TWI506600B - The time - varying method of the period of time - Google Patents
The time - varying method of the period of time Download PDFInfo
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Description
本發明屬於號誌路口全日各預設時制之間的轉換程序之最適化技術，係基於大多數號誌控制器在制定全日時制計畫時，雖有設定時制轉換的漸變過程，但大部分是於時制轉變點之後才進行，且甚少考量最佳化時制轉換程序與時相計畫之配合處理。因此，本發明在設計時制轉換程序時，是以滿足預設時制轉換點前、後的時相計畫為前提，而時制轉換程序是在預設時制轉換點前啟動，而在轉換點後完成。由啟動到完成轉換的時間點以及其間轉換週期決策，係在最小化轉換期間的平均車輛延誤之下產生。本發明除可直接應用於現有時制變換點外，亦可併入全日時制計畫最佳化設計程序，屬於一種結合號誌時制計劃程序與時制轉換邏輯的一種號誌路口最適化預設時制之方法。The invention belongs to the optimization technology of the conversion procedure between the preset time systems of the No.1 intersection, and is based on the fact that most of the signal controllers have a gradual process of setting the time conversion system when formulating the full-time time plan, but most of them It is only after the transition point of the time system, and it is rarely considered to optimize the processing of the conversion process and the phase plan. Therefore, the present invention presupposes that the time-phase plan before and after the preset time conversion point is met in the design time conversion program, and the time conversion program is started before the preset time conversion point, and is completed after the conversion point. . The point in time from start-up to completion of the transition and the transition period decision between them are generated under the average vehicle delay during the minimized transition. The invention can be directly applied to the existing time conversion point, and can also be integrated into the full-time time plan optimization design program, and belongs to a type of road intersection optimization time-scheduled system that combines the time schedule planning process and the time system conversion logic. The method.
道路交叉口是公路運輸路網中最重要的交通系統瓶頸之一，若交叉口要能發揮較高的管制績效，最確實有效的方法就是透過交通控制設施的號誌系統來引導路段或路口的車流。號誌控制系統能否發揮功能，與時制設計之良窳有密切的關係；時制設計包含時相計畫、每時相黃燈與全紅時段之設計、週期長度之決定、各時相有效綠燈之分配等要素。其中任一要 素的設計有誤，皆可能導致道路壅塞、增加潛在肇事等結果，因而增加社會成本。因此，良好的時制計劃是提升路口號誌效率的重要環節，不但可減少不必要的停等次數與延誤時間，間接也可減少汽油消耗與增進路口運行的安全。Road intersections are one of the most important traffic system bottlenecks in road transport road networks. If intersections are to achieve high regulatory performance, the most effective method is to guide road sections or intersections through the traffic control facility's signal system. Traffic flow. Whether the control system can function or not is closely related to the design of the time system; the time system design includes the phase plan, the design of the yellow and red hour periods, the determination of the period length, and the effective green light for each phase. Distribution and other elements. Any one of them The design of the prime is wrong, which may lead to road congestion, increase the potential anecdote and other results, thus increasing social costs. Therefore, a good time plan is an important part of improving the efficiency of intersections. It not only reduces the number of unnecessary stops and delays, but also reduces the consumption of gasoline and the safety of intersection operations.
近年來電腦科技與微電子技術的發展，交通號誌控制策略由傳統的離線運算，進展到線上運算、長時段至短時段應變、定時時制、以及動態查表等方式控制，以因應隨時變化的交通特性。而交通號誌控制器之發展，已可儲存與提供更多線上資料來尋求適宜的時制，更由於網路科技的發達，使得號誌控制系統得以收集各路口偵測器之資料，於短時間內進行線上運算，即時發展適合的交通控制策略來滿足路口的運行需求。In recent years, the development of computer technology and microelectronics technology, traffic log control strategy from traditional offline computing, to online computing, long-term to short-term strain, timing system, and dynamic table lookup, etc., in response to changes in time Traffic characteristics. The development of the traffic signal controller has been able to store and provide more online information to seek suitable time system. Moreover, due to the development of network technology, the Zhizhi control system can collect the information of various intersection detectors in a short time. Online calculations are carried out to develop appropriate traffic control strategies to meet the operational needs of intersections.
