CN109872544A

CN109872544A - A kind of control method and device of traffic signals

Info

Publication number: CN109872544A
Application number: CN201711266193.5A
Authority: CN
Inventors: 刘杰
Original assignee: Hangzhou Hikvision Digital Technology Co Ltd
Current assignee: Hangzhou Hikvision Digital Technology Co Ltd
Priority date: 2017-12-05
Filing date: 2017-12-05
Publication date: 2019-06-11

Abstract

Embodiments of the present invention provide a method and device for controlling traffic signals. By obtaining road information of an intersection, timing reference information, and traffic flow of each single lane within a preset period of time before, it can be determined that within the next target period The phase, phase sequence, signal cycle duration of the intersection, and the green signal ratio corresponding to each phase; and according to the determined phase, phase sequence, signal cycle duration and the green signal ratio of each phase, the traffic signal control is performed. Through the technical solution provided by the embodiment of the present invention, according to the traffic flow in the previous period of time, the corresponding phase, phase sequence, signal cycle duration and green signal ratio are determined for different periods, and then the traffic in different periods can be determined. Signal control method, the traffic signal control method determined in this way is based on the actual traffic conditions at the intersection in a recent period of time, has a certain real-time nature, and is dynamically adjusted, which is more conducive to alleviating traffic pressure.

Description

Traffic signal control method and device

Technical Field

The invention relates to the technical field of intelligent traffic, in particular to a traffic signal control method and device.

Background

With the development of science and technology and the progress of society, a traffic system is gradually intelligentized, and the adoption of an intelligent intersection timing method changes the control of the traditional traffic lights in a fixed pairing mode to a certain extent, wherein the fixed pairing mode is as follows: the red light and the green light respectively display the set time of fixed duration.

In the existing intelligent traffic system, traffic signal control is usually realized based on an intersection timing method, and different intersection timing methods can be set for each area and each intersection according to traffic conditions, so that different traffic signal control is realized. At present, the common intersection timing methods include a TRRL method, an ARRB method, an american highway capacity calculation manual HCM method, a parking line method, a conflict point method, and the like. By the intersection timing method, the traffic signal lamps in the traffic system can be automatically coordinated and controlled, so that the parking times and delay time are reduced, and the utilization of the traffic system is maximized.

The existing intersection timing method has strong specialty, a large amount of manpower is required to be invested, and a set of traffic signal control scheme can be obtained through complicated manual calculation, so that the traffic signal lamp is controlled. However, the traffic signal control method obtained based on the existing intersection timing method may remain unchanged for a long period of time, which may cause the adopted traffic signal control method to be unsuitable for the actual traffic state of the intersection, and even cause more serious traffic pressure.

Disclosure of Invention

The embodiment of the invention aims to provide a method and a device for controlling traffic signals, which have certain real-time performance on the control of the traffic signals at intersections and are dynamically adjusted, so that the traffic pressure is relieved. The specific technical scheme is as follows:

in a first aspect, an embodiment of the present invention provides a method for controlling a traffic signal, where the method is applied to a signal controller, and the method includes:

acquiring road information of an intersection controlled by the signal controller, timing reference information and traffic flow of each single lane of the intersection within a preset time period in front, wherein the road information is parameter information of the single lane included by the intersection, and the timing reference information is parameter information for timing the traffic signal;

determining the phase of the intersection in the next target time period according to the road information, the timing reference information and the obtained traffic flow;

determining the phase sequence of the phase of the intersection according to the phase priority information included in the timing reference information;

determining the signal cycle duration of the intersection in the next target time period according to the road information, the timing reference information, the number of the determined phases and the obtained traffic flow;

calculating the green signal ratio corresponding to each determined phase according to the signal period duration;

and controlling the traffic signals according to the determined phase, the phase sequence, the signal period duration and the determined green signal ratio corresponding to each phase.

Optionally, the road information includes: lane attributes of each single lane of the intersection;

the step of determining the phase of the intersection within the next target period of time according to the road information, the timing reference information, and the obtained traffic flow includes:

determining a special turning single lane in the single lanes of the intersection as a first type of special turning single lane according to the lane attribute of each single lane;

selecting a special turning single lane without a corresponding first mixed single lane from the first special turning single lanes as a second special turning single lane, wherein the first mixed single lane corresponding to one special turning single lane is as follows: the single lane and the special turning single lane belong to the same phase and support the same turning direction;

determining a first newly-increased phase according to the lane attribute of a third type of turning special single lane, wherein the third type of turning special single lane is as follows: the turning special single lane with the traffic flow larger than a preset traffic flow threshold value is arranged in the second type of turning special single lane;

and determining the phase of the intersection in the next target time period according to the first newly-increased phase.

Optionally, after the step of determining a turn-only single lane in the single lanes of the intersection as the first type of turn-only single lane according to the lane attribute of each single lane, the method further includes:

selecting a turning special lane with a corresponding first-type mixed single lane from the first-type turning special single lanes as a fourth-type turning special single lane;

obtaining the turning ratio of each first type of mixed single lane;

estimating a first vehicle flow rate, wherein the first vehicle flow rate is the vehicle flow rate in the same turning direction supported by the fourth type turning-dedicated single lane and the first type mixed single lane, according to the following formula:

wherein L is₁Traffic flow, L, for a single lane dedicated to said fourth type of turn₂For the traffic on the first type of hybrid single lane,a turn ratio for the first type of hybrid single lane;

determining a second newly added phase according to the lane attribute of a fifth type of turning special single lane, wherein the fifth type of turning special single lane is as follows: the turning special single lane with the first vehicle flow rate larger than the preset vehicle flow rate threshold value is corresponding to the fourth turning special single lane;

and determining the phase of the intersection in the next target time period according to the second newly-added phase.

Optionally, the timing reference information includes: the yellow light time length of each phase of the intersection and the green light interval time length of each phase of the intersection;

the step of determining the signal cycle duration of the intersection within the next target time period comprises:

acquiring the starting loss time of each phase of the intersection;

obtaining total signal loss time according to the starting loss time of each phase, the number of the phases of the intersection, the yellow light time of each phase and the green light interval time of each phase;

obtaining the maximum flow ratio of each phase according to the traffic flow of each single lane, and obtaining the sum of the maximum flow ratios;

and obtaining the signal period duration according to the sum of the total signal loss time and the maximum flow