CN113793516B - Main path-based signalized intersection control method, terminal and storage medium - Google Patents
Main path-based signalized intersection control method, terminal and storage medium Download PDFInfo
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- CN113793516B CN113793516B CN202111184227.2A CN202111184227A CN113793516B CN 113793516 B CN113793516 B CN 113793516B CN 202111184227 A CN202111184227 A CN 202111184227A CN 113793516 B CN113793516 B CN 113793516B
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Abstract
The invention discloses a signal intersection control method, a terminal and a storage medium based on a main path, wherein the method comprises the following steps: acquiring vehicle track data in a preset road network, and determining all main paths in the preset road network according to the vehicle track data; acquiring path information of each main path, and judging whether each main path meets main path optimization coordination conditions according to the path information; and carrying out signal control optimization on the main path meeting the main path optimization coordination condition. The invention can coordinate and optimally control the intersection signals of the large-flow main paths meeting the conditions in the road network based on the vehicle track data in the road network, thereby solving the problem of optimizing control only aiming at a batch of adjacent intersections of the same main road in the traditional signal coordination control mode and improving the passing efficiency of the whole road network; meanwhile, the coordination control theory and method of the signalized intersection are perfected, so that the urban traffic control level in China is improved, and the traffic capacity and the running quality of the road network are improved.
Description
Technical Field
The present invention relates to the field of terminal applications, and in particular, to a main path-based signalized intersection control method, a terminal, and a storage medium.
Background
The intersection is used as a bottleneck of an urban road network, the running quality of urban traffic is directly determined by the signal control effect, and a great deal of researches are carried out by mass traffic tech workers for seeking an optimal control method of the signal intersection. The signal coordination control (simply called line control or green wave) is an effective control method for a batch of adjacent intersections on a road, and can greatly improve the traffic capacity and service level of the path. However, the traditional signal coordination control is only aimed at intersections on the same main road, and the identification of the control path is lacking, so that the control path is inconsistent with the actual large-flow vehicle running path with the same track, and the control effect is greatly reduced.
The daily travel of urban residents shows a certain regularity when the travel path is selected, and a relatively fixed travel path is usually selected, so that a fixed track path under the requirement of stable OD is formed. The rapid application of the internet technology in the traffic industry and the rapid development of the video recognition license plate technology, the mobile navigation software and the like provide a plurality of channels for acquiring the vehicle running track data. The method provides a direction for the development of the traditional trunk line coordination control method, namely, the coordination control is carried out on intersections in paths selected by most people.
Therefore, the invention provides a signal coordination control method based on the main path, which acquires the stable OD in the road network through the vehicle track data in the road network, determines the signal coordination control path of the intersection, breaks the inherent optimization thought of the traditional signal coordination control for only one batch of adjacent intersections of the same main road, and realizes the green wave operation on the OD maximum path; the method and the system are beneficial to improving the urban traffic control level in China, improving the traffic capacity of the road network, reducing the exhaust emission and greatly contributing to the urban traffic running quality and the environmental improvement.
Disclosure of Invention
The invention aims to solve the technical problems of the prior art, provides a signal intersection control method, a terminal and a storage medium based on a main path, aims to solve the technical problems that the control path is judged subjectively in the existing green wave coordination control, and expands the applicability of the green wave control.
The technical scheme adopted for solving the technical problems is as follows:
in a first aspect, the present invention provides a main path-based signalized intersection control method, the main path-based signalized intersection control method including the steps of:
Acquiring vehicle track data in a preset road network, and determining all main paths in the preset road network according to the vehicle track data; the main path is a path which is arranged in front of M bits and is obtained according to the ordering of the number of vehicles on all the paths;
acquiring path information of each main path, and judging whether each main path meets main path optimization coordination conditions according to the path information; wherein the path information includes: road section running time, intersection distance, vehicle running speed, vehicle flow steering number of an upstream intersection, main path traffic flow in the main path direction of the upstream intersection and traffic flow of each steering of the upstream intersection;
and performing signal control optimization on the main path meeting the main path optimization coordination condition.
In one implementation manner, the acquiring vehicle track data in a preset road network and determining all main paths in the preset road network according to the vehicle track data includes:
constructing a road topology network according to the preset road network, and acquiring vehicle track data in the road topology network;
creating a path set of all vehicles according to the road topology network and the vehicle track data;
And matching the paths of the vehicles with the path set, and determining all main paths in the preset road network according to the matching result of the vehicles.
In one implementation manner, the matching the paths of the vehicles with the path set, and determining all the main paths in the preset road network according to the matching result of the vehicles includes:
matching the paths of the vehicles with the path set;
if the matching is successful, accumulating the number of vehicles of the corresponding paths in the path set;
if the matching fails, a new path is created, and the number of vehicles in the new path is accumulated;
the number of vehicles in each path is ordered according to the order from big to small, and the path arranged in front of M bits is selected as the main path.
