CN114627660A - Real-time iterative optimization control method for intersection signals facing unbalanced traffic flow - Google Patents
Real-time iterative optimization control method for intersection signals facing unbalanced traffic flow Download PDFInfo
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Abstract
The invention relates to the technical field of road traffic signal control, and particularly discloses an intersection signal real-time iterative optimization control method for unbalanced traffic flow, which comprises the following steps: when the current signal phase of the intersection runs, acquiring the traffic passing requirement of the current signal phase, the historical running time of the current signal phase, the running time of the previous signal phase and the vehicle queuing condition of the traffic flow direction corresponding to the next signal phase in real time; calculating the maximum green time of the current signal phase according to the traffic passing requirement of the current signal phase, the historical running time of the current signal phase, the running time of the previous signal phase and the vehicle queuing condition of the traffic flow direction corresponding to the next signal phase; and controlling the operation of the current signal phase according to the maximum green time. The invention can effectively solve the problem of signal induction control failure caused by unbalanced traffic flow among signal phases of the actual road intersection.
Description
Technical Field
The invention relates to the technical field of road traffic signal control, in particular to an intersection signal real-time iterative optimization control method for unbalanced traffic flow.
Background
The non-balanced traffic flow of the intersection is a common traffic state in urban road traffic, and in the early-late peak period, one or more traffic flow directions of the urban road intersection often have long-time secondary queuing, and the queuing of vehicles in other flow directions is far lower than the flow direction, so that the phenomenon that the instantaneous traffic flow in different flow directions cannot be suddenly changed in an intersection signal timing scheme is often caused, and the phenomenon of unbalanced vehicle queuing is caused.
In the existing intelligent traffic control technology, the intersection controlled by signal induction often has the problem that the maximum green time cannot be adjusted according to the real-time traffic state of each flow direction, so that long-time secondary queuing still occurs after a certain phase runs to the preset maximum green for multiple times, and other unsaturated traffic flow directions have no secondary queuing, so that partial vehicles increasing the flow direction enter the saturated lane in ways of changing lanes, inserting queues and the like on other lanes, and the traffic accident risk is increased while the normal traffic order is influenced.
The induction control of the signal control machine in the existing market usually adopts the mode that after the induction control machine continuously runs for multiple times to the preset maximum green light time, the maximum green light time can be increased to a given extension value, the traffic passing requirements of all flow directions of the current intersection, the running time of other phases and the like are not combined, and the induction control machine only fixedly takes the mode that the induction control machine runs for multiple times to the preset time as the trigger condition of the dynamic maximum green light.
The prior patent CN107730929 proposes a traffic signal control method under the condition of asymmetric intersection traffic, which dynamically configures and adjusts the signal phase or prolongs the green light execution time of the adjacent intersection according to the real-time traffic data. The method adjusts the phase releasing sequence of the intersection according to the frequent real-time traffic flow, cannot be suitable for the current situation that motor vehicles and non-motor vehicles in China pass through the intersection in a large quantity in an interlaced mode, and cannot give consideration to all traffic participants of the intersection. Therefore, the present invention is substantially different from the existing signal sensing control technology.
Disclosure of Invention
In order to solve the defects in the prior art, the invention provides an intersection signal real-time iterative optimization control method facing to unbalanced traffic flow, which can effectively solve the problem of signal induction control failure caused by unbalanced traffic flow among signal phases of an actual road intersection, and simultaneously realize automatic feedback of unbalanced traffic flow direction under the same signal phase to a central signal control system, thereby facilitating traffic managers to carry out further work such as signal phase optimization, traffic organization optimization and the like on the intersection and improving the intelligent level of road traffic signal control.
As a first aspect of the present invention, a real-time iterative optimization control method for an intersection signal for unbalanced traffic flow is provided, which includes the following steps:
step S1: when a current signal phase of an intersection runs, acquiring traffic passing requirements of the current signal phase, historical running time of the current signal phase, running time of a previous signal phase and vehicle queuing conditions of traffic flow directions corresponding to the next signal phase in real time;
step S2: calculating the maximum green time of the current signal phase according to the traffic passing requirement of the current signal phase, the historical running time of the current signal phase, the running time of the previous signal phase and the vehicle queuing condition of the traffic flow direction corresponding to the next signal phase;
step S3: and controlling the operation of the current signal phase according to the maximum green light time.
