-signals, vehicles released by the pre-signal can complete reordering, dynamic lane changing and array organization within the pre-arrangement area, and effectively connect with the main intersection release phase, thereby reducing vehicle congestion and queue overflow, and improving the green light utilization efficiency and continuous release capacity of the main intersection.

[0063] This invention presents a parallel, array-based self-organizing traffic operation method, proposing a microscopic traffic simulation verification method for traffic organization and control at array-based intersections. By constructing an array-based intersection scenario through a microscopic traffic simulation platform, the method dynamically organizes and balances queues for lanes with the same direction of traffic, prioritizing vehicles entering target lanes with better traffic conditions to form a parallel vehicle array suitable for simultaneous release at the main intersection, thereby improving the utilization rate of approach lane space and the traffic efficiency of the main intersection. Statistical analysis of vehicle operating status, intersection capacity, and delay indicators provides support for verifying the effectiveness of the proposed traffic organization and control method.

[0064] This invention discloses a parallel, self-organizing traffic operation method that solves the problems of uneven lane utilization and long-term fixed occupancy. A cyclical rotation allows left-turning and straight-going vehicles to migrate between target lanes periodically, while right-turning vehicles are released via a combined straight-right lane. After n rotation cycles, each combined straight-left lane assumes the roles of left-turning and straight-going, and each combined straight-right lane assumes the roles of right-turning and straight-going. The storage and release loads of each lane tend to be consistent over time, fundamentally avoiding the resource waste of long-term full overflow in one lane and long-term empty occupancy in adjacent lanes under fixed allocation.

[0065] The present invention provides a parallel array-based self-organizing traffic operation method to solve the problems of insufficient coordination of the main pre-signal and idle green light: through three-layer coordination of main pre-signal phase design, pre-signal period and time offset, the array leader vehicle arrives at the main stop line exactly when the main signal green light is turned on, the array passes continuously during the green light period, and is released exactly when the green light ends, thereby reducing vehicle residue in the pre-arranged area and idle green light.

[0066] The present invention discloses a parallel array-based self-organizing traffic operation method that solves the problem of traffic capacity and continuous release efficiency: each main signal phase is released in groups by the already formed array on the composite lanes allocated in the current cycle, with multiple lanes running in parallel (m i (1) Relative discrete arrival of vehicles can reduce headway fluctuations and start-up losses; using different lanes in adjacent cycles allows the release of lanes in the previous cycle and the filling of lanes in the next cycle to overlap in time and space, reducing release interruptions and thus improving the continuous release efficiency of the main intersection.

[0067] The present invention provides a parallel array-based self-organizing traffic operation method, which improves the geometric design of the pre-arrangement zone: the length of the pre-arrangement zone is the sum of the storage vehicle length and the lane-changing length, which simultaneously satisfies the two necessary conditions of storage vehicle and lane-changing, taking into account both traffic demand and road space efficiency.

[0068] The parallel formation self-organizing traffic operation method described in this invention is verified as follows: a microscopic simulation verification method is established, including the entire process of main pre-signal coordination, cyclic rotation, and vehicle formation, and the average delay D and traffic capacity C are used as the basis for the verification. a Quantitative evaluation allows for a quantitative comparison and verification of the operational effectiveness of this invention with that of traditional intersections and fixed-allocation array intersections under the same requirements. Attached Figure Description

[0069] Figure 1 This is a flowchart of a parallel array-based self-organizing traffic operation method according to the present invention; Figure 2 This is a schematic diagram of the lane function of the present invention; Figure 3(a) is a schematic diagram of the initial array phase, Figure 3(b) is a schematic diagram of the cyclic array phase, Figure 3(c) is a schematic diagram of the end array phase, and Figure 3(d) is a schematic diagram of the right turn buffer phase. Figure 4 This is the timing diagram for the main pre-signal coordination of the present invention. Detailed Implementation

[0070] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only for explaining the invention and are not intended to limit the invention; that is, the described specific embodiments are merely a part of the embodiments of the invention, and not all of them. The components of the specific embodiments of the invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations, and the invention may also have other embodiments.