In one implementation manner, the obtaining path information of each main path and determining whether each main path meets a main path optimization coordination condition according to the path information includes:
acquiring path information of each main path;
calculating interconnection rationality indexes of adjacent intersections of all main paths according to the acquired path information and a preset formula;
determining path data between coordination phases of all main paths according to the path information;
And judging whether each main path meets the main path optimization coordination condition according to the interconnection rationality index and the path data.
In one implementation, the preset formula is:
wherein Y is the interconnection rationality index;
t is the road section driving time;
l is the intersection spacing;
v is the vehicle travel speed;
n is the number of traffic turns at the upstream intersection;
q s main path traffic flow in the main path direction of the upstream intersection;
q n traffic for each turn at the upstream intersection.
In one implementation, the determining whether each main path meets a main path optimization coordination condition according to the interconnection rationality index and the journey data includes:
judging whether the interconnection rationality index is larger than a first threshold value;
if the interconnection rationality index is greater than the first threshold, judging whether the journey data is smaller than a second threshold;
if the distance data is smaller than the second threshold value, judging that the corresponding main path meets the main path optimization coordination condition;
wherein the main path satisfying the main path optimization coordination condition at least comprises: any one or more of a linear path and a polyline path;
and the relation between any two main paths meeting the main path optimization coordination condition at least comprises: any one or more of a parallel relationship and a coincident relationship.
In one implementation, the signal control optimization of the main path that satisfies the main path optimization coordination condition includes:
ordering the number of vehicles of paths meeting the main path optimization coordination condition according to the sequence from large to small, and determining the sequence of each path meeting the main path optimization coordination condition;
and sequentially carrying out green wave coordination optimization on the main paths meeting the main path optimization coordination conditions according to the sequence.
In one implementation manner, the performing green wave coordination optimization on the main paths meeting the main path optimization coordination condition sequentially according to the sequence includes:
green wave coordination optimization is carried out on the current main path;
judging whether the next main path is intersected with the current main path or not;
if the next main path intersects with the current main path, performing coordinated optimization on front and rear intersections of the next main path by taking intersection as a boundary;
if the next main path is not intersected with the current main path, judging whether the next main path is reversely overlapped with the current main path or not;
and if the next main path is reversely overlapped with the current main path, carrying out bidirectional coordination optimization on the overlapped main path.
In a second aspect, the present invention provides a terminal comprising: the signal crossing control system comprises a processor and a memory, wherein the memory stores a signal crossing control program based on a main path, and the signal crossing control program based on the main path is used for realizing the signal crossing control method based on the main path according to the first aspect when being executed by the processor.
In a third aspect, the present invention provides a storage medium storing a main path-based signalized intersection control program, which when executed by a processor, is configured to implement the main path-based signalized intersection control method according to the first aspect.
The technical scheme adopted by the invention has the following effects:
the invention can coordinate and optimally control the intersection signals on the main path meeting the conditions in the road network based on the vehicle track data in the road network, thereby solving the problem of optimizing control only aiming at a batch of adjacent intersections on the same main road in the traditional signal coordination control mode, realizing the green wave operation on the path with larger traffic volume and improving the traffic efficiency of the whole road network; meanwhile, the coordination control theory and the coordination control method of the signalized intersection are perfected, so that the urban traffic control level in China is improved, and the traffic capacity and the running quality of the road network are improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to the structures shown in these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a flow chart of a main path based signalized intersection control method in one implementation of the present invention.
FIG. 2 is a schematic diagram of a vehicle path coordinated in one implementation of the invention.
FIG. 3 is a schematic diagram of the construction of a road network in one implementation of the invention.
FIG. 4 is a schematic diagram of an ith main path as a straight path in one implementation of the present invention.
FIG. 5 is a schematic diagram of an ith main path being a non-straight path in one implementation of the present invention.
FIG. 6 is a schematic diagram of the intersection of the ith main path and the (i+1) th main path in one implementation of the invention.
FIG. 7 is a schematic diagram of an i-th main path not intersecting an i+1-th main path in one implementation of the invention.
FIG. 8 is a schematic diagram of the i-th main path being inversely coincident with the i+1-th main path in one implementation of the present invention.
Fig. 9 is a functional schematic of a terminal in one implementation of the invention.
The achievement of the objects, functional features and advantages of the present invention will be further described with reference to the accompanying drawings, in conjunction with the embodiments.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clear and clear, the present invention will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
Exemplary method
As shown in fig. 1, an embodiment of the present invention provides a main path-based signalized intersection control method, which includes the following steps:
step S100, acquiring vehicle track data in a preset road network, and determining all main paths in the preset road network according to the vehicle track data; the main path is a path which is arranged in front of M bits and is obtained according to the ordering of the number of vehicles on all the paths.
In this embodiment, the signal intersection control method based on the main path is applied to a terminal, where the terminal includes but is not limited to: and a computer, a mobile terminal and the like.
With the continuous development of the informatization technology, the existing technical means can acquire the running track data of vehicles from various channels, and based on the current situation that most of the travel paths of travelers in the existing road network are relatively fixed, the embodiment can quantitatively study intersections in the road network, which need to be subjected to coordination control, in terms of track flow data by acquiring all the vehicle track path data of the road network, and perform signal control coordination optimization on intersections on non-trunk high-flow paths in the road network, so that the trunk coordination control method is widely applied to the high-flow paths, and finally, the purpose of improving the traffic efficiency of the road network is achieved.