現今的號誌控制器內建多套時制計畫，可於設定時間或特定需求產生時，挑選對應的時制計畫。因此，時制轉換的時機大致發生在某路段遭遇或解除特定之車隊門檻，或為滿足不同水準之交通需求之時。舉例來說，某特定路段因臨時勤務或管制狀況，往往必須切換時制，以使通行路段得以順暢，之後再將時制轉換回原設定。另一項因素是交通需求變化，例如上、下班尖峰時段或中午離峰時段之交通量差異較大，所以全日可分為若干時段，每個時段也應有相對的號誌時制，以配合不同的流量水準。隨著時段的轉變，同時亦須進行時制轉換程序；而時制轉換程序是指將正在執行的時制計畫轉換至另一套新時制計畫的過程。轉換程序須考量的因素包括轉換過程花費的週期數、每一週期所調整的週期長度，以及時制補償等因素。Today's semaphore controllers have built-in multiple time plans, which can be used to select the corresponding time plan when setting time or specific requirements. Therefore, the timing of the timing conversion generally occurs when a certain section of the road encounters or releases a specific fleet threshold, or when it meets different levels of traffic demand. For example, due to temporary service or control conditions, a particular road section often has to switch time to make the passages smooth, and then convert the time system back to the original setting. Another factor is the change in traffic demand, such as the difference in traffic volume between the peak hours of the upper and the middle hours or the peak time of the noon, so the whole day can be divided into several time periods, and each time period should also have a relative time system to match the difference. The level of traffic. As the time period shifts, the time conversion process must also be performed; the time conversion process refers to the process of converting the ongoing time plan to another set of new time plans. The factors to be considered in the conversion process include the number of cycles spent in the conversion process, the length of the cycle adjusted for each cycle, and the timing compensation.
為使電腦化號誌控制系統得以發揮因應交通需求變化的功能，往往需要經常去改變號誌時制計畫；然而，頻繁的時制變動雖能滿足流 量變化的需要，但若驟然轉換至新時制，不但會使駕駛人難以適應，甚至可能因而造成交通混亂與意外事故。在許多號誌時制轉換的方法與文獻中，對於時制補償方式都有一些簡單的詮釋方法，例如當號誌系統在某個時間點進行時制轉換作業，若當時正在進行的週期尚未完成，則以週期時間長度是否已執行至原長度的一半做為是否結束該週期的判斷依據，此為在一週期內完成時制轉換的方法；此外，亦有考慮將時制轉換作業延長為二到三個週期，並於每一週期分別平均補償不足之適期長度的方法。顯然地，過短的號誌時制轉換時間或過於劇烈的時制變化，常會衝擊路口的交通運行，且駕駛人不易適應，容易導致瞬間交通壅塞與異常的駕駛行為，甚至發生安全顧慮；過長的號誌轉換時間，雖然轉換過程平緩，但容易落入使路口號誌時制執行過長時間的缺陷，增加運行延滯與駕駛人的不耐。因此，時制轉換的時間點、轉換期間的長短，以及轉換的方式是時制轉換程序很重要的課題。In order to enable the computerized semaphore control system to function in response to changes in traffic demand, it is often necessary to change the chronograph plan frequently; however, frequent time-based changes can satisfy the flow. The need for quantitative changes, but if suddenly changed to the new time system, it will not only make it difficult for the driver to adapt, and may even cause traffic chaos and accidents. In many methods and literatures for the conversion of time and time, there are some simple interpretation methods for the time compensation method. For example, when the sign system performs the time conversion operation at a certain time point, if the ongoing cycle is not completed, Whether the length of the cycle time has been executed to half of the original length as the basis for judging whether to end the cycle, which is a method of completing the time conversion in one cycle; in addition, it is also considered to extend the time conversion operation to two to three cycles, And the method of equally compensating for the short period of time in each cycle. Obviously, too short a time conversion time or too drastic time change often impacts the traffic operation at the intersection, and the driver is not easy to adapt, which may lead to instantaneous traffic congestion and abnormal driving behavior, and even safety concerns; Although the conversion process is gentle, it is easy to fall into the shortcomings that make the intersection number system perform for a long time, increasing the delay of operation and the driver's intolerance. Therefore, the time point of the time conversion, the length of the conversion period, and the way of conversion are important issues in the time conversion process.