[0071] Therefore, the following detailed description of specific embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected specific embodiments of the invention. All other specific embodiments obtained by those skilled in the art based on these specific embodiments without inventive effort are within the scope of protection of this invention.

[0072] To further understand the invention's content, features, and effects, the following specific embodiments are provided, along with accompanying drawings. Figure 1 - Appendix Figure 4 Detailed explanation is as follows:

[0073] Example 1:

[0074] A parallel, array-based, self-organizing traffic operation method includes the following steps:

[0075] S1. Construct a parallel array-type intersection traffic organization method, including defining lane functions, setting the area between the main signal stop line and the pre-signal stop line as the pre-array zone; setting the signal light group including the main signal light and the parallel array of pre-signal lights, designing the phase control method for the parallel array of pre-signal lights; and designing the length of the pre-array zone.

[0076] Arrangement-style intersections allow multiple lanes of vehicles to proceed simultaneously, significantly improving intersection efficiency. Therefore, it is necessary to design the main pre-signal lane functions, signal phases, and pre-arrangement zone length of the arrangement-style intersection to ensure that vehicles have a balanced traffic organization foundation before entering the main intersection.

[0077] Phase design generally includes three types: simultaneous release of a single entrance lane, release of opposing lanes, and release of opposing lanes for left turns that allows for conflict. If single entrance lane release is selected, the time-based conflict isolation advantage of the queuing system cannot be realized, so this scheme is not chosen; similarly, if opposing lanes for left turns that allow for conflict are selected, it goes against the idea of ​​time-based conflict isolation of the queuing system.

[0078] Therefore, the main signal generally only adopts synchronous release of the opposite entrance lane, and the standard four phases are set: P1 East-West straight, P2 North-South straight, P3 East-West left turn, and P4 North-South left turn.

[0079] The main traffic lights can make full use of all the combined lanes, thus greatly improving traffic capacity. However, this often leads to the dilemma of insufficient signaling efficiency, so a parallel signaling phase design is needed. Parallel signaling means achieving simultaneous signaling for multiple turns without disrupting the turn signaling. To achieve this parallel arrangement, the pre-signal lights need to have not only the direction of travel information but also the lane-changing information. The pre-signal phase design and light group design are shown in the figures. Figure 3(a) shows that straight-going vehicles are allowed to enter the first lane of the pre-arrangement area, while the right-turn lane remains open. Figure 3(b) shows that left-turning, straight-going, and right-turning vehicles are allowed to enter simultaneously, with left-turning vehicles entering the first lane of the pre-arrangement area and straight-going vehicles entering the second lane; the right-turn lane remains open. Figure 3(c) shows that left-turning and straight-going vehicles are allowed to enter simultaneously, with left-turning vehicles entering the second lane of the pre-arrangement area and straight-going vehicles entering the third lane; the right-turn lane turns red, prohibiting right-turning vehicles from entering the pre-arrangement area. Figure 3(d) shows that left-turning and straight-going vehicles are stopped from entering, and only right-turning vehicles are allowed to enter the third lane of the pre-arrangement area.

[0080] Furthermore, the method for defining lane functions in step S1 is to set the area between the main signal stop line and the pre-signal stop line as the pre-arrangement area, which includes the lane changing area and the parking area.

[0081] The storage area in the pre-arrangement area includes n lanes, of which nm are straight-left combined lanes, each handling both straight and left turns, and m are straight-right combined lanes, handling both straight and right turns, forming a cyclical rotating array;

[0082] The lane-changing area in the pre-arranged zone consists of a dedicated left-turn lane, L, b dedicated straight-ahead lanes, and 1 dedicated right-turn lane, starting from the pre-signal stop line. There are no combined lanes, and a + b + 1 = n, a ≤ b. .

[0083] Furthermore, the phase control method for the parallel array of pre-signal lights designed in step S1 includes four-stage control: initial array phase, cyclic array phase group, end array phase, and right turn buffer phase.