The principle of the control method of the present embodiment is that: the vehicle track data in the specific road network is identified, the high-flow track path in the road network is determined, and then the complete path of the vehicle in the road network is counted, so that the path with larger flow in the road network is identified, namely, the intersection of the main path in the road network is sequentially subjected to coordination control optimization, so that the problem of confirming the coordination control path in the road network is solved, and after the intersection on the main path is subjected to coordination control, most vehicles on the high-flow path can smoothly pass through the road network, thereby improving the traffic running efficiency of the road network and reducing the vehicle delay of the road network.
If a large part of the straight traffic on the main road is collected by the main road, more traffic flows can flow out of the traffic on the main road; in this case, the traffic flow on the main road appears to be large on the surface, but the influence of the traffic flow of the branch into the main road and the traffic flow of the branch out of the main road on the straight-running traffic flow is large, and the traffic flow on the straight-running phase is discontinuous, so that the optimization effect of coordinating the straight-running phase on the main road is very little due to the influence of the continuously intersected traffic flows.
As shown in fig. 2, in the direction of coordination in which the three intersections of A, B, C are main roads, there are three adjacent coordination intersections, and in the main road coordination, signal coordination optimization is performed on the straight phases of the three intersections of A, B, C by default.
The AB road section and BC road section of the intersection A, B, C appear to be larger on the surface, but when the three intersections A, B, C are coordinated, whether the traffic flows are straight and enjoy traffic flows of green light welfare cannot be intuitively judged, and if the straight traffic flows of the three intersections are not straight, the coordination of the straight directions cannot achieve a good effect, and only when a large traffic flow passes through the intersection B straight to the intersection C from the intersection a or passes through the intersection B straight to the intersection a from the intersection C, the optimal effect of the coordination control can be achieved. However, the conventional way of performing flow statistics for vehicles on intersections and road segments cannot intuitively determine the straight-through path of the intersection. At this time, if there are all the vehicle paths in the main road system as data support, this problem can be solved well.
Assuming that the three intersections are used as a system, system boundaries, namely A1, A2, A4, B8, B6, C10, C11 and C12 are used as OD (traffic volume), the running path tracks of all vehicles in the system are counted, all vehicles with the same track path in the system are uniformly classified, the number of the traffic flow of the vehicle tracks in the system is obtained, and the tracks in the system are ranked according to the number of the vehicles, so that one track path with the largest traffic flow can be obtained.
In the road coordination system, if the maximum vehicle track path is not L 1-11 Or L 11-1 The steering track flow of the system is too large, and the system is not suitable for carrying out straight coordination control on the main road system, and the system needs to be expanded into a road network with a plurality of intersections.
When a track path of the maximum flow in a road network is obtained, defaulting that the passing right of the path of the maximum flow is the maximum; after that, the optimal principle in the system is also satisfied when the signal optimization coordination control is carried out on the large-flow path; the definition of the main path in this embodiment is thus derived: in a road network system, all vehicle tracks in the road network system are counted, each track path existing in the system is counted in flow, the sequence is carried out according to the flow, the track paths of vehicles with the front flow data in the sequence are defined as main paths, namely the main paths are paths which are arranged in front of M bits and are obtained according to the sequence of the number of vehicles on all the paths.
Specifically, when determining a main path in a road network, constructing a road topology network according to a preset road network, and acquiring vehicle track data in the road topology network; the preset road network may be a known road network, and the road topology network is a topology network of the known road network; when the vehicle track data is acquired, the vehicle track data can be acquired from a cloud server according to road network information, for example: and acquiring the vehicle track data from the navigation big data of each vehicle stored by the cloud server.
Further, after the vehicle track data are obtained, a path set of all vehicles can be created according to the road topology network and the vehicle track data, wherein the path set is an empty set when being created; after the path set is created, the paths of the vehicles can be matched with the path set, and all main paths in the preset road network are determined according to the matching result of the vehicles.
That is, in one implementation manner of the present embodiment, the step S100 specifically includes the following steps:
step S110, constructing a road topology network according to the preset road network, and acquiring vehicle track data in the road topology network;
Step S120, creating a path set of all vehicles according to the road topology network and the vehicle track data;
and step S130, matching the paths of the vehicles with the path set, and determining all main paths in the preset road network according to the matching result of the vehicles.
In this embodiment, when matching the paths of each vehicle with the path set, if the matching is successful, the current path set includes the paths of the vehicle, and at this time, the number of vehicles of the corresponding paths in the path set is accumulated, that is, the number of vehicles on the paths of the vehicle is accumulated; if the matching fails, the current path set does not contain the path of the vehicle, at this time, a new path needs to be created, and the number of vehicles of the new path begins to be accumulated.
Further, after matching the vehicles, sorting the number of vehicles of each path according to the order from big to small, and selecting the path arranged in front of M bits as the main path; at this time, the setting condition of M (i.e., the determination cutoff condition of the main path) is: when the number of vehicles of two adjacent paths differs greatly, the path of which the number of vehicles is greater and which is arranged in front thereof is taken as the main path.