針對時制轉換過程，本發明檢視相關轉換方式，包括突變式轉換法、主要綠燈延長法、漸進式轉換法、突變轉換法、最大綠燈轉換法、傾斜轉換法、鞍點轉換法、時相補償法，以及時制重設法等。不論採用何種方式，轉換程序在路口多時制設計過程所衍生之延誤時間成本絕不可忽略。雖然有許多研究與號誌控制系統使用以上的時制轉換方法，但卻很少探討多長的期間，才是最適合的號誌轉換期間；除此之外，過去文獻對號誌轉換程序大多只探討前、後號誌相同時相數的轉換，但對於時制與時相數皆不同的轉換卻鮮少進行評估，部分研究亦僅限制在非重疊的時相轉換，因此，多時相與重疊時相之轉換設計也是本發明的特點。有鑑於國內、外以往從事不同時相數與重疊時相之號誌轉換研究較為罕見，實務單位所採行之轉換作 業又流於主觀判斷而難以嚴謹，顯見此方法之研發實為交通控制領域的一項重要課題與貢獻。For the time conversion process, the present invention examines related conversion modes, including abrupt conversion method, main green light extension method, progressive conversion method, mutation conversion method, maximum green light conversion method, tilt conversion method, saddle point conversion method, and time phase compensation method. , and pay attention to the system. Regardless of the method used, the delay time cost of the conversion process at the intersection multi-time design process must not be ignored. Although there are many research and signal control systems that use the above-mentioned time conversion method, but it is rarely discussed for a long period of time, which is the most suitable sign conversion period; in addition, most of the past documents on the number conversion process only The conversion of the number of phases in the same time is discussed. However, the conversions with different time systems and time phases are rarely evaluated. Some studies are limited to non-overlapping phase transitions. Therefore, multi-temporal and overlapping The phase conversion design is also a feature of the present invention. In view of the fact that in the past, domestic and foreign studies on the conversion of the number of phases and the overlapping phases of the time are rare, the conversion of the practice units The industry is subject to subjective judgment and is difficult to be rigorous. It is obvious that the research and development of this method is an important topic and contribution in the field of traffic control.
由此可見，上述習用方式仍有諸多缺失，實非一良善之設計，而亟待加以改良。It can be seen that there are still many shortcomings in the above-mentioned methods of use, which is not a good design, but needs to be improved.
本發明提供一套使號誌時制轉換點前、後運行成本最小的燈相轉換決策，藉以達到滿足時制轉換點前、後之時相數與時相順序不同時之調整，並可評估不同長度之轉換期間與轉換週期對前、後交通量的運行績效變化。The invention provides a lamp phase conversion decision for minimizing the running cost before and after the conversion point of the time, so as to achieve the adjustment when the phase and the phase sequence of the time before and after the conversion point are satisfied, and different lengths can be evaluated. The performance of the forward and backward traffic changes during the transition period and the conversion period.
本發明提供一種號誌時制轉換期間之漸變時相方法，主要為單一路口號誌某前、後兩段時制計畫間之最佳的轉換程序。大多數時制執行終止前，均會剩餘一段分割期，本法係在時制終止點，根據分割期之長短，產生一套往回遞延之分割期轉換程序，過了時制終止點後，再根據前、後時制下之路口臨界流量由低變高，或由高變低之判別，建立一組接續的補償轉換程序，因此，本時制轉換程序是分割期與補償期之間一序列的轉換週期設計。號誌控制人員可在較短之時制轉換期間，以本法進行全日各時制計畫之間最佳化轉換週期安排，或將本法併入直接全日最佳化時制計畫設計程序中。The invention provides a gradual phase method during the conversion of the chronograph time, which is mainly the best conversion procedure between the planning schemes of the front and the back of the single intersection number. Before the termination of most time-based executions, there will be a period of division. This method is based on the termination time of the system. According to the length of the division period, a set of conversion procedures for the deferred period is generated. After the termination point of the system, The critical flow of the intersection under the front and back time system is changed from low to high, or from high to low, and a set of successive compensation conversion procedures is established. Therefore, the current conversion program is a sequence of conversion periods between the division period and the compensation period. design. The code control personnel can use this method to optimize the conversion cycle between the full-time schedules during the short-term conversion period, or incorporate this method into the direct full-time optimization plan design process.
本發明提供之號誌時制轉換期間之漸變時相方法，與其他習用技術相互比較時，更具備下列優點：The gradual phase method during the conversion of the time system of the present invention has the following advantages when compared with other conventional technologies:
1.本發明之號誌時制轉換期間之漸變時相方法，可排除目前以平滑內插 方式執行號誌時制轉換，因而忽略時制轉換前、後不同交通流量間的運行績效變化，特別是對由低流量轉變為高流量時，造成的交通衝擊。1. The gradual phase method during the conversion of the chronograph system of the present invention can eliminate the current smooth interpolation The method implements the conversion of the time-based system, thus ignoring the operational performance changes between different traffic flows before and after the conversion of the time system, especially the traffic impact caused by the transition from low flow to high flow.
2.本發明之號誌時制轉換期間之漸變時相方法，進行號誌時制之間轉換時，可以解決時制轉換前、後分屬不同時相數與時相順序的問題，提供一套使號誌時制轉換點前、後運行成本最小的燈相轉換決策的良善調整機制。2. The gradual phase method during the conversion of the chronograph system of the present invention can solve the problem of the number of phases and the phase sequence of different time before and after the conversion of the time system, and provide a set of numbers. A good adjustment mechanism for the lamp phase conversion decision with the lowest operating cost before and after the Shishi system conversion point.
