CN115116245B - Intersection dynamic induction signal control method and system in vehicle mixed traffic environment - Google Patents
Intersection dynamic induction signal control method and system in vehicle mixed traffic environment Download PDFInfo
- Publication number
- CN115116245B CN115116245B CN202210553348.8A CN202210553348A CN115116245B CN 115116245 B CN115116245 B CN 115116245B CN 202210553348 A CN202210553348 A CN 202210553348A CN 115116245 B CN115116245 B CN 115116245B
- Authority
- CN
- China
- Prior art keywords
- time
- vehicle
- green light
- network
- initial
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/085—Controlling traffic signals using a free-running cyclic timer
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
- G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
- G08G1/0145—Measuring and analyzing of parameters relative to traffic conditions for specific applications for active traffic flow control
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Analytical Chemistry (AREA)
- Traffic Control Systems (AREA)
Abstract
The invention relates to a method for controlling dynamic induction signals of an intersection under a vehicle mixed traffic environment, which comprises the following steps: step one, establishing the radius of the signal controller for processing the network connection information; step two, evaluating the initial queuing length and establishing initial green light time; correcting the queuing length, and evaluating the lower limit of the initial green light time; and step four, deciding whether to prolong the green light time based on rules, and obtaining a signal control scheme. The method for controlling the dynamic sensing signals of the intersection when the internet-connected vehicles and the non-internet-connected vehicles are mixed and communicated is suitable for the signalized intersection in the internet-of-vehicles environment, and part of vehicles have the internet function and can be implemented by exchanging information with the signal controller.
Description
Technical Field
The invention belongs to the technical field of traffic engineering, and particularly relates to a method and a system for controlling dynamic sensing signals of an intersection under a mixed passing environment of an internet-connected vehicle and a non-internet-connected vehicle.
Background
In the existing intersection induction signal control, the setting of the fixed-point vehicle detector is difficult to detect the dynamic initial queuing length in each signal period and the dynamic running condition of the vehicle behind the detector, so that the accurate optimization of the initial green time and the phase green time is restricted, and the improvement of the induction signal control efficiency and the expansion of the application range are restricted. With the rise of the vehicle networking technology and the development of the vehicle-road cooperation, the real-time running state intersection signal control machine of the networking vehicles on the road can accurately detect, and the method provides possibility for the dynamic detection of traffic flow and the cooperative optimization of intersection signal control parameters.
Based on the above, a method for controlling the dynamic sensing signals of the intersection when the network-connected vehicles and the non-network-connected vehicles are mixed and communicated is urgently needed at present, so that the efficiency of the existing intersection sensing signal control is improved, the application range of the sensing signal control is enlarged, namely, the intersection without a traffic flow detector can be developed, and the sensing signal control can be carried out.
Disclosure of Invention
The invention provides a method and a system for controlling dynamic sensing signals of an intersection under a mixed passing environment of an internet-connected vehicle and a non-internet-connected vehicle.
The invention relates to a control method for dynamic sensing signals of an intersection under a vehicle mixed passing environment, which comprises the following steps:
step one, establishing the radius of the signal controller for processing the network connection information;
step two, evaluating the initial queuing length and establishing initial green light time;
correcting the queuing length, and evaluating the lower limit of the initial green light time;
and step four, deciding whether to prolong the green light time based on rules, and obtaining a signal control scheme.
In the first step, according to the historical vehicle queuing length, the radius r of each phase for receiving and processing the network connection information is preliminarily established i Thereby acquiring and processing network connection information within the radius range in real time, and predicting the queuing length expected value L of each lane based on the historical data of each phase traffic flow of the intersection ijk Thereby establishing radius r i The calculation method is as follows:
wherein r is i -the range of the ith phase receiving network coupling information, m; l (L) ijk -i, j, k takes 1,2, … for the i-th phase, j-th lane group, k-th lane history queuing length expectation; v 0 -a target vehicle speed for normal driving of the road section vehicle, m/s; τ—reaction time of driver, s; a, a dec Normal deceleration, m/s 2 (taking negative value) if the calculated radius is greater than the road segment length S i Then take r i ＝S i 。
Prefabricating traffic demands of each flow direction based on a plurality of continuous signal periods in the same time period or before in an intersection signal controller, distributing green light time of each traffic flow direction based on the proportion of the flow rate ratio of each traffic flow direction according to a Webster method, calculating an obtained signal timing scheme, and running according to the signal scheme when a network link is not detected before the next signal phase is started;
before the green light of the next phase is started, the signal controller obtains the radius r on all lanes of the phase i Network connection information in the range, including the position, the speed and the acceleration; the initial queuing length is established with the following rules:
rule 1: when detecting that a net link with the speed of 0 exists, marking the position of the net link as the minimum value of the initial queuing length; taking the maximum value of all the network coupling positions with the speed of 0, and primarily obtaining the initial queuing length of the phase;
rule 2: when it is detected that the running speed is continuously lower than the threshold v 1 When the network is connected, correcting the initial queuing length by using the position of the vehicle;
rule 3: when the deceleration is detected to be continuously smaller than the threshold value a 1 When the speed of the car does not exceed the threshold v 1 When the vehicle is in the first state, correcting the initial queuing length by using the position of the vehicle;
when the network connection vehicle entering the information receiving radius range subsequently meets the rule, the position information of the subsequent vehicle is used for correcting the initial queuing length until the next phase is started.