In one implementation, a large difference in the number of vehicles in two adjacent paths may be represented as: when Ni/Ni+1 is more than or equal to 2, namely when the number ratio of the ith path to the equivalent cars of the (i+1) th path is more than or equal to 2, stopping judging the main path, namely, the ith path is the last main path.
In one implementation manner, if the number of vehicles of the obtained track paths is not large and the number of vehicles is not large, the road network is not satisfied with the road network requirement of the main path optimization method, wherein the road network requirement is as follows: the number of vehicles in the road network is larger, and the number of vehicles in the main path and other paths in the road network is larger, so the road network meeting the method application conditions in the embodiment should be: road networks with obvious main paths, i.e. road networks with main paths that differ significantly from the vehicle data of other paths.
That is, in one implementation manner of the present embodiment, the step S130 specifically includes the following steps:
step S131, matching the paths of the vehicles with the path set;
step S132, if the matching is successful, accumulating the number of vehicles of the corresponding paths in the path set;
step S133, if the matching fails, a new path is created, and the number of vehicles in the new path is accumulated;
Step S134, the number of vehicles in each path is ordered according to the order from big to small, and the path arranged in front of M bits is selected as the main path.
In an application scenario, the algorithm of the main path may include the following steps:
first, a road topology network g= (V, E, R) is established based on a known road network meeting specific requirements, where V is a set of intersections in the road network, E is a set of road segments in the road network, and R is an inlet road of a road segment upstream of a boundary intersection of the road network.
Secondly, inputting paths of each vehicle, traversing and matching the paths with a path set L one by one, and if the paths are successfully matched, adding a preset number (wherein the preset number can be 1 multiplied by a conversion coefficient of the vehicle type) on the paths; if there is no matching path for the vehicle in the road network, then add the vehicle path to the set L, i.e. L m+1＝ L m +l i ；
Thirdly, obtaining a path set L after matching is completed;
finally, ordering all paths in the set L according to the successful matching quantity of vehicles, and solving the front path with the largest number of vehicles to obtain a main path;
in the above algorithm process of the main path, the judging cut-off condition of the main path is: when Ni/Ni+1 is more than or equal to 2, namely when the number ratio of the ith path to the equivalent cars of the (i+1) th path is more than or equal to 2, stopping judging the main path, namely, the ith path is the last main path.
As shown in fig. 3, fig. 3 is a 5×5 area road network with intersections, and a road topology network is established by using the intersections in the road network as vertices; wherein V is 1 -V 2 For the road section connected between two intersections, the boundary intersection is connected with an external upstream road section R1, and the track of n vehicles in the regional road network in the road network is known for a period of time t, the n vehicles are sequentially matched with the track of the vehicle set L in the road network one by one according to the sequence, and the high-flow track path in the road network and the sequence of the vehicle tracks can be obtained after the track is traversed.
And sequencing the matched vehicle paths from high to low according to the matching number of the vehicles, wherein the path with the highest matching number of the vehicles is a first main path, the matched vehicle number is a second main path, the matched vehicle number is a third main path … …, and the like, until the difference between the number of vehicles in the ith path and the number of vehicles in the (i+1) th path is relatively large, and ending the main path selection.
In the embodiment, the main path in the road network is identified through the vehicle track path, and a quantitative applicability reference can be provided for the main road coordination method; and, by judging whether the main route in the road network is a main flow road or not, and using this as a screening condition, it is possible to judge whether the intersection on the main route is suitable for the coordinated optimization control.
As shown in fig. 1, in an implementation manner of the embodiment of the present invention, the signal intersection control method based on the main path further includes the following steps:
step S200, obtaining path information of each main path, and judging whether each main path meets main path optimization coordination conditions according to the path information.
In this embodiment, after obtaining all the main paths in the road network, by obtaining the path information of each main path, the signal optimization condition of each main path may be determined according to the path information, that is, whether each main path meets the main path optimization coordination condition is determined; and then, the main paths meeting the conditions are ordered again, so that signal control optimization is sequentially carried out on the main paths meeting the conditions according to the ordering.
Specifically, when the path information is acquired, the path information may include: road section running time, intersection distance, vehicle running speed, vehicle flow steering number of an upstream intersection, main path traffic flow in the main path direction of the upstream intersection and traffic flow of each steering of the upstream intersection; the road section running time can be the average running time of all traffic vehicles in the whole road section; the vehicle running speed may be an average running speed of all passing vehicles in the whole road section; the upstream intersection is the last intersection of the current controlled intersection in the main path; correspondingly, the number of traffic turns at the upstream intersection is the number of turns at the upstream intersection (for example, the number of turns at the intersection is 3), the main path traffic flow in the main path direction at the upstream intersection is the number of straight vehicles at the upstream intersection, and the traffic flows at each turn at the upstream intersection are the numbers of left-turn vehicles and right-turn vehicles at the upstream intersection.