[0084] Phase 1. Control the initial traffic flow phase, including releasing b straight lanes, with vehicles entering lanes 1 to b in the pre-arranged area respectively; while keeping the right-turn lane open.

[0085] Phase 2. Controlling the cyclical array phase group, including setting the quotient of n-1 divided by b as q and the remainder as r, that is:

[0086] n-1=qb+r, 0≤r

[0087] ​The cyclic array phase consists of K sub-phases, when r = 0. When r > 0, K = q;

[0088] Each cycle sub-phase is sequentially numbered j = 1, 2, ..., K. In the j-th cycle sub-phase, left-turning, straight-going, and right-turning vehicles are simultaneously allowed to pass. Among them, vehicles in the a-th left-turn lane enter the pre-arranged area. Vehicles in lane aj and b straight lanes enter lanes 1+bj to b(j+1) in the pre-arrangement area respectively; the right-turn lane remains open, and each sub-phase is executed sequentially, so that the target lanes of left-turning and straight-going vehicles gradually turn to the right along the pre-arrangement area;

[0089] Phase 3. Control the end-of-line phase to allow left-turning and straight-through vehicles to proceed. Vehicles in lane a (left-turn lane) enter the pre-lined area at the designated time. To the Vehicles from lane a and lane b respectively enter lane a. Move to lane n; the right-turn lane turns red, prohibiting right-turning vehicles from entering the pre-arranged area;

[0090] Phase 4. Control the right-turn buffer phase, stop releasing left-turning and straight-through vehicles, and only release right-turning vehicles to pass through the pre-arranged area and enter the main intersection, completing the transition between the current and next rounds of queuing.

[0091] Furthermore, the method for designing the length of the pre-arranged area in step S1 includes the following steps:

[0092] S1.3.1. Calculate the length of the parking area using the following formula:

[0093]

[0094]

[0095]

[0096]

[0097] in, The number of arriving vehicles in phase i. For the flow rate in phase i, The main signal period, For array organization coefficient, Let i be the number of array vehicles in phase i. The number of lanes assigned to phase i. This refers to the number of vehicles stored per lane. For the distance between the front of the car, The length of the parking area;

[0098] S1.3.2. Calculate the lane change length using the following formula:

[0099]

[0100]

[0101]

[0102] in, For the number of lane changes, For running speed, This represents the longitudinal distance of a single lane change. For maximum lane change time, This refers to the lane change length;

[0103] S1.3.3. Calculate the length of the pre-arranged area. .

[0104] S2. Construct a collaborative control method for main traffic lights and pre-traffic lights;

[0105] Furthermore, the specific implementation method of step S2 includes the following steps:

[0106] S2.1. Calculate the main signal cycle based on the effective green light duration of the main traffic light. The calculation formula is as follows:

[0107]

[0108]

[0109] in, The effective green light duration for the main signal light of phase i. For single-lane saturation flow rate, To trigger losses, For phase i, To safely clear phase i, The main signal period;

[0110] Then set Substituting this into the formula for the main signal period, we get:

[0111]

[0112] in, The flow rate ratio for phase i, i.e., the flow rate for phase i. With the total saturation flow rate of this phase The ratio;

[0113] Furthermore, ;when When <1, there exists a finite number of positive solutions;

[0114] S2.2. Based on setting the pre-signal period Consistent with the main signal period, this is the array arrangement time. With waiting time The sum of these factors is used to solve for the arraying time and waiting time of the pre-signal, expressed as:

[0115]

[0116] ;

[0117] S2.3. Design the phase difference between the main signal and the pre-signal, and the pre-signal activation time:

[0118]

[0119]

[0120] in, The total travel time required for a vehicle to travel from the pre-signal stop line through the pre-arranged area to the main signal stop line; The phase difference between the main signal and the pre-signal. This is the start time of the main signal for phase i; The pre-signal activation time for phase i is [i].