Calculating the initial green time g of the next phase by using the initial queuing length before the next phase is started 0 The method comprises the following steps:
when the last internet-connected vehicle detected during the red light satisfies rule 1:
in the formula, sigma is vehicle starting loss time, s; v d Target vehicle for vehicles to normally run through intersectionSpeed, m/s; d, the length of the vehicle body, m; l (L) 1 -distance between the head of the net-linked vehicle and the parking line, m; a, a acc Acceleration of the network-connected vehicle, m/s 2； When the last internet connection detected during the red light satisfies the rules 2 and 3:
wherein: v 0 -speed of network connection, m/s.
In the third step, after the phase green light is started, the phase green light reaches g 0 Time range, detection radius r i Position, speed and acceleration information of the in-range network vehicle; when no network connection information in motion is observed, g is still adopted for the initial green light time 0 The method comprises the steps of carrying out a first treatment on the surface of the When the change of the track information of the network coupling in motion is detected, judging whether to correct the initial green light time or not; if the network connection meeting the rule 3 in the second step appears, the position L of the network connection is used 1 To correct the initial queuing length and thus the lower limit g of the initial green time 0 ：
In the fourth step, 1 second before the end of the initial green time, if the last net train of the initial queuing length cannot pass through the stop line according to the current position and speed, namely L 1 /v 0 >1, the time of driving off the parking line is calculated according to the current position and speed to re-establish the initial green light time, namely:
1 second before the end of the initial green time, if the radius r i No network connection information exists in the range, so that green light time is not prolonged; when receiving information of other network connection vehicles, the green light is decided according to the following rulesExtension time:
rule 1: sequencing from small to large according to the detected distance between the network-connected vehicles and the parking line, if the time duration of each continuous i adjacent network-connected vehicles is smaller than a threshold h v When the time of the 1 st network-connected vehicle is replaced by the time required by the 1 st network-connected vehicle to reach the stop line, the time of the i-th network-connected vehicle expected to reach the stop line is used as the basis for calculating the green light extension time;
rule 2: if the headway of the 1 st network vehicle is greater than the threshold h v But less than 2h v And the subsequent continuous i vehicles, i is more than or equal to 2, and the headway of adjacent net-linked vehicles is smaller than a threshold h v When the vehicle is stopped, the time when the i+1th network vehicle is expected to reach the stop line is used as the basis for calculating the green light extension time;
rule 3: if the speed of at least 2 net vehicles is detected to be lower than 20% of the normal speed in the green light period, or the speed of 1 net vehicle is firstly decelerated and then at a constant speed and is lower than 20% of the normal speed in the green light period, the high probability is blocked by the influence of the running of the front vehicles and the side vehicles, and the existence of a motorcade is indicated; and the time for blocking the head vehicle network connection to reach the parking line is less than 2h v Taking the expected time of the last blocked network vehicle reaching the stop line as the basis for calculating the green light extension time;
if the time after the green light is prolonged exceeds the maximum green light time constraint, taking the maximum green light time as a basis for calculating the green light prolonged time; the decision to extend the green time per phase is only performed 1 time, as soon as it is determined that this time is performed immediately until the end.
The invention also relates to a system for implementing the intersection dynamic induction signal control method in the vehicle mixed traffic environment, which comprises a network connection vehicle information acquisition subsystem, a data transmission subsystem and a data management and analysis subsystem.