After the path information is obtained, the interconnection rationality index of adjacent intersections of each main path can be calculated according to the path information and a preset formula, and whether each main path meets the main path optimization coordination condition is further judged according to the interconnection rationality index and the path data; the interconnection rationality index is an association index of adjacent intersections, and the higher the interconnection rationality index is, the higher the association of the two adjacent intersections is, and the better the coordination and optimization effects of the two adjacent intersections are.
That is, in one implementation manner of the present embodiment, the step S200 specifically includes the following steps:
step S210, obtaining path information of each main path;
step S220, calculating interconnection rationality indexes of adjacent intersections of all main paths according to the acquired path information and a preset formula;
step S230, determining the path data between the coordination phases of all the main paths according to the path information;
and step S240, judging whether each main path meets the main path optimization coordination condition according to the interconnection rationality index and the path data.
In this embodiment, after each main path is obtained, the interconnection rationality index Y may be used, and the calculation result of this parameter is used as a basis for judging the road network system, so as to determine whether each main path can perform coordinated optimization control between later intersections; the interconnection rationality index in the main path comprehensively considers various parameters such as the discreteness of the motorcade and various geometric conditions of the road, and the calculation formula (namely the preset formula) of the interconnection rationality index Y is as follows:
Wherein Y is the interconnection rationality index;
t is the road section driving time (min);
l is the intersection spacing (m);
v is the vehicle travel speed (km/h);
n is the number of turns of the traffic at the upstream intersection (if the traffic is at the cross, the number of turns takes n=3);
q s main path traffic flow (pcu/h) in the main path direction of the upstream intersection;
q n traffic for each turn at the upstream intersection (pcu/h).
In this embodiment, after matching the vehicle track of the intersection in the road network, a main path is obtained, and the conditions of whether the intersection on the main path track can be coordinated and optimally controlled are as follows:
1. the interconnection rationality indexes of adjacent intersections through which the main path tracks pass are all larger than 0.35;
2. the path taken by the main path trace between the two coordinated phases is less than 800 meters.
The condition of the coordination optimization control is a judging requirement of whether each main path meets the main path optimization coordination condition; in the first requirement it is mainly determined that the interconnection rationality index is greater than a set first threshold value of 0.35, while in the second requirement it is mainly the path between two coordination phases is less than a set second threshold value of 800 meters.
Because the main path in the road network is not necessarily a straight line, the main path needs to be emphasized into a path between two coordination phases, wherein the path between the coordination phases refers to a path of two intersections needing coordination control (for example, a path of two adjacent intersections needing coordination control in a straight direction); when the downstream intersection of two adjacent intersections through which the main path passes is coordinated to be the left-turn phase, in order to ensure the coordination effect, the distance travelled by the vehicle from the last controlled coordination phase to the next coordinated control phase is ensured to be less than 800 meters, namely the sum of the distances between the intersection of the middle left-turn phase and the front and rear intersections is less than 800 meters.
That is, in one implementation manner of the present embodiment, the step S240 specifically includes the following steps:
step S241, judging whether the interconnection rationality index is larger than a first threshold;
step S242, if the interconnection rationality index is greater than the first threshold, determining whether the journey data is less than a second threshold;
step S243, if the journey data is smaller than the second threshold, determining that the corresponding main path satisfies the main path optimization coordination condition;
wherein the main path satisfying the main path optimization coordination condition at least comprises: any one or more of a linear path and a polyline path;
and the relation between any two main paths meeting the main path optimization coordination condition at least comprises: any one or more of a parallel relationship and a coincident relationship.
In the embodiment, the signal coordination optimization condition is judged on the adjacent intersections in the selected main path, so that the signal control optimization can be performed on the main path meeting the condition, and when the period and the phase of a certain intersection on the main path in the existing road network are completely determined to be unable to be coordinated, the signal optimization of the main path is ended.
As shown in fig. 1, in an implementation manner of the embodiment of the present invention, the signal intersection control method based on the main path further includes the following steps:
And step S300, performing signal control optimization on the main path meeting the main path optimization coordination condition.
In this embodiment, after each main path is determined, the main paths satisfying the condition may be ranked again, so that signal control optimization is performed on the main paths in sequence, respectively.
Specifically, the number of vehicles of paths satisfying the main path optimization coordination condition may be reordered according to the order from large to small to determine the order of the paths each satisfying the main path optimization coordination condition; further, green wave coordination optimization is sequentially carried out on the main paths meeting the main path optimization coordination conditions according to the reordered sequence; the green wave coordination optimization mode can be an existing green light duration control mode aiming at a fixed path and a fixed intersection.
That is, in one implementation manner of the present embodiment, the step S300 specifically includes the following steps:
step S310, sorting the number of vehicles of paths meeting the main path optimization coordination condition according to the sequence from large to small, and determining the sequence of each path meeting the main path optimization coordination condition;
step S320, green wave coordination optimization is sequentially carried out on the main paths meeting the main path optimization coordination conditions according to the sequence.
In this embodiment, different signal control optimization modes are adopted according to the types of adjacent main paths; if the current path is a straight path, green wave coordination optimization can be directly performed on the current main path.