上列詳細說明係針對本發明之一可行實施例之具體說明，惟該實施例並非用以限制本發明之專利範圍，凡未脫離本發明技藝精神所為之等效實施或變更，均應包含於本案之專利範圍中。The detailed description of the preferred embodiments of the present invention is intended to be limited to the scope of the invention, and is not intended to limit the scope of the invention. The patent scope of this case.
綜上所述，本案不但在空間型態上確屬創新，並能較習用物品增進上述多項功效，應已充分符合新穎性及進步性之法定發明專利要件，爰依法提出申請，懇請 貴局核准本件發明專利申請案，以勵發明，至感德便。In summary, this case is not only innovative in terms of space type, but also can enhance the above-mentioned multiple functions compared with the customary items. It should fully meet the statutory invention patent requirements of novelty and progressiveness, and apply for it according to law. This invention patent application, in order to invent invention, to the sense of virtue.
A10‧‧‧車道A10‧‧" lane
A20‧‧‧車道A20‧‧" lane
A30‧‧‧車道A30‧‧" lane
A40‧‧‧車道A40‧‧" lane
A50‧‧‧車道A50‧‧" lane
A60‧‧‧車道A60‧‧" lane
A70‧‧‧車道A70‧‧" lane
第1圖為典型的車道佈設型態示意圖。Figure 1 is a schematic diagram of a typical lane layout.
第2圖為本發明之號誌時制轉換期間之漸變時相方法流程圖。Figure 2 is a flow chart of the gradual phase method during the conversion of the chronograph system of the present invention.
第3圖為本發明之時制變化示意圖。Figure 3 is a schematic diagram showing the variation of the time of the present invention.
第4圖為本發明之時制變化示意圖。Figure 4 is a schematic diagram showing the variation of the time of the present invention.
為利 貴審查委員了解本發明之技術特徵、內容與優點及其所能達到之功效，茲將本發明配合附圖，並以實施例之表達形式詳細說明如下，而其中所使用之圖式，其主旨僅為示意及輔助說明書之用，未必為本發明實施後之真實比例與精準配置，故不應就所附之圖式的比例與配置關係解讀、侷限本發明於實際實施上的權利範圍，合先敘明。The technical features, contents, and advantages of the present invention, as well as the advantages thereof, can be understood by the reviewing committee, and the present invention will be described in detail with reference to the accompanying drawings. The subject matter is only for the purpose of illustration and description. It is not intended to be a true proportion and precise configuration after the implementation of the present invention. Therefore, the scope and configuration relationship of the attached drawings should not be interpreted or limited. First described.
本發明之本時相補償模式，除了可適用於一般相同時相數與時相順序的時制轉換外，也可應用於不同時相數之間 與/或 重疊時相之間的時制轉換；換言之，對於時制轉換前、後時相型態與時相數不相同的時制控制計畫都可使用本時相補償模式進行轉換。The present phase compensation mode of the present invention can be applied to time conversion between different phase numbers and/or overlapping phases, in addition to being applicable to time conversions of generally the same phase number and phase sequence; in other words, For the time control plan with different phase modes and phase numbers before and after the time conversion, the time phase compensation mode can be used for conversion.
為配合考慮多時相與/或重疊時相間之轉換，本發明提出車輛轉向型態是以每一股轉向車流佔用一車道為基礎，理由是從時制設計的角度來看，通常道路幾何設計典型的車道佈設型態如第1圖所示。例如簡單二時相設計而言，第1圖中的各佈設型態皆可適用，但型態一之車道A10的共用車道方式無法在時制轉換時改為多時相設計，故在號誌設計時，通常只能將左、右轉車流量乘以一轉向當量後，再併入直行車流量中；車道佈設型態二之左方車道A20，為左轉兼直行車輛使用，但在左轉車流量較高時會阻擋直行車輛，故常導致直行車輛改用右方車道A30行駛，所以除非採早開或遲閉設計，否則左車道可視為左轉專用道(A de facto left-turn lane)，而右車道的右轉車流量則因與直行車同相，可併入直行車流量計算；同理，車道佈設型態三與型態二類似。在號誌設計時，車道佈設型態一由於幾何型態的關係，除非採方向分離設計(directional splits)，否則無法設置多時 相號誌，故多時相號誌常配設於型態二或型態三，因此，本發明在多時相設計時，假設每一個轉向車流佔用一車道。In order to cope with the transition between multi-temporal and/or overlapping phases, the present invention proposes that the vehicle steering pattern is based on one lane of each steering traffic, on the grounds that from the perspective of time design, the road geometry is typically typical. The layout of the lane is shown in Figure 1. For example, in the case of a simple two-phase design, the layout patterns in Fig. 1 can be applied, but the shared lane mode of the lane A10 of the type one cannot be changed to the multi-temporal design in the time system conversion, so the design is in the code. At the time, usually only the left and right turn traffic is multiplied by a steering equivalent, and then merged into the straight traffic flow; the left lane A20 of the lane layout type 2 is used for the left turn and the straight traffic, but turns left. When the traffic volume is high, it will block the straight-through vehicle, so it often causes the straight-through vehicle to switch to the right lane A30. Therefore, unless the early opening or late closing design is adopted, the left lane can be regarded as the left detour lane (A de facto left-turn lane). The right turn traffic of the right lane is in phase with the straight traffic, and can be incorporated into the straight traffic flow calculation; similarly, the lane layout type 3 is similar to the type 2. In the design of the code, the layout of the lane is due to the geometry, and it cannot be set for a long time unless the directional splits are used. Phase number, so the multi-phase number is often assigned to Type 2 or Type 3. Therefore, in the multi-temporal design, the present invention assumes that each steering traffic takes up one lane.