Further, after the step S3, the method further includes the following steps:
step S4: and after the operation of the current signal phase is finished, obtaining the effective green light time of each traffic flow direction under the operation of the current signal phase, and determining the unbalanced traffic flow direction of the current signal phase according to the effective green light time of each traffic flow direction.
Further, the step S4 further includes:
setting each signal phase to have two symmetrical traffic flow directions, recording an imbalance coefficient as k after the current signal phase is operated, calculating the imbalance coefficient k according to the effective green time of the two symmetrical traffic flow directions under the operation of the current signal phase, and when the k value is greater than a preset value, considering the two symmetrical traffic flow directions as unbalanced traffic flow directions and automatically feeding back the determined unbalanced traffic flow directions to a central signal control system, wherein the k value calculation method comprises the following steps:
in the formula: k is the imbalance coefficient, which can be generally 2;
Further, the step S2 further includes:
step S2.1: when the current signal phase of the intersection runs, the current signal phase is run to the preset first maximum green time of the current signal phase, and then the step S2.2 is carried out; wherein the traffic passing requirement of the current signal phase is a first maximum green time when the current signal phase runs to the current signal phase;
step S2.2: judging whether the previous signal phase runs to a preset first maximum green time of the previous signal phase, if so, turning to the step S2.3; otherwise, go to step S2.7;
step S2.3: judging whether the current signal phase continuously runs for two times to the first maximum green time of the current signal phase, if so, turning to the step S2.4; otherwise, go to step S2.5;
step S2.4: judging whether the dissipation time of the inlet road queuing vehicle of the next signal phase at the current moment is less than the preset first maximum green time of the next signal phase, if so, turning to the step S2.7; otherwise, go to step S2.6;
step S2.5: judging whether the dissipation time of the inlet road queuing vehicles of the next signal phase at the current moment is less than the preset reference green light time, if so, turning to the step S2.7; otherwise, go to step S2.6;
step S2.6: when the operation of the current signal phase is finished, switching to the next signal phase;
step S2.7: adjusting the maximum green time of the current signal phase in operation to a preset second maximum green time of the current signal phase; and after the current signal phase is used as a new maximum green light time for signal induction control according to the second maximum green light time of the current signal phase, switching to the next signal phase.
Further, the dissipation time t of the vehicles queued at the entrance lanejThe calculation method of (2) is as follows:
in the formula: t is tj-a dissipation time(s) of the incoming lane queued vehicle at signal phase j;
Lj-each traffic flow at the jth signal phase is towards a maximum vehicle queue length (m);
l-average headway (m) of vehicles queued at the entrance lane at the jth signal phase;
ht-a dissipation headway(s) of the vehicles queued at the entrance lane;
wherein the j-th signal phase refers to the next signal phase, LjThe vehicle queuing condition of the traffic flow direction corresponding to the next signal phase is obtained htAnd l are obtained by presetting.
Further, the current signal phase in step S2 takes phase one as an example, and specifically includes the following steps:
the crossing signal phase release sequence is set as phase one p1, phase two p2, phase three p3 and phase four p4, and a reference green time and two maximum green times are set in each signal phase, which are as follows:
phase one p 1: reference green time gp1Maximum green time of the lamp 1
Maximum green time two
Phase two p 2: reference green time gp2Maximum green time of the lamp 1
Maximum green time two
Phase three p 3: reference green time gp3Maximum green time of the lamp 1
Maximum green time of two
Phase four p 4: reference green time gp4Maximum green time of one
Maximum green time two
Step S2.1: when the intersection phase one p1 is operated, the phase one p1 is operated to the maximum green light time one
Then, the step S2.2 is carried out;
step S2.2: judging whether the last signal phase, namely the phase four p4 of the last signal period runs to the maximum green time one
If yes, go to step S2.3; otherwise, go to step S2.7;
step S2.3: judging whether the current operation phase p1 continuously runs twice to the maximum green time one
I.e. whether phase p1 of the previous signal cycle has been running for a period exceeding the maximum green time one
If yes, the step S2.4 is carried out; otherwise, go to step S2.5;
step S2.4: determining whether the dissipation time of the next signal phase, i.e., the entrance lane queued vehicle for phase two p2 at the current time, is less than the maximum green time one of phase two p2
If yes, go to step S2.7; otherwise, go to step S2.6;
step S2.5: judgmentWhether the dissipation time of the vehicle queued at the entrance lane of the next signal phase, i.e. phase two p2 at the current moment, is less than the reference green time g of phase two p2p2If yes, go to step S2.7; otherwise, go to step S2.6;
step S2.6: the operation of the phase one p1 is finished, and the phase is switched to the phase two p 2;
step S2.7: adjusting the maximum green time of the operating phase one p1 to a maximum green time of two
Wherein, the phase one p1 is based on the maximum green time two
After the operation of the new maximum green time as the signal sensing control is finished, the phase is switched to the phase two p 2.