[0121] S3. Conduct microscopic traffic simulation verification and evaluation of the parallel array intersection traffic organization method constructed in step S1 and the main signal light and pre-signal light coordinated control method constructed in step S2.

[0122] To verify the effectiveness of the proposed array-based intersection traffic organization and control method, it is necessary to construct a traffic simulation environment that reflects the microscopic operational characteristics of vehicles, and to verify and analyze the main-signal-pre-signal coordinated control, dynamic lane balancing (cyclic rotation), and vehicle array formation process. Traditional macroscopic traffic models are difficult to reflect the processes of vehicle lane changing, following, and array formation. Therefore, this embodiment adopts a microscopic traffic simulation method to simulate the entire vehicle operation process, and evaluates the operational effectiveness of the proposed method through traffic operation indicators.

[0123] Furthermore, the specific implementation method of step S3 includes the following steps:

[0124] S3.1. Construct a simulated intersection scenario. Establish a simulated intersection model in a microscopic traffic simulation platform, including approach lanes, pre-signal control area, pre-queue area, main signal control area, conflict zone, and exit lanes; use Krauss for the car-following model and LC2013 for the lane-changing model; generate vehicles according to traffic demand:

[0125]

[0126] in, The number of vehicles generated within the simulation duration T according to the traffic demand of phase i; randomly generated according to the proportions of left turn, straight ahead, and right turn.

[0127] S3.2. Construct a main-pre-signal control module, set the main signal to generate the main signal period and the effective green light for each phase according to step S2.1; the pre-signal to generate the pre-signal period and phase difference according to step S2.2, and release vehicles in advance; then, according to the pre-signal phase design method in step S1, make left-turning and straight-going vehicles line up in the lane, and right-turning vehicles follow and are released, so as to realize the composition and release of the vehicle array;

[0128] S3.3. Construct a lane change control submodule, including a pre-signal lane change control submodule that acts on the upstream approach lane of the pre-signal and guides the vehicle to the corresponding dedicated turning lane according to the vehicle route within the forced lane change section;

[0129] The main signal equalization lane change control submodule operates on the pre-arranged road section. Within the lane change zone, it detects the real-time queue number of each straight-left composite lane under the same turning permission and guides the vehicle to the permitted lane with the shortest queue.

[0130] Furthermore, due to the existence of the lane-changing zone between the pre-signal and main signal lines, the vehicle lane-changing pattern at parallel array intersections differs from that at ordinary intersections. The vehicle trajectory module built into the simulation cannot guide vehicles to the correct lane, thus requiring pre-signal lane-changing control and main signal lane-changing control. The lane-changing control module is divided into two sub-modules: pre-signal lane-changing control and main signal balanced lane-changing, which operate on the upstream approach lanes and the pre-arranged zone of the pre-signal line, respectively.

[0131] S3.4. Based on the simulation environment constructed in steps S3.1-S3.3, real-time data collection is performed on vehicle location, speed, delay, number of stops, queue length, lane occupancy, and passage time to form a traffic operation database; then, microscopic traffic simulation verification and evaluation are conducted; the evaluation formula is:

[0132]

[0133] C a =

[0134] in, To average delay, Let C be the delay time of the j-th vehicle participating in the statistics, N be the total number of vehicles participating in the statistics, and C be the delay time of the j-th vehicle participating in the statistics. a To improve the traffic capacity of the intersection, This represents the total number of vehicles that exit the intersection within the simulation duration T.

[0135] Furthermore, comparative verification was conducted, establishing: (1) a traditional single-stop-line signal-controlled intersection model; and (2) the cyclic rotating array intersection model of this invention. Simulations were performed under the same traffic demand (multiple saturation gradients, such as 0.5~2.0) to compare the average delay D with the capacity C. a The simulation step size is 0.5s, the simulation duration is 900s, and each scenario is repeated ≥10 times, with the average value taken and the 95% confidence interval reported. Then, the verification results are output, including the vehicle array formation results, the main-pre-signal coordination timing, the cyclic rotation lane allocation process, traffic operation evaluation indicators, and the comparison results of different methods. Based on this, the simulation verification of the array-type intersection traffic organization and control method is completed.