Further, when green wave coordination optimization is performed on the current main path, whether a next main path is intersected with the current main path or not can be judged, and if the next main path is intersected with the current main path, front and rear intersections of the next main path are coordinated and optimized by taking intersection interfaces as boundaries; if the next main path is not intersected with the current main path, judging whether the next main path is reversely overlapped with the current main path or not; and if the next main path is reversely overlapped with the current main path, carrying out bidirectional coordination optimization on the overlapped main path.
That is, in one implementation manner of the present embodiment, the step S330 specifically includes the following steps:
step S331, green wave coordination optimization is carried out on a current main path;
step S332, judging whether the next main path is intersected with the current main path;
step S333, if the next main path intersects with the current main path, performing coordinated optimization on the front and rear intersections of the next main path with the intersection as a boundary;
Step S334, if the next main path does not intersect with the current main path, determining whether the next main path and the current main path are reversely overlapped;
step S335, if the next main path is reversely overlapped with the current main path, performing bidirectional coordination optimization on the overlapped main path.
Specifically, when green wave coordination optimization is performed on the main path satisfying the conditions, the following categories may be classified according to different conditions of signal control (for convenience of representation, the following classification conditions are exemplified by 5×5 road topology networks):
the signal control method of the intersection where each main path meets the optimization condition is similar to the existing main road signal control optimization principle, phase sequence and phase difference optimization are carried out on the intersection where the corresponding main path passes, the signal phase of the ith main path is not changed after being optimized, when the (i+1) th main path is optimized, the paths before the ith main path are not changed, and then the (i+1) th main path is optimized on the basis of the optimization of the former i main path; and so on, stopping until the intersection between the main paths has larger mutual influence and signal control optimization cannot be performed.
While only linear paths can be coordinated in the existing trunk line coordination mode, in one implementation mode of the embodiment, the main path is determined based on the OD flow, so that in the embodiment, not only linear paths but also nonlinear paths can be coordinated; i.e. the path that can be coordinated includes:
the first type is a linear path: the ith main path (i main path of the order meeting the optimization condition) track is a straight path, and the paths passing through a plurality of intersections are straight, as shown in fig. 4, and are paths of R8-R18, and the paths passing through intersections V11, V12, V13, V14 and V15.
The second type is a nonlinear path: the ith main path (i main path of the order meeting the optimization condition) is a path which does not go straight and has a turning, a left-turning or right-turning track path is arranged in an intersection passing through the path, the situation is less in an actual road network and can occur when two secondary main roads are intersected, as shown in fig. 5, the paths of R20-R8 pass through V1, V2, V3, V8, V13, V14 and V15, and turn right at the intersection of V3 and turn left at the intersection of V13.
After determining the path type of the ith main path, determining whether the (i+1) th main path and the ith main path are mutually influenced, wherein the following situations mainly exist:
The first case is: when the signal optimization is carried out, the i-th main path is required to be coordinated and optimized, and then the signal coordination control is carried out on the intersection of the i+1th main path by taking the signal of the intersection of the i-th main path and the i+1th main path as a base point.
As shown in FIG. 6, the ith main path is a path from R18 to R8, passes through intersections V11, V12, V13, V14 and V15, the ith+1st main path is a path from R3 to R13, passes through intersections V3, V8, V13, V18 and V23, and the ith main path and the ith+1st main path have overlapped intersections at the intersection V13, and both paths pass through the intersection V13, and at this time, the intersection signal coordination optimization is performed on the intersection on which the ith main path passes through, and then the signal control optimization is performed on the intersection on which the ith+1st main path passes through by taking the intersection V13 as a base point.
The second case is: the ith main path and the (i+1) th main path do not have a common crossing, and the two main paths are not mutually influenced during signal optimization.
As shown in FIG. 7, the i-th main path is a path of R18-R8, passes through intersections V11, V12, V13, V14 and V15, the i+1th main path is a path of R19-R7, passes through intersections V6, V7, V8, V9 and V10, the i-th main path and the i+1th main path are not overlapped with each other, the mutual influence is not great when the signal control is performed on each main path, at this time, the signal control optimization is performed on the intersection through which the i-th main path passes first, and then the signal control optimization is performed on the intersection through which the i+1th main path passes.
The third case is: the i-th main path and the i+1-th main path are two opposite directions (i.e., coincide in opposite directions) of one path.
As shown in FIG. 8, the i-th main path is the path of R18-R8, the path passing through intersections V11, V12, V13, V14, V15, the i+1th main path is the path of R8-R18, the path passing through intersections V15, V14, V13, V12, V11, the intersections of the i-th main path and the i+1th main path are all coincident intersections, and bidirectional coordination can be performed on the main paths at this time.
In an application scenario, the coordinated optimization flow of the main path includes the following steps:
firstly, acquiring a known road network and a vehicle track, and matching the vehicle track into the road network;
secondly, according to the number sequence of vehicles in each main path, the main path is obtained, and whether Ni/Ni+1 is more than or equal to 2 is established or not is judged; if so, finishing the main path sequencing to obtain i main paths; if not, continuing to obtain a main path;
thirdly, judging whether the ith main path meets the main path optimization coordination control condition; if yes, reordering the main paths meeting the conditions; if not, selecting an i+1th main path;
and finally, sequentially carrying out green wave coordination optimization on the main paths meeting the conditions.