The real-time iterative optimization control method for the non-equilibrium traffic flow-oriented intersection signals, provided by the invention, has the following advantages:
(1) the current signal phase time can be iteratively optimized in real time according to the historical phase running time of the intersection, the current signal phase running time, the traffic passing requirement and the vehicle queuing state of the next phase, and the optimal parameter of the passing time of the current signal phase under the passing requirements of the front signal phase and the back signal phase is calculated;
(2) the phenomenon that the total running period of the intersection is too large can be reduced to the greatest extent on the basis that the traffic flow direction passing requirement of the next signal phase is met in a hierarchical level, so that the whole passing delay of the intersection is reduced; the method can be effectively applied to the actual intersection environment of unbalanced traffic flow, and avoids the phenomena of secondary queuing of each flow direction and unbalanced traffic delay caused by unbalanced traffic flow and unreasonable signal phase time setting at the intersection;
(3) the method can realize the automatic feedback of the unbalanced traffic flow direction to the central signal control system according to the difference of the effective time of the actual signal of each traffic flow direction under the same signal phase, greatly facilitates the traffic management personnel to master the traffic running characteristics of each flow direction at the intersection, and facilitates the traffic management personnel to carry out further signal phase optimization, traffic organization optimization and other work on the intersection of the unbalanced traffic flow.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention.
Fig. 1 is a signal phase release diagram of a general intersection to which the present invention is applied.
Fig. 2 is a flowchart of the non-equilibrium traffic flow-oriented intersection signal real-time iterative optimization control method provided by the invention.
Fig. 3 is a flowchart of a specific embodiment of the non-equilibrium traffic flow-oriented intersection signal real-time iterative optimization control method provided by the invention.
Detailed Description
To further illustrate the technical means and effects adopted by the present invention to achieve the predetermined object, the following detailed description will be given to the specific implementation, structure, features and effects of the real-time iterative optimization control method for intersection signals facing unbalanced traffic flow according to the present invention with reference to the accompanying drawings and preferred embodiments. It is to be understood that the embodiments described are only a few embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without any inventive step, are within the scope of the present invention.
In this embodiment, a real-time iterative optimization control method for an intersection signal facing an unbalanced traffic flow is provided, and as shown in fig. 2, the real-time iterative optimization control method for an intersection signal facing an unbalanced traffic flow includes:
step S1: when the current signal phase of the intersection runs, acquiring the traffic passing requirement of the current signal phase, the historical running time of the current signal phase, the running time of the previous signal phase and the vehicle queuing condition of the traffic flow direction corresponding to the next signal phase in real time;
it should be noted that the traffic state detection device at the intersection outputs data such as traffic passing demand and entrance lane vehicle queuing length of each traffic flow direction to the signal controller in real time, and acquires data such as traffic passing demand and entrance lane vehicle queuing length of each traffic flow direction from the signal controller;
step S2: calculating the maximum green time of the current signal phase according to the traffic passing requirement of the current signal phase, the historical running time of the current signal phase, the running time of the previous signal phase and the vehicle queuing condition of the traffic flow direction corresponding to the next signal phase;
step S3: and controlling the operation of the current signal phase according to the maximum green light time.
It should be noted that the intersections are controlled by multiple signal phases, each entrance lane is provided with a traffic state detection device, each entrance lane is provided with a vehicle occupancy virtual detection coil, the vehicle passing state of each entrance lane is detected in real time, and the signal induction control is realized by matching with a signal controller.