[0136] Example 2:

[0137] A system for a parallel array-based self-organizing traffic operation method includes a processor, a memory, and a computer program stored in the memory and executable on the processor. When the computer program is executed, it implements the steps of the parallel array-based self-organizing traffic operation method described in Embodiment 1.

[0138] It should be noted that relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0139] Although this application has been described above with reference to specific embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of this application. In particular, as long as there is no structural conflict, the features in the specific embodiments disclosed in this application can be combined with each other in any way. The lack of an exhaustive description of these combinations in this specification is merely for the sake of brevity and resource conservation. Therefore, this application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A parallel array-based self-organizing traffic operation method, characterized in that, Includes the following steps: S1. Construct a parallel array-type intersection traffic organization method, including defining lane functions, setting the area between the main signal stop line and the pre-signal stop line as the pre-array zone; setting the signal light group including the main signal light and the parallel array of pre-signal lights, designing the phase control method for the parallel array of pre-signal lights; and designing the length of the pre-array zone. S2. Construct a collaborative control method for main traffic lights and pre-traffic lights; S3. Conduct microscopic traffic simulation verification and evaluation of the parallel array intersection traffic organization method constructed in step S1 and the main signal light and pre-signal light coordinated control method constructed in step S2; The method for defining lane functions in step S1 is to set the area between the main signal stop line and the pre-signal stop line as the pre-arrangement area, which includes the lane changing area and the parking area; The storage area in the pre-arrangement area includes n lanes, of which nm are straight-left combined lanes, each handling both straight and left turns, and m are straight-right combined lanes, handling both straight and right turns, forming a cyclical rotating array; The lane-changing area in the pre-arranged zone consists of a dedicated left-turn lane, L, b dedicated straight-ahead lanes, and 1 dedicated right-turn lane, starting from the pre-signal stop line. There are no combined lanes, and a + b + 1 = n, a ≤ b. .

2. The parallel array-based self-organizing traffic operation method according to claim 1, characterized in that, The phase control method for the parallel array of pre-signal lights designed in step S1 includes four stages of control: initial array phase, cyclic array phase group, end array phase, and right turn buffer phase. Phase 1. Control the initial traffic flow phase, including releasing b straight lanes, with vehicles entering lanes 1 to b in the pre-arranged area respectively; while keeping the right-turn lane open. Phase 2. Controlling the cyclical array phase group, including setting... The quotient of dividing by b is q, and the remainder is r, that is: n-1=qb+r, 0≤r Stage 4. Control the right turn buffer phase, stop the release of left turn and straight-through vehicles, and only release right turn vehicles to pass through the pre-arranged area and enter the main intersection, completing the transition between the current round of queuing and the next round of queuing. The cyclic array phase consists of K sub-phases, when r = 0. When r > 0, K = q; Each cycle sub-phase is sequentially numbered j = 1, 2, ..., K. In the j-th cycle sub-phase, left-turning, straight-going, and right-turning vehicles are simultaneously allowed to pass. Among them, vehicles in the a-th left-turn lane enter the pre-arranged area. Vehicles in lane aj; vehicles in lane b going straight enter lanes 1+bj to b(j+1) in the pre-arrangement area respectively; the right-turn lane remains open, and each sub-phase is executed in sequence, so that the target lanes of left-turning and straight-going vehicles gradually turn to the right along the pre-arrangement area; Phase 3. Control the end-of-line phase to allow left-turning and straight-through vehicles to proceed. Vehicles in lane a (left-turn lane) enter the pre-lined area at the designated time. To the Vehicles from lane a and lane b respectively enter lane a. To the nth lane; the right-turn lane light turns red, prohibiting right-turning vehicles from entering the pre-arranged area; The method for designing the length of the pre-arranged area in step S1 includes the following steps:

3. The parallel array-based self-organizing traffic operation method according to claim 2, characterized in that, S1.3.

1. Calculate the length of the parking area using the following formula: S1.3.

2. Calculate the lane change length using the following formula: ； ； ； ； in, The number of arriving vehicles in phase i. For the flow rate in phase i, The main signal period, For array organization coefficient, Let i be the number of array vehicles in phase i. The number of lanes assigned to phase i. This refers to the number of vehicles stored per lane. For the distance between the front of the car, The length of the parking area; The specific implementation method of step S2 includes the following steps: ； ； ； in, For the number of lane changes, For running speed, This refers to the longitudinal distance of a single lane change. For maximum lane change time, This refers to the lane change length; S1.3.