Further, when green wave coordination optimization is performed on each main path, the method specifically comprises the following steps:
first, it is determined whether an n+1th main path (a path whose order of main paths satisfies the condition is n+1) intersects with the n-th main path; if the two main paths intersect, signal coordination is carried out on the front and rear intersections of the n+1th main path by taking the intersection as a boundary; if the first main path and the second main path are not intersected, judging whether the n+1th main path and the n main path are reversely overlapped;
then, if the n+1th main path and the n main path are reversely overlapped, main path bidirectional coordination is carried out on the overlapped paths; if the non-reverse coincidence is judged, judging whether a certain intersection in the nth main path cannot be coordinated and optimized;
finally, if judging that a certain intersection in the nth main path cannot be coordinated and optimized, ending the coordination and optimization of the road network signals; and if the coordination optimization is judged to be possible, selecting an n+1th main path, and performing coordination optimization.
In the coordination process, aiming at the known road network meeting the main path optimization limiting condition, matching the vehicle tracks to the road network, and sequencing according to the number of matched vehicles on each track path, wherein the track path with larger number of vehicles is the main path, and finishing the preliminary selection of the main path in the road network until the number of vehicles of the ith main path is larger than the number of the (i+1) th main paths.
After the main paths are obtained, the interconnection rationality index Y is utilized, and the calculation result of the parameter is used for judging whether the main paths obtained in the road network system can carry out the coordination optimization control among the intersections in the later period.
And (3) through judging signal coordination optimization conditions of adjacent intersections in the selected main paths, the main paths meeting the conditions can perform signal control optimization, and when the period and the phase of a certain intersection on the main path in the existing road network are completely determined to be unable to coordinate, the main path signal optimization is ended.
The method and the device can coordinate and optimally control intersection signals on a large-flow main path meeting the conditions in the road network based on vehicle track data in the road network, solve the problem of optimizing control only for a batch of adjacent intersections on the same main road in the traditional signal coordination control mode, realize green wave operation on a path with larger traffic volume, and further improve the traffic efficiency of the whole road network; meanwhile, the coordination control theory and the coordination control method of the signalized intersection are perfected, so that the urban traffic control level in China is improved, and the traffic capacity and the running quality of the road network are improved.
Exemplary apparatus
Based on the above embodiment, the present invention also provides a terminal, and a functional block diagram thereof may be shown in fig. 9.
The terminal comprises: the system comprises a processor, a memory, an interface, a display screen and a communication module which are connected through a system bus; wherein the processor of the terminal is configured to provide computing and control capabilities; the memory of the terminal comprises a storage medium and an internal memory; the storage medium stores an operating system and a computer program; the internal memory provides an environment for the operation of the operating system and computer programs in the storage medium; the interface is used for connecting external terminal equipment, such as mobile terminals, computers and other equipment; the display screen is used for displaying corresponding signal intersection control information based on the main path; the communication module is used for communicating with a cloud server or a mobile terminal.
The computer program is executed by a processor to implement a main path based signalized intersection control method.
It will be appreciated by those skilled in the art that the functional block diagram shown in fig. 9 is merely a block diagram of some of the structures associated with the present inventive arrangements and is not limiting of the terminal to which the present inventive arrangements may be applied, and that a particular terminal may include more or less components than those shown, or may combine some of the components, or have a different arrangement of components.
In one embodiment, a terminal is provided, including: the signal crossing control system comprises a processor and a memory, wherein the memory stores a signal crossing control program based on a main path, and the signal crossing control program based on the main path is used for realizing the signal crossing control method based on the main path when being executed by the processor.
In one embodiment, a storage medium is provided, wherein the storage medium stores a main path-based signalized intersection control program, which when executed by a processor is configured to implement the main path-based signalized intersection control method as above.
Those skilled in the art will appreciate that implementing all or part of the above-described methods may be accomplished by way of a computer program, which may be stored on a non-transitory computer readable storage medium and which, when executed, may comprise the steps of the above-described embodiments of the methods. Any reference to memory, storage, database, or other medium used in embodiments provided herein may include non-volatile and/or volatile memory.
In summary, the invention provides a signal intersection control method, a terminal and a storage medium based on a main path, wherein the method comprises the following steps: acquiring vehicle track data in a preset road network, and determining all main paths in the preset road network according to the vehicle track data; acquiring path information of each main path, and judging whether each main path meets main path optimization coordination conditions according to the path information; and carrying out signal control optimization on the main path meeting the main path optimization coordination condition. The invention can coordinate and optimally control the intersection signals on the main paths of large flow meeting the conditions in the road network based on the vehicle track data in the road network, solves the problem of optimizing control only aiming at a batch of adjacent intersections on the same main road in the traditional signal coordination control mode, realizes the green wave operation on the paths with larger traffic volume, and thus improves the traffic efficiency of the whole road network; meanwhile, the coordination control theory and the coordination control method of the signalized intersection are perfected, so that the urban traffic control level in China is improved, and the traffic capacity and the running quality of the road network are improved.