Further, after the step S3, the method further includes the following steps:
step S4: and after the operation of the current signal phase is finished, obtaining the effective green light time of each traffic flow direction under the operation of the current signal phase, and determining the unbalanced traffic flow direction of the current signal phase according to the effective green light time of each traffic flow direction.
It should be noted that, after the current phase operation is finished, the signal controller automatically feeds back the traffic flow direction meeting the unbalanced traffic flow condition to the central signal control system according to the effective green light time of each traffic flow direction under the current phase release, that is, the signal duration except the phase idle release lost time.
Further, the step S4 further includes:
setting each signal phase to have two symmetrical traffic flow directions, recording an imbalance coefficient as k after the current signal phase is operated, calculating the imbalance coefficient k according to the effective green time of the two symmetrical traffic flow directions under the operation of the current signal phase, and when the k value is greater than a preset value, considering the two symmetrical traffic flow directions as unbalanced traffic flow directions and automatically feeding back the determined unbalanced traffic flow directions to a central signal control system, wherein the k value calculation method comprises the following steps:
in the formula: k is the imbalance coefficient, which can be generally 2;
Further, as shown in fig. 3, the step S2 further includes:
step S2.1: when the current signal phase of the intersection runs, the current signal phase is run to the preset first maximum green time of the current signal phase, and then the step S2.2 is carried out; the traffic passing requirement of the current signal phase is the first maximum green time when the current signal phase runs to the current signal phase;
step S2.2: judging whether the previous signal phase runs to a preset first maximum green time of the previous signal phase, if so, turning to the step S2.3; otherwise, go to step S2.7;
step S2.3: judging whether the current signal phase continuously runs for two times to the first maximum green time of the current signal phase, if so, turning to the step S2.4; otherwise, go to step S2.5;
step S2.4: judging whether the dissipation time of the inlet road queuing vehicle of the next signal phase at the current moment is less than the preset first maximum green time of the next signal phase, if so, turning to the step S2.7; otherwise, go to step S2.6;
step S2.5: judging whether the dissipation time of the inlet road queuing vehicles of the next signal phase at the current moment is less than the preset reference green light time, if so, turning to the step S2.7; otherwise, go to step S2.6;
step S2.6: when the operation of the current signal phase is finished, switching to the next signal phase;
step S2.7: adjusting the maximum green time of the current signal phase in operation to a preset second maximum green time of the current signal phase; and after the current signal phase is used as a signal induction control new maximum green light time according to the second maximum green light time of the current signal phase, switching to the next signal phase.
Further, the dissipation time t of the vehicles queued at the entrance lanejThe calculation method of (2) is as follows:
in the formula: t is tj-a dissipation time(s) of the incoming lane queued vehicle at signal phase j;
Lj-each traffic flow at the jth signal phase is towards a maximum vehicle queue length (m);
l-average headway distance (m) of vehicles queued at the approach lane at the jth signal phase;
ht-a dissipation headway(s) of the vehicles queued at the entrance lane;
wherein the j-th signal phase refers to the next signal phase, LjThe vehicle queuing condition of the traffic flow direction corresponding to the next signal phase is obtained htAnd l byFirstly, setting is carried out.