Advantageous effects
The method for controlling the dynamic sensing signals of the intersection when the internet-connected vehicles and the non-internet-connected vehicles are mixed and communicated is suitable for the signalized intersection in the internet-of-vehicles environment, and part of vehicles have the internet function and can be implemented by exchanging information with the signal controller. The signal control machine acquires information such as the position, the speed, the acceleration and the like of vehicles on the intranet at a certain range of the intersection in real time, and the purpose of reducing vehicle delay and improving the traffic efficiency of the intersection is achieved by continuously optimizing signal control parameters.
Drawings
FIG. 1 is a flow chart for discriminating the green light extension time according to the present invention.
FIG. 2 is a schematic view of the intersection situation of the present invention.
Detailed Description
The present embodiment will be specifically described with reference to fig. 1 to 2.
The invention relates to a method for controlling dynamic sensing signals of an intersection when a network-connected vehicle and a non-network-connected vehicle are mixed and communicated, which mainly comprises the following steps:
firstly, before the green light of the next phase is started, the signal controller acquires network connection information (position, speed and acceleration) on all lanes of the phase in real time, and initially evaluates the queuing length and establishes the constraint of the queuing length on the initial green light time. And secondly, after the green light is started, correcting the queuing length based on the track information of the network-connected vehicles in motion and evaluating the lower limit of the initial green light time. And finally, dynamically evaluating the relation between the time of the network connection vehicle in the subsequent operation reaching the stop line and the corrected initial green light time, and judging whether to prolong the green light time or not based on a threshold value. The method for controlling the dynamic sensing signals of the intersection during the mixed communication of the internet-connected vehicle and the non-internet-connected vehicle comprises the following steps:
step one: establishing a radius for a signal controller to process network connection information
The signal control machine can establish a communication link with the network-connected vehicle through the drive test unit or directly, and exchange information such as the position, the speed, the acceleration and the like of the network-connected vehicle. Therefore, all network-connected vehicles on the road section can establish network links with the signal control, so that the workload of the signal control machine is increased, and the real-time performance of information processing is difficult to ensure. The number of vehicles which can be processed by the traffic signal in each period is limited, and the purpose of global optimization can be realized by only considering a certain range of traffic flow on a road section. Here, based on historical vehicle queuing lengths, preliminary establishment of receipt and processing of network-coupled information per phaseRadius r i Therefore, the network connection information within the radius range can be acquired and processed in real time, and the network connection information outside the radius range is not considered. Predicting the expected queuing length L of each lane based on the historical data of each phase traffic flow of the intersection ijk Thereby establishing radius r i The calculation method of (2) is as follows:
wherein r is i -the range of the ith phase receiving network coupling information, m; l (L) ijk -i, j, k takes 1,2, … for the i-th phase, j-th lane group, k-th lane history queuing length expectation; v 0 -a target vehicle speed for normal driving of the road section vehicle, m/s; τ—reaction time of driver, s; a, a dec Normal deceleration, m/s 2 (taking negative values).
If the calculated radius is greater than the road section length S i Then take r i ＝S i 。
Taking the straight-going phase of an entrance road at an intersection as an example, assuming that the entrance road has two straight-going lanes, predicting the expected value L of the queuing lengths of the two lanes based on the historical data of the traffic flow of the phase of the intersection ij1 ＝95m、L ij2 Response time of driver operation of 0.5s, normal acceleration a =98m dec Is-3 m/s 2 The target vehicle speed of the road section vehicle for normal running is 15m/s, and the range of the phase receiving network connection information is 143m. At this time, the road length is 800m, and the calculated radius is smaller than the road length, so r i 143m is taken.
Step two: evaluating initial queuing length, establishing initial green time
Firstly, a signal timing scheme calculated according to a Webster method based on the traffic demand of each flow direction of a plurality of continuous signal periods in the same time period or before is prefabricated in an intersection signal control machine, and the signal timing scheme is operated when the network connection is not detected before the next signal phase is started.
Signal control 3 seconds before the next phase green light is startedThe system acquires the radius r on all lanes of the phase 1 time every 0.5 seconds i Network connection information in the range comprises the position, the speed, the acceleration and the like. The initial queuing length is established with the following rules:
rule 1: when detecting that the network interconnection with the speed of 0 exists, indicating that the network interconnection is in a queuing state, and marking the position of the network interconnection as the minimum value of the initial queuing length; and taking the maximum value of all the network coupling positions with the speed of 0, and primarily obtaining the initial queuing length of the phase.