本發明之號誌時制轉換期間之漸變時相方法係以下列參數已知為基礎：C T T：第T組號誌時制的週期長度(秒)；：第T組號誌時制分割期間第i組一段式替選轉換週期(秒)；：第T組號誌時制分割期間，二段式轉換程序中之第j個轉換週期(秒)；：第T組號誌時制轉換期間，與(一段式分割j+補償)轉換程序對應的路口平均延誤估計值(車-秒)；：第T組號誌時制轉換期間，與(二段式分割j+補償)轉換程序對應的路口平均延誤估計值(車-秒)；：第T組號誌時制分割期間，與一段式轉換程序之第j組轉換週期對應的路口總估計延誤值(車-秒)；：第T組號誌時制分割期間，與二段式轉換程序所有轉換週期對應的路口總估計延誤值(車-秒)；：第T組號誌時制補償期間，與第j組轉換週期對應的路口總估計延誤值(車-秒)；e T
：到達第T組號誌時制的右界點時，若有一組週期尚未執行完畢，則稱該執行完畢的部份為一個「分割期」，初始分割期長度(秒)e T
=t T
-；g (T,
Ø) Ø, T：第T組號誌時制的時相Ø之有效綠燈長度(秒)；：第T組號誌時制補償期間，第i個轉換週期各時相Ø的長度(秒)；：第T組號誌時制分割期間，i段式轉換程序之第j個轉換週期中，
時相Ø的長度(秒)；h
：飽和車間距(秒)；L
：每一週期總損失時間(秒)L=n T
．t L
；n T
：第T組號誌時制期間，預設週期C T
內之總時相數；N D
：日期D全日依時號誌時制總數；PHF：尖峰小時因素(預設值0.95)；t L
：每一時相損失時間(秒)；t T
：第T組號誌時制的結束時間，即第T組號誌時制的轉換時間點或右界點(秒)；t 0
定義為每日第一組具有輪放時相之預設時制計畫的起始時間點(秒)；t T
-1 T：第T組號誌時制的起始時間(秒)；：第T組號誌時制期間，第Z T
個被完整執行之預設週期的結束時間(秒)，其中；t T
(0)
定義為第T組號誌時制的起始時間(秒)；Z T
：第T組號誌時制有效期間，被完整執行之各預設週期之序號，Z T
第T組號誌時制有效期間，被完整執行之各預設週期之序號，，其中
請參閱第2圖，係為本發明之號誌時制轉換期間之漸變時相方法流程圖，當一標的物行經一路口時，其步驟如下：Please refer to FIG. 2, which is a flow chart of the gradual phase method during the conversion of the chronograph system of the present invention. When a target object passes through a road junction, the steps are as follows:
步驟S01：比較該路口號誌之C T 與C T +1 之關係，其中C T 為前號誌時制分別預設週期長度，C T +1 為後號誌時制分別預設週期長度，當C T <C T +1 時執行步驟S02，若C T C T +1 時，執行步驟S08；Step S01: Compare the relationship of the path with the slogan Chi C T C T + 1'd, the default system wherein C T is a front semaphore when the length of each cycle, C T + 1'd are made to the length of the predetermined period when the semaphore, when C Step T02 is performed when T < C T +1 , if C T When C T +1 , step S08 is performed;
步驟S02：產生第T組號誌時制右界點前之第一時制轉換期=C T +e T ，其中e T 係為到達第T組號誌時制的右界點時，若有一組週期尚未執行完畢，則稱該執行完畢的部份為一個分割期；Step S02: generating a first time conversion period before the right boundary point of the T group number = C T + e T , where e T is the right boundary point when the T group number is reached. If a set of cycles has not been executed, the part that is said to be executed is a division period;
步驟S03：比較與C T +1 之關係，若 C T +1 ，執行步驟S04，若>C T +1 ，執行步驟S05；Step S03: Compare Relationship with C T +1 , if C T +1 , step S04 is performed, if > C T +1 , step S05;
步驟S04：將第T組號誌時制右界點前之一段式時制轉換點為t T -，此轉換期間之轉換週期長度為=後，至步驟S05，其中t T 為第T組號誌時制的結束時間，即第T組號誌時制的轉換時間點或右界點，為第T組號誌時制分割期間之第一組一段式轉換週期；Step S04: Converting the T-stage number of the right-point point of the T-group time to the t T - , the conversion period length during this conversion is = Then, to step S05, where t T is the end time of the T- th group time, that is, the conversion time point or the right boundary point of the T- th group time system, The first set of one-stage conversion period during the division of the T-group time;
步驟S05：令=+C T ，並比較與C T +1 之關係，若 C T +1 ，執行步驟S06，若>C T +1 ，執行步驟S07，其中為第二時制 轉換期；Step S05: Order = + C T and compare Relationship with C T +1 , if C T +1 , step S06 is performed, if > C T +1 , performing step S07, wherein For the second-time conversion period;
步驟S06：將第T組號誌時制右界點前之一段式時制轉換點為t T -，此轉換期間之轉換週期長度為=，至步驟S14，其中為第T組號誌時制分割期間之第二組一段式轉換週期；Step S06: Converting the T-segment time of the T-group number to the right boundary point to t T - , the conversion period length during this conversion is = Go to step S14, where The second group of one-stage conversion period during the division of the T-group time;