It should be understood that the real-time detected free-stream vehicle queue length at each signal phase is L1，L2，L3，L4The distance between the heads of the queued vehicles is l, and the time interval for dissipating the head of the queued vehicles at the intersection entrance lane is ht。
Further, the current signal phase in step S2 takes phase one as an example, please refer to fig. 1, which specifically includes the following steps:
the crossing signal phase release sequence is set as phase one p1, phase two p2, phase three p3 and phase four p4, and a reference green time and two maximum green times are set in each signal phase, which are as follows:
phase one p 1: reference green time gp1Maximum green time of the lamp 1
Maximum green time two
Phase two p 2: reference green time gp2Maximum green time of the lamp 1
Maximum green time two
Phase three p 3: reference green time gp3Maximum green time of the lamp 1
Maximum green time two
Phase four p 4: reference green time gp4Maximum green time of the lamp 1
Maximum green time two
Step S2.1: when the intersection phase one p1 is operated, the phase one p1 is operated to the maximum green light time one
Then, the step S2.2 is carried out;
step S2.2: judging whether the last signal phase, namely the phase four p4 of the last signal period runs to the maximum green time one
If yes, go to step S2.3; otherwise, go to step S2.7;
step S2.3: judging whether the current operation phase p1 continuously runs twice to the maximum green time one
I.e. whether phase p1 of the previous signal cycle has been running for a period exceeding the maximum green time one
If yes, the step S2.4 is carried out; otherwise, go to step S2.5;
step S2.4: determining whether the dissipation time of the next signal phase, i.e., phase two p2, of the oncoming lane queued vehicle at the current time is less than the maximum green time one of phase two p2
If yes, go to step S2.7; otherwise, go to step S2.6;
step S2.5: judging whether the dissipation time of the queuing vehicles at the entrance lane of the next signal phase, namely the phase two p2 at the current moment is less than the reference green light time g of the phase two p2p2If yes, go to step S2.7; otherwise, go to step S2.6;
step S2.6: the operation of the phase one p1 is finished, and the phase is switched to the phase two p 2;
step S2.7: adjusting the maximum green time of the operating phase one p1 to a maximum green time of two
Wherein, the phase one p1 is based on the maximum green time two
After the operation of the new maximum green time as the signal sensing control is finished, the phase is switched to the phase two p 2.
The invention provides a real-time iterative optimization control method for intersection signals facing to unbalanced traffic flow, which is characterized in that iterative optimization is carried out on each currently-running signal phase time of a signal intersection of the unbalanced traffic flow, and according to historical phase time, current signal phase running time, traffic passing requirements and the vehicle queuing state of the next signal phase, the optimal parameter of each current signal phase time is calculated in real time, so that the unbalanced traffic flow problem among the signal phases is solved; and finally, according to the difference of effective signal duration of different flow directions in the same signal phase, the unbalanced traffic flow direction in the same signal phase is automatically fed back to the central signal control system, so that traffic managers can conveniently perform further signal phase optimization, traffic organization optimization and other work on the intersection.
The invention can be applied to the actual intersection environment of unbalanced traffic flow, and avoids the phenomena of secondary queuing of each flow direction and unbalanced traffic delay caused by unbalanced traffic flow and unreasonable signal phase time setting at the intersection.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (6)
1. An intersection signal real-time iterative optimization control method facing to unbalanced traffic flow is characterized by comprising the following steps:
step S1: when the current signal phase of the intersection runs, acquiring the traffic passing requirement of the current signal phase, the historical running time of the current signal phase, the running time of the previous signal phase and the vehicle queuing condition of the traffic flow direction corresponding to the next signal phase in real time;
step S2: calculating the maximum green time of the current signal phase according to the traffic passing requirement of the current signal phase, the historical running time of the current signal phase, the running time of the previous signal phase and the vehicle queuing condition of the traffic flow direction corresponding to the next signal phase;
step S3: and controlling the operation of the current signal phase according to the maximum green light time.
2. The non-equal traffic flow oriented intersection signal real-time iterative optimization control method according to claim 1, characterized by, after the step S3, further comprising the steps of:
step S4: and after the operation of the current signal phase is finished, obtaining the effective green light time of each traffic flow direction under the operation of the current signal phase, and determining the unbalanced traffic flow direction of the current signal phase according to the effective green light time of each traffic flow direction.