Rule 2: when it is detected that the running speed is continuously (e.g. continuously for 3 seconds) lower than the threshold v 1 When a network is connected (such as 2 m/s), firstly, the vehicle is likely to approach to the queuing vehicle in front of the vehicle, secondly, the vehicle can drive away from an intersection without stopping after a phase green light is started at the speed, and at the moment, the position of the vehicle is used for correcting the initial queuing length.
Rule 3: when it is detected that the deceleration duration (e.g., 3 seconds in succession) is less than the threshold a 1 (e.g. -3m/s 2 ) When the vehicle is connected with the net, the vehicle is likely to be in a deceleration and parking state near the queuing vehicle in front of the vehicle, and when the speed of the vehicle does not exceed the threshold v 1 (e.g., 2 m/s), the initial queue length is corrected with the position of the vehicle.
Similarly, when the network-connected vehicles entering the information receiving radius range subsequently meet the rule, the initial queuing length is corrected by the position information of the subsequent vehicles until the next phase is started for 0.5 seconds.
Calculating the initial green time g of the next phase by using the initial queuing length of 0.5 seconds before the next phase is started 0 The method comprises the following steps:
when the last internet-connected vehicle detected during the red light satisfies rule 1:
in the formula, sigma is vehicle starting loss time, s; v d -target vehicle speed for normal driving of the vehicle through the intersection, m/s; d, the length of the vehicle body, m; l (L) 1 -distance between the head of the net-linked vehicle and the parking line, m; a, a acc Acceleration of the network-connected vehicle, m/s 2 . When the last internet-connected vehicle detected during the red light satisfies rules 2, 3:
wherein: v 0 -speed of network connection, m/s.
Other parameters are as above, assuming that when the last net car detected during the red light meets rule 1, the target speed of the vehicle for normal running through the intersection is 10m/s, the starting loss time is 0.5s, the length of the vehicle body is 4.8m, the distance between the last queuing net car and the parking line during the red light is 72m, and the acceleration of the vehicle starting is 2m/s 2 Thus calculated initial green time g 0 11s.
Step three: correcting queuing length, evaluating lower limit of initial green time
After the green light of the phase is turned on to g 0 The time frame, 1 radius r is still detected every 0.5 seconds i Position, speed and acceleration information of the in-range network vehicle. When no network connection information in motion is observed, g is still adopted for the initial green light time 0 The method comprises the steps of carrying out a first treatment on the surface of the When the track information of the moving internet protocol vehicles is detected to change, whether the initial green light time is corrected or not is judged. If the network connection meeting the rule 3 in the second step appears, the position L of the network connection is used 1 To correct the initial queuing length and thus the lower limit g of the initial green time 0 ：
Other parameters are as above, assuming the last net car position L detected during the red light 1 =95 m, a speed of 1m/s at 95m from the intersection stop line, yielding a lower limit g for the corrected initial green time 0 12s.
Step four: rule-based decision whether to extend green time
1 second before the end of the initial green time, if the last net car of the initial queuing length cannot pass through the stop line according to the current position and speed, namely L 1 /v 0 >1, the time of driving off the parking line is calculated according to the current position and speed to re-establish the initial green light time, namely:
other parameters have the same meaning, assuming that the last net train of the initial queuing length is 20m from the stop line 1 second before the end of the initial green time, and the speed is 10m/s, thus L 1 /v 0 ＝20/10>1, the initial green time of 13s cannot be re-established by the stop line.
1 second before the end of the initial green time, if the radius r i No network connection information exists in the range, so that green light time is not prolonged; when receiving information of other network connection vehicles, deciding green light extension time according to the following rules:
rule 1: sequencing from small to large according to the detected distance between the network-connected vehicles and the parking line, if the time duration of each continuous i adjacent network-connected vehicles is smaller than a threshold h v When the time (the time needed by the 1 st network-connected vehicle for reaching the stop line is replaced by the time needed by the 1 st network-connected vehicle for reaching the stop line), the time of the i-th network-connected vehicle expected to reach the stop line is used as the basis for calculating the green light extension time;
rule 2: if the headway of the 1 st network vehicle is greater than the threshold h v But less than 2h v And the headway of successive continuous i (i is more than or equal to 2) adjacent net trains is smaller than a threshold h v When the vehicle is stopped, the time when the i+1th network vehicle is expected to reach the stop line is used as the basis for calculating the green light extension time;
rule 3: if the speed of at least 2 net vehicles is detected to be lower than 20% of the normal speed in the green light period, or the speed of 1 net vehicle is firstly decelerated and then is uniform, and the speed is lower than 20% of the normal speed in the green light period, the high probability that the vehicle speed is blocked due to the influence of the operation of the front vehicles and the side vehicles indicates that a vehicle team existsThe method comprises the steps of carrying out a first treatment on the surface of the And the time for blocking the head vehicle network connection to reach the parking line is less than 2h v And taking the expected time of the last blocked network vehicle reaching the stop line as the basis for calculating the green light extension time.