3. Calculate the length of the pre-arranged area. .

4. The parallel array-based self-organizing traffic operation method according to claim 3, characterized in that, S2.

1. Calculate the main signal cycle based on the effective green light duration of the main traffic light. The calculation formula is as follows: S2.

3. Design the phase difference between the main signal and the pre-signal, and the pre-signal activation time: ； ； in, The effective green light duration for the main signal light of phase i. For single-lane saturation flow rate, To initiate losses, For phase i, To safely clear phase i, The main signal period; Then set Substituting this into the formula for the main signal period, we get: ； in, The flow rate ratio for phase i, i.e., the flow rate for phase i. With the total saturation flow rate of this phase The ratio; S2.

2. Based on setting the pre-signal period Consistent with the main signal period, this is the array arrangement time. With waiting time The sum of these factors is used to solve for the arraying time and waiting time of the pre-signal, expressed as: ； ； The specific implementation method of step S3 includes the following steps: ； ； in, The total travel time required for a vehicle to travel from the pre-signal stop line through the pre-arranged area to the main signal stop line; The phase difference between the main signal and the pre-signal. This is the start time of the main signal for phase i; The pre-signal activation time for phase i is [i].

5. The parallel array-based self-organizing traffic operation method according to claim 4, characterized in that, S3.

1. Construct a simulated intersection scenario. Establish a simulated intersection model in a microscopic traffic simulation platform, including approach lanes, pre-signal control area, pre-queue area, main signal control area, conflict zone, and exit lanes; use Krauss for the car-following model and LC2013 for the lane-changing model; generate vehicles according to traffic demand: S3.

2. Construct a main-pre-signal control module, set the main signal to generate the main signal period and the effective green light for each phase according to step S2.1; the pre-signal to generate the pre-signal period and phase difference according to step S2.2, and release vehicles in advance; then, according to the pre-signal phase design method in step S1, make left-turning and straight-going vehicles line up in the lane, and right-turning vehicles follow and are released, so as to realize the composition and release of the vehicle array; ； in, The number of vehicles generated according to the traffic demand of phase i within the simulation duration T, where T is the simulation duration; randomly generated according to the proportion of left turns, straight ahead, and right turns; S3.

3. Construct a lane change control submodule, including a pre-signal lane change control submodule that acts on the upstream approach lane of the pre-signal and guides the vehicle to the corresponding dedicated turning lane according to the vehicle route within the forced lane change section; ​ The main signal equalization lane change control submodule operates on the pre-arranged road section. Within the lane change zone, it detects the real-time queue number of each straight-left composite lane under the same turning permission and guides the vehicle to the permitted lane with the shortest queue. S3.

4. Based on the simulation environment constructed in steps S3.1-S3.3, real-time data collection is performed on vehicle location, speed, delay, number of stops, queue length, lane occupancy, and passage time to form a traffic operation database; then, microscopic traffic simulation verification and evaluation are conducted; the evaluation formula is: ； C a = ； in, To average delay, Let C be the delay time of the j-th vehicle participating in the statistics, N be the total number of vehicles participating in the statistics, and C be the delay time of the j-th vehicle participating in the statistics. a To improve the traffic capacity of the intersection, This represents the total number of vehicles that exit the intersection within the simulation duration T.

6. A system for a parallel array-based self-organizing traffic operation method, characterized in that, It includes a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed, implements the steps of a parallel array-type self-organizing traffic operation method as described in any one of claims 1-5.

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