步驟S07：產生期間之與(=-)之關係式，此序對滿足，第T 組號誌時制右界點前之二段式轉換點序對為(t T - ,t T -+)，其中為二段式轉換週期第T組號誌時制分割期間之第一組二段式轉換週期，為第T組號誌時制分割期間之第二組二段式轉換週期後，執行步驟S14；Step S07: generating Period versus (= - Relationship, this order is satisfied The T-group number is the two-stage conversion point sequence pair before the right boundary point ( t T - , t T - + ),among them The first group of two-stage conversion period during the division of the T-group number of the two-stage conversion cycle, After the second group two-stage conversion period during the division of the T-group time, step S14 is performed;
步驟S08：產生第T組號誌時制右界點前之第一時制轉換期=C T +e T ；Step S08: generating the first time conversion period before the right boundary point of the T group number = C T + e T ;
步驟S09：比較與C T +1 之關係，若>C T +1 ，執行步驟S10，若 C T +1 ，執行步驟S11；Step S09: Compare Relationship with C T +1 , if > C T +1 , execute step S10, if C T +1 , performing step S11;
步驟S10：將第T組號誌時制右界點前之一段式時制轉換點為t T -，此轉換期間之轉換週期長度為=後，至步驟S11；Step S10: Converting the T-stage number of the right-point point of the T-group time to the t T - , the conversion period length during this conversion is = Afterwards, to step S11;
步驟S11：令=+C T ，並比較與C T +1 之關係，若2C T +1 ，執行步驟S12，若>2C T +1 ，執行步驟S13；Step S11: Order = + C T and compare Relationship with C T +1 , if 2 C T +1 , step S12 is performed, if >2 C T +1 , performing step S13;
步驟S12：將第T組號誌時制右界點前之一段式時制轉換點為t T -，此轉換期間之轉換週期長度為=後，至步驟S14；Step S12: Converting the T-stage of the T-group number to the right-point point of the right-time point to t T - , the conversion period length during this conversion is = Afterwards, to step S14;
步驟S13：產生期間之與(=-)之關係式，此序對滿足，第T 組號誌時制右界點前之二段式轉換點序對為(t T - ,t T -+)，執行步驟S14；Step S13: generating Period versus (= - Relationship, this order is satisfied The T-group number is the two-stage conversion point sequence pair before the right boundary point ( t T - , t T - + ), performing step S14;
步驟S14：計算第T組號誌時制轉換期間，與各轉換週期對應的時相長度,(i=1,2，j=1,2)，其中為第T組號誌時制分割期間之第j組i段式轉換週期，為第T組號誌時制分割期間，i段式轉換程序之第j組轉換週期中，時相Ø的長度(秒)，g (T,
Ø)
為第T組號誌時制中，時相Ø的預設長度(秒)，
步驟S15：估計路口在第T+1組號誌時制左界點各時相Ø之平均車隊長度，當該標的物於C T
<C T
+1
的情況，令第T+1組號誌時制補償期間，第i個轉換週期各時相Ø的期初該標的物估計值為，則
步驟S16：建立補償期內之轉換週期與各時相長度，係該路口在第T+1組號誌時制補償期間，各時相Ø之流率水準V (T
+1,Ø)
為：
步驟S17：概估第T組號誌時制轉換調整期間，對應於各一階段與二階段轉換週期之路口總延誤績效，分為：
步驟S18：建立第T組號誌時制轉換表，如下表一所式：
步驟S19：建立第T組號誌時制轉換期間之轉換決策；若C T <C T +1 ，則至一第一決策模式，否則至一第二決策模式；Step S19: establishing a conversion decision during the conversion of the T group number time; if C T < C T +1 , then to a first decision mode, otherwise to a second decision mode;
步驟S20：執行第T組號誌時制轉換該第一決策模式或該第二決策模式；以及Step S20: Performing a T-th group time system to convert the first decision mode or the second decision mode;
步驟S21：檢視是否執行第T+1組號誌時制轉換設計，若是，則令T=T+1，至步驟S01；若否，結束流程，上述流程中該標的物係為行人或車輛。Step S21: Examine whether the T+1 group number time system conversion design is executed, and if so, let T=T+1 go to step S01; if not, end the process, in the above process, the target object is a pedestrian or a vehicle.
其中第一決策模式，步驟如下：A.若 C T +1 且 C T +1 ，則替選轉換組合為：一段式分割1+i段補償：時制轉換點：，i=1,2，平均延誤為一段式分割2+i段補償： 時制轉換點：，i=1,2，平均延誤為轉換決策：取與Min { , }對應之轉換組合；B.若 C T +1 且>C T +1 ，則替選轉換組合為：一段式分割1+i段補償：時制轉換點：，i=1,2平均延誤為二段式分割2+i段補償：時制轉換點：，i=1,2，平均延誤為轉換決策：取與對應之轉換組合；C.若>C T +1 且 C T +1 ：則採一段式分割2+i段補償：時制轉換點：，i=1,2平均延誤為轉換決策：取與對應之一段式分割2+i段補償；以及D.若>C T +1 且>C T +1 ：則採二段式分割j+i段補償：時制轉換點：，i=1,2，平均延誤為轉換決策：取與對應之轉換組合。The first decision mode, the steps are as follows: A. If C T +1 and C T +1 , the alternative conversion combination is: one-segment split 1 + i segment compensation: time conversion point: , i=1, 2, average delay for One-stage split 2+i segment compensation: Time conversion point: , i=1, 2, average delay for Conversion decision: take with Min { , } corresponding conversion combination; B. If C T +1 and > C T +1 , the alternative conversion combination is: one-segment split 1+i segment compensation: time conversion point: , i=1, 2 average delay for Two-stage split 2+i segment compensation: time conversion point: , i=1, 2, average delay for Conversion decision: take Corresponding conversion combination; C. > C T +1 and C T +1 : Take a segmentation 2+i segment compensation: time conversion point: , i=1, 2 average delay for Conversion decision: take Corresponding to a segmentation segmentation 2+i segment compensation; and D. > C T +1 and > C T +1 : The second-stage split j+i segment compensation: time conversion point: , i=1, 2, average delay for Conversion decision: take Corresponding conversion combination.
其中第二決策模式，步驟如下：E.若 C T +1 且2(C T +1 )：則採一段式分割2+i段補償：時制轉換點：，i=1,2，平均延誤為轉換決策：取與對應之一段式分割2+i段補償；F.若 C T +1 且>2(C T +1 )：則採二段式分割j+i段補償：時制轉換點：，i=1,2，平均延誤為轉換決策：取與Min {}對應之轉換組合；G.若>C T +1 且2(C T +1 )，則替選轉換組合為：一段式分割1+i段補償：時制轉換點：，i=1,2平均延誤為一段式分割2+i段補償：時制轉換點：，i=1,2，平均延誤為轉換決策：取與Min { , }對應之轉換組合；以及H.若>C T +1 且>2(C T +1 )：一段式分割1+i段補償： 時制轉換點：，i=1,2平均延誤為二段式分割j+i段補償：時制轉換點：，i=1,2，平均延誤為轉換決策：取與對應之轉換組合。The second decision mode, the steps are as follows: E. C T +1 and 2( C T +1 ): The segmentation 2+i segment compensation is adopted: the time conversion point: , i=1, 2, average delay for Conversion decision: take Corresponding to one segment segmentation 2+i segment compensation; F. C T +1 and >2( C T +1 ): The second-stage segmentation j+i segment compensation is adopted: time conversion point: , i=1, 2, average delay for Conversion decision: take with Min { } corresponding conversion combination; G. If > C T +1 and 2 ( C T +1 ), then the alternative conversion combination is: one-segment split 1+i segment compensation: time conversion point: , i=1, 2 average delay for One-stage split 2+i segment compensation: time conversion point: , i=1, 2, average delay for Conversion decision: take with Min { , } corresponding conversion combination; and H. > C T +1 and >2( C T +1 ): Segmentation 1+i segment compensation: Time conversion point: , i=1, 2 average delay for Two-stage split j+i segment compensation: time conversion point: , i=1, 2, average delay for Conversion decision: take Corresponding conversion combination.
本發明提供之號誌時制轉換期間之漸變時相方法，與其他習用技術相互比較時，更具備下列優點：The gradual phase method during the conversion of the time system of the present invention has the following advantages when compared with other conventional technologies:
1.本發明之號誌時制轉換期間之漸變時相方法，可排除目前以平滑內插方式執行號誌時制轉換，因而忽略時制轉換前、後不同交通流量間的運行績效變化，特別是對由低流量轉變為高流量時，造成的交通衝擊。1. The gradual phase method during the conversion of the chronograph system of the present invention can eliminate the current implementation of the chronological conversion in a smooth interpolation manner, thereby ignoring the change in operational performance between different traffic flows before and after the conversion of the time system, especially for Traffic impact caused by low flow into high flow.
2.本發明之號誌時制轉換期間之漸變時相方法，進行號誌時制之間轉換時，可以解決時制轉換前、後分屬不同時相數與時相順序的問題，提供一套使號誌時制轉換點前、後運行成本最小的燈相轉換決策的良善調整機制。2. The gradual phase method during the conversion of the chronograph system of the present invention can solve the problem of the number of phases and the phase sequence of different time before and after the conversion of the time system, and provide a set of numbers. A good adjustment mechanism for the lamp phase conversion decision with the lowest operating cost before and after the Shishi system conversion point.
上列詳細說明乃針對本發明之一可行實施例進行具體說明，惟該實施例並非用以限制本發明之專利範圍，凡未脫離本發明技藝精神所為之等效實施或變更，均應包含於本案之專利範圍中。The detailed description of the present invention is intended to be illustrative of a preferred embodiment of the invention, and is not intended to limit the scope of the invention. The patent scope of this case.
綜上所述，本案不僅於技術思想上確屬創新，並具備習用之傳統方法所不及之上述多項功效，已充分符合新穎性及進步性之法定發明專利要件，爰依法提出申請，懇請 貴局核准本件發明專利申請案，以勵發 明，至感德便。To sum up, this case is not only innovative in terms of technical thinking, but also has many of the above-mentioned functions that are not in the traditional methods of the past. It has fully complied with the statutory invention patent requirements of novelty and progressiveness, and applied for it according to law. Approved this invention patent application, to encourage Ming, to the sense of virtue.
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| TWI554982B (en) * | 2015-10-30 | 2016-10-21 | 元智大學 | Encoding method and system for traffic sign status |
| TWI807264B (en) * | 2021-03-02 | 2023-07-01 | 創新交通科技有限公司 | The method of generating the effective green light time of traffic signals in different phases based on the road network of starting and ending trips |
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| US7676304B2 (en) * | 2005-02-17 | 2010-03-09 | The Boeing Company | Procedure to minimize the risk of mid-air collision for personal air vehicles |
| WO2011033042A1 (en) * | 2009-09-16 | 2011-03-24 | Road Safety Management Ltd | Traffic signal control system and method |
| TW201142766A (en) * | 2010-05-18 | 2011-12-01 | Cct Co Ltd | Control method of real-time traffic light at group intersection and prediction method of required green light time for relief car flow at intersection |
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| JP3984372B2 (en) * | 1998-07-21 | 2007-10-03 | 松下電器産業株式会社 | Traffic control method and apparatus |
| CN102034360B (en) * | 2010-12-10 | 2013-12-11 | 中兴通讯股份有限公司 | Method and device for realizing self-adaption of traffic light |
| CN102360532B (en) * | 2011-10-19 | 2014-02-19 | 太仓市同维电子有限公司 | Crossing traffic signal control system and control method thereof |
| CN103366584B (en) * | 2013-06-20 | 2016-01-13 | 银江股份有限公司 | Based on the self-adaptation tide lane control method that arithmetic for real-time traffic flow detects |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7676304B2 (en) * | 2005-02-17 | 2010-03-09 | The Boeing Company | Procedure to minimize the risk of mid-air collision for personal air vehicles |
| WO2011033042A1 (en) * | 2009-09-16 | 2011-03-24 | Road Safety Management Ltd | Traffic signal control system and method |
| EP2478508B1 (en) * | 2009-09-16 | 2014-12-17 | Road Safety Management Ltd | Traffic signal control system and method |
| TW201142766A (en) * | 2010-05-18 | 2011-12-01 | Cct Co Ltd | Control method of real-time traffic light at group intersection and prediction method of required green light time for relief car flow at intersection |
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| CN103745605B (en) | 2015-11-18 |
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