If the time after the green light is prolonged exceeds the maximum green light time constraint, the maximum green light time is used as a basis for calculating the green light prolonged time. The decision to extend the green time per phase is only performed 1 time, as soon as it is determined that this time is performed immediately until the end.
The foregoing is merely illustrative of the present invention and is not intended to limit the embodiments of the present invention, and those skilled in the art can easily make corresponding variations or modifications according to the main concept and spirit of the present invention, so that the protection scope of the present invention shall be defined by the claims.
Claims (4)
1. A control method for dynamic induction signals of an intersection under a vehicle mixed traffic environment is characterized by comprising the following steps:
step one, acquiring historical vehicle queuing length data and determining the radius of a signal control machine for processing network connection information; in step one, a radius r of each phase of receiving and processing network connection information is established i Network connection information within a radius range is acquired and processed in real time, and the queuing length expected value L of each lane is predicted based on historical data of traffic flows of each phase of an intersection ijk Thereby establishing radius r i The calculation method is as follows:
wherein r is i -the range of the ith phase receiving network coupling information, m; l (L) ijk -i, j, k takes 1,2, … for the i-th phase, j-th lane group, k-th lane history queuing length expectation; v 0 -a target vehicle speed for normal driving of the road section vehicle, m/s;driving-drivingReaction time of the member, s; a, a dec Normal deceleration, m/s 2 (taking negative value) if the calculated radius is greater than the road segment length S i Then take r i ＝S i ；
Step two, evaluating the initial queuing length and establishing initial green light time; prefabricating traffic demands of each flow direction based on a plurality of continuous signal periods in the same time period of history or before in a signal control machine of an intersection, distributing green light time of each traffic flow direction based on the proportion of each traffic flow direction flow rate ratio according to a Webster method, calculating an obtained signal timing scheme, and operating according to the signal scheme when a network link is not detected before the next signal phase is started;
before the green light of the next phase is started, the signal controller obtains the radius r on all lanes of the phase i Network connection information in the range, including the position, the speed and the acceleration; the initial queuing length is established with the following rules:
rule 1: when detecting that a net link with the speed of 0 exists, marking the position of the net link as the minimum value of the initial queuing length; taking the maximum value of all the network coupling positions with the speed of 0, and primarily obtaining the initial queuing length of the phase;
rule 2: when it is detected that the running speed is continuously lower than the threshold v 1 When the network is connected, correcting the initial queuing length by using the position of the vehicle;
rule 3: when the deceleration is detected to be continuously smaller than the threshold value a 1 When the speed of the car does not exceed the threshold v 1 When the vehicle is in the first state, correcting the initial queuing length by using the position of the vehicle;
when the network-connected vehicle in the information receiving radius range of the follow-up vehicle meets the rule, correcting the initial queuing length by using the position information of the follow-up vehicle until the next phase is started;
correcting the queuing length to obtain an initial green light time lower limit; after the green light of the phase is turned on to g 0 Time range, detection radius r i Position, speed and acceleration information of the in-range network vehicle; when no network connection information in motion is observed, g is still adopted for the initial green light time 0 The method comprises the steps of carrying out a first treatment on the surface of the When detecting the moving netWhen the track information of the train is changed, judging whether to correct the initial green time or not; if the network connection meeting the rule 3 in the second step appears, the position L of the network connection is used 1 To correct the initial queuing length and thus the lower limit g of the initial green time 0 ：
In the formula, sigma is vehicle starting loss time, s; v d -target vehicle speed for normal driving of the vehicle through the intersection, m/s; d, the length of the vehicle body, m; l (L) 1 -distance between the head of the net-linked vehicle and the parking line, m; a, a acc Acceleration of the network-connected vehicle, m/s 2 ，v 0 -speed of network connection, m/s;
and step four, determining whether to prolong the green light time to obtain a signal control scheme.