It is to be understood that the invention is not limited in its application to the examples described above, but is capable of modification and variation in light of the above teachings by those skilled in the art, and that all such modifications and variations are intended to be included within the scope of the appended claims.
Claims (7)
1. The signalized intersection control method based on the main path is characterized by comprising the following steps of:
acquiring vehicle track data in a preset road network, and determining all main paths in the preset road network according to the vehicle track data; the main path is a path which is arranged in front of M bits and is obtained according to the ordering of the number of vehicles on all the paths;
acquiring path information of each main path, and judging whether each main path meets main path optimization coordination conditions according to the path information; wherein the path information includes: road section running time, intersection distance, vehicle running speed, vehicle flow steering number of an upstream intersection, main path traffic flow in the main path direction of the upstream intersection and traffic flow of each steering of the upstream intersection;
signal control optimization is carried out on the main path meeting the main path optimization coordination condition;
the obtaining the vehicle track data in the preset road network, and determining all main paths in the preset road network according to the vehicle track data comprises the following steps:
constructing a road topology network according to the preset road network, and acquiring vehicle track data in the road topology network;
Creating a path set of all vehicles according to the road topology network and the vehicle track data;
matching the paths of the vehicles with the path set, and determining all main paths in the preset road network according to the matching result of the vehicles;
the step of matching the paths of the vehicles with the path set and determining all main paths in the preset road network according to the matching result of the vehicles comprises the following steps:
matching the paths of the vehicles with the path set;
if the matching is successful, accumulating the number of vehicles of the corresponding paths in the path set;
if the matching fails, a new path is created, and the number of vehicles in the new path is accumulated;
the number of vehicles of each path is ordered according to the sequence from big to small, and the path arranged in front of M bits is selected as the main path;
the obtaining the path information of each main path and judging whether each main path meets the main path optimization coordination condition according to the path information comprises the following steps:
acquiring path information of each main path;
calculating interconnection rationality indexes of adjacent intersections of all main paths according to the acquired path information and a preset formula;
determining path data between coordination phases of all main paths according to the path information;
Judging whether each main path meets main path optimization coordination conditions according to the interconnection rationality index and the path data;
the conditions for carrying out coordinated optimization control on the intersections on the main path rail comprise: the interconnection rationality index between adjacent intersections through which the main path track passes is greater than 0.35; and the path taken by the main path trace between two coordinated phases is less than 800 meters.
2. The main path-based signalized intersection control method of claim 1, wherein the predetermined formula is:
wherein Y is the interconnection rationality index;
t is the road section driving time;
l is the intersection spacing;
v is the vehicle travel speed;
n is the number of traffic turns at the upstream intersection;
q s main path traffic flow in the main path direction of the upstream intersection;
q n traffic for each turn at the upstream intersection.
3. The main path-based signalized intersection control method of claim 1, wherein said determining whether each main path satisfies a main path optimization coordination condition based on the interconnection rationality index and the trip data includes:
judging whether the interconnection rationality index is larger than a first threshold value;
If the interconnection rationality index is greater than the first threshold, judging whether the journey data is smaller than a second threshold;
if the distance data is smaller than the second threshold value, judging that the corresponding main path meets the main path optimization coordination condition;
wherein the main path satisfying the main path optimization coordination condition at least comprises: any one or more of a linear path and a polyline path;
and the relation between any two main paths meeting the main path optimization coordination condition at least comprises: any one or more of a parallel relationship and a coincident relationship.
4. A main path-based signalized intersection control method according to any one of claims 1 to 3, wherein said signal control optimization of the main path satisfying the main path optimization coordination condition includes:
ordering the number of vehicles of paths meeting the main path optimization coordination condition according to the sequence from large to small, and determining the sequence of each path meeting the main path optimization coordination condition;
and sequentially carrying out green wave coordination optimization on the main paths meeting the main path optimization coordination conditions according to the sequence.
5. The main path-based signalized intersection control method of claim 4, wherein said sequentially performing green wave coordination optimization of main paths satisfying the main path optimization coordination condition according to the order includes:
Green wave coordination optimization is carried out on the current main path;
judging whether the next main path is intersected with the current main path or not;
if the next main path intersects with the current main path, performing coordinated optimization on front and rear intersections of the next main path by taking intersection as a boundary;
if the next main path is not intersected with the current main path, judging whether the next main path is reversely overlapped with the current main path or not;
and if the next main path is reversely overlapped with the current main path, carrying out bidirectional coordination optimization on the overlapped main path.
6. A terminal, comprising: a processor and a memory storing a main path based signalized intersection control program which when executed by the processor is adapted to carry out the main path based signalized intersection control method according to any one of claims 1 to 5.
7. A storage medium storing a main path-based signalized intersection control program which, when executed by a processor, is adapted to carry out the main path-based signalized intersection control method according to any one of claims 1 to 5.
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