3. The method for controlling iterative optimization of intersection signals for unbalanced traffic flow according to claim 2, wherein in step S4, the method further comprises:
setting each signal phase to have two symmetrical traffic flow directions, recording an imbalance coefficient as k after the current signal phase is operated, calculating the imbalance coefficient k according to the effective green time of the two symmetrical traffic flow directions under the operation of the current signal phase, and when the k value is greater than a preset value, considering the two symmetrical traffic flow directions as unbalanced traffic flow directions and automatically feeding back the determined unbalanced traffic flow directions to a central signal control system, wherein the k value calculation method comprises the following steps:
in the formula: k is the imbalance coefficient, which can generally take the value of 2;
4. The non-equal traffic flow oriented intersection signal real-time iterative optimization control method according to claim 1, wherein in step S2, the method further comprises:
step S2.1: when the current signal phase of the intersection runs, the current signal phase is run to the preset first maximum green time of the current signal phase, and then the step S2.2 is carried out; wherein the traffic passing requirement of the current signal phase is a first maximum green time when the current signal phase runs to the current signal phase;
step S2.2: judging whether the previous signal phase runs to a preset first maximum green time of the previous signal phase, if so, turning to the step S2.3; otherwise, go to step S2.7;
step S2.3: judging whether the current signal phase continuously runs for two times to the first maximum green time of the current signal phase, if so, turning to the step S2.4; otherwise, go to step S2.5;
step S2.4: judging whether the dissipation time of the inlet road queuing vehicle of the next signal phase at the current moment is less than the preset first maximum green time of the next signal phase, if so, turning to the step S2.7; otherwise, go to step S2.6;
step S2.5: judging whether the dissipation time of the inlet road queuing vehicles of the next signal phase at the current moment is less than the preset reference green light time, if so, turning to the step S2.7; otherwise, go to step S2.6;
step S2.6: when the operation of the current signal phase is finished, switching to the next signal phase;
step S2.7: adjusting the maximum green time of the current signal phase in operation to a preset second maximum green time of the current signal phase; and after the current signal phase is used as a signal induction control new maximum green light time according to the second maximum green light time of the current signal phase, switching to the next signal phase.
5. The non-equal traffic flow-oriented intersection signal real-time iterative optimization control method according to claim 4, wherein the dissipation time t of the vehicles queued in the entrance lane is tjThe calculation method of (2) is as follows:
in the formula: t is tj-a dissipation time(s) of the incoming lane queued vehicle at signal phase j;
Lj-traffic flows in jth signal phaseA length (m) to queue to the maximum vehicle;
l-average headway distance (m) of vehicles queued at the approach lane at the jth signal phase;
ht-the dissipation headway(s) of the vehicles queued in the entrance lane;
wherein the j-th signal phase refers to the next signal phase, LjThe vehicle queuing condition of the traffic flow direction corresponding to the next signal phase is obtained htAnd l are obtained by presetting.
6. The non-equalized traffic flow-oriented intersection signal real-time iterative optimization control method according to claim 4, wherein the current signal phase in the step S2 takes a phase one as an example, and specifically includes the following steps:
the crossing signal phase release sequence is set as phase one p1, phase two p2, phase three p3 and phase four p4, and a reference green time and two maximum green times are set in each signal phase, which are as follows:
phase one p 1: reference green time gp1Maximum green time of the lamp 1
Maximum green time of two
Phase two p 2: reference green time gp2Maximum green time of the lamp 1
Maximum green time two
Phase three p 3: reference green time gp3Maximum green time of the lamp 1
Maximum green time two
Phase four p 4: reference green time gp4Maximum green time of the lamp 1
Maximum green time two
Step S2.1: when the intersection phase one p1 is operated, the phase one p1 is operated to the maximum green light time one
Then, the step S2.2 is carried out;
step S2.2: judging whether the last signal phase, namely the phase four p4 of the last signal period runs to the maximum green time one
If yes, the step S2.3 is carried out; otherwise, go to step S2.7;
step S2.3: judging whether the current operation phase p1 continuously runs twice to the maximum green time one
I.e. whether phase p1 of the previous signal cycle has been running for a period exceeding the maximum green time one
If yes, the step S2.4 is carried out; otherwise, go to step S2.5;
step S2.4: determining whether the dissipation time of the next signal phase, i.e., the entrance lane queued vehicle for phase two p2 at the current time, is less than the maximum green time one of phase two p2
If yes, go to step S2.7; otherwise, go to step S2.6;
step S2.5: judging whether the dissipation time of the queuing vehicles at the entrance lane of the next signal phase, namely the phase two p2 at the current moment is less than the reference green light time g of the phase two p2p2If yes, go to step S2.7; otherwise, go to step S2.6;
step S2.6: the operation of the phase one p1 is finished, and the phase is switched to the phase two p 2;
step S2.7: adjusting the maximum green time of the operating phase one p1 to a maximum green time of two
Wherein, the phase one p1 is based on the maximum green time two
After the operation of the new maximum green time as the signal sensing control is finished, the phase is switched to the phase two p 2.
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| Publication number | Priority date | Publication date | Assignee | Title |
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