2. The method for controlling dynamic sensing signals at intersections in a mixed traffic environment of a vehicle according to claim 1, wherein the initial green time g of a next phase is calculated using the initial queuing length before the phase is started 0 The method comprises the following steps:
when the last internet-connected vehicle detected during the red light satisfies rule 1:
when the last internet connection detected during the red light satisfies the rules 2 and 3:
3. the method for controlling dynamic sensing signals at intersections in a mixed traffic environment of vehicles according to claim 1, wherein the steps ofFourthly, 1 second before the end of the initial green time, if the last net train of the initial queuing length cannot pass through the stop line according to the current position and speed, namely L 1 /v 0 >1, the time of driving off the parking line is calculated according to the current position and speed to re-establish the initial green light time, namely:
1 second before the end of the initial green time, if the radius r i No network connection information exists in the range, so that green light time is not prolonged; when receiving information of other network connection vehicles, deciding green light extension time according to the following rules:
rule 1: sequencing from small to large according to the detected distance between the network-connected vehicles and the parking line, if the time duration of each continuous i adjacent network-connected vehicles is smaller than a threshold h v When the time of the 1 st network-connected vehicle is replaced by the time required by the 1 st network-connected vehicle to reach the stop line, the time of the i-th network-connected vehicle expected to reach the stop line is used as the basis for calculating the green light extension time;
rule 2: if the headway of the 1 st network vehicle is greater than the threshold h v But less than 2h v And the subsequent continuous i vehicles, i is more than or equal to 2, and the headway of adjacent net-linked vehicles is smaller than a threshold h v When the vehicle is stopped, the time when the i+1th network vehicle is expected to reach the stop line is used as the basis for calculating the green light extension time;
rule 3: if the speed of at least 2 net vehicles is detected to be lower than 20% of the normal speed in the green light period, or the speed of 1 net vehicle is firstly decelerated and then at a constant speed and is lower than 20% of the normal speed in the green light period, the high probability is blocked by the influence of the running of the front vehicles and the side vehicles, and the existence of a motorcade is indicated; and the time for blocking the head vehicle network connection to reach the parking line is less than 2h v Taking the expected time of the last blocked network vehicle reaching the stop line as the basis for calculating the green light extension time;
if the time after the green light is prolonged exceeds the maximum green light time constraint, taking the maximum green light time as a basis for calculating the green light prolonged time; the decision to extend the green time per phase is only performed 1 time, as soon as it is determined that this time is performed immediately until the end.
4. A system for implementing the method for controlling dynamic sensing signals at intersections in a mixed traffic environment of vehicles according to any one of claims 1 to 3, wherein the system comprises an internet protocol vehicle information acquisition subsystem, a data transmission subsystem and a data management and analysis subsystem.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210553348.8A CN115116245B (en) | 2022-05-20 | 2022-05-20 | Intersection dynamic induction signal control method and system in vehicle mixed traffic environment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210553348.8A CN115116245B (en) | 2022-05-20 | 2022-05-20 | Intersection dynamic induction signal control method and system in vehicle mixed traffic environment |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115116245A CN115116245A (en) | 2022-09-27 |
| CN115116245B true CN115116245B (en) | 2023-07-25 |
Family
ID=83325840
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210553348.8A Active CN115116245B (en) | 2022-05-20 | 2022-05-20 | Intersection dynamic induction signal control method and system in vehicle mixed traffic environment |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115116245B (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007072783A (en) * | 2005-09-07 | 2007-03-22 | Sumitomo Electric Ind Ltd | Signal information display system and vehicle speed control system |
| CN101603294A (en) * | 2009-07-02 | 2009-12-16 | 哈尔滨工业大学 | Method for joint design of colorized traffic sign and marked lines at intersection of urban road |
| CN101936730A (en) * | 2010-06-28 | 2011-01-05 | 汉王科技股份有限公司 | Vehicle queue length detection method and device |
| JP2013045196A (en) * | 2011-08-23 | 2013-03-04 | Masahiro Watanabe | Intersection nonstop travel control method |
| CN108109380A (en) * | 2018-01-31 | 2018-06-01 | 迈锐数据（北京）有限公司 | A kind of detecting system of vehicle queue length, method and device |
| CN109862086A (en) * | 2019-01-21 | 2019-06-07 | 华北电力大学 | Task Assigned Policy based on matching algorithm in a kind of vehicle-mounted edge calculations |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104637315B (en) * | 2015-02-06 | 2016-07-13 | 北京交通大学 | Unsignalized intersection optimal control method under bus or train route cooperative surroundings and system |
| CN106448194B (en) * | 2016-10-28 | 2019-03-19 | 清华大学 | Intersection traffic signal and vehicle cooperative control method and device, vehicle |
| CN113257007B (en) * | 2021-05-06 | 2022-06-17 | 哈尔滨工业大学 | Signal control method and system for intersection to share automatic driving lane |
-
2022
- 2022-05-20 CN CN202210553348.8A patent/CN115116245B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007072783A (en) * | 2005-09-07 | 2007-03-22 | Sumitomo Electric Ind Ltd | Signal information display system and vehicle speed control system |
| CN101603294A (en) * | 2009-07-02 | 2009-12-16 | 哈尔滨工业大学 | Method for joint design of colorized traffic sign and marked lines at intersection of urban road |
| CN101936730A (en) * | 2010-06-28 | 2011-01-05 | 汉王科技股份有限公司 | Vehicle queue length detection method and device |
| JP2013045196A (en) * | 2011-08-23 | 2013-03-04 | Masahiro Watanabe | Intersection nonstop travel control method |
| CN108109380A (en) * | 2018-01-31 | 2018-06-01 | 迈锐数据（北京）有限公司 | A kind of detecting system of vehicle queue length, method and device |
| CN109862086A (en) * | 2019-01-21 | 2019-06-07 | 华北电力大学 | Task Assigned Policy based on matching algorithm in a kind of vehicle-mounted edge calculations |
Non-Patent Citations (1)
| Title |
|---|
| 饱和交通状态下的绿信比优化及其应用研究;裴玉龙;蒋贤才;;哈尔滨工业大学学报(第11期);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115116245A (en) | 2022-09-27 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110085037B (en) | Intersection signal control and vehicle speed guiding system under cooperative vehicle and road environment | |
| CN108806291B (en) | High-saturation ramp vehicle merging guiding method and system based on road side equipment | |
| CN107507430B (en) | Urban intersection traffic control method and system | |
| CN110533946B (en) | Single-point intersection vehicle speed optimization method under mixed-traveling environment based on edge calculation | |
| CN114613179B (en) | Gathering and passing method for internet-connected automatic-driving mixed-driving vehicle intersection and control system thereof | |
| CN113689692B (en) | Intelligent network connection mixed traffic flow signal intersection vehicle arrival prediction correction method | |
| CN108364486B (en) | Multi-scene vehicle priority self-adaptive traffic signal control system and working method thereof | |
| CN107731010A (en) | Front truck, which intelligently avoids, under car networking environment recommends method and system | |
| CN111768612A (en) | C-V2X-based vehicle formation driving strategy control method | |
| CN110444015B (en) | Intelligent network-connected automobile speed decision method based on no-signal intersection partition | |
| CN111243296B (en) | Ramp confluence cooperative control method and system based on confluence time optimization | |
| CN109448408B (en) | Method for optimizing vehicle running state at traffic light | |
| CN107146408B (en) | A kind of control method of the road environmental protection control loop based on car networking | |
| CN113895442B (en) | Vehicle driving decision method and system based on cooperative sensing of road side and vehicle end | |
| CN115662131B (en) | Multi-lane collaborative lane changing method for road accident section in network environment | |
| CN113345240A (en) | Highway vehicle importing method and system based on intelligent networking environment | |
| CN112233418A (en) | Secondary traffic accident prevention control method under intelligent network-connected mixed traffic flow environment | |
| CN115116245B (en) | Intersection dynamic induction signal control method and system in vehicle mixed traffic environment | |
| CN115331432B (en) | Network linkage vehicle control method for inhibiting traffic flow negative effect in tunnel entrance area | |
| CN111754774A (en) | Safe self-organizing traffic control method for intelligent network-connected automobile at expressway ramp port | |
| CN106887148B (en) | A kind of method and device guiding vehicle driving | |
| CN115880884B (en) | Expressway ramp mixed traffic flow control method based on controllable intelligent network vehicle connection | |
| CN110723143A (en) | Economical self-adaptive cruise control system and method suitable for multiple driving conditions | |
| CN113808438B (en) | Vehicle queue control mode switching system and method based on neural network | |
| JP2012108823A (en) | Travel history information transmission device, and drive support device, method, and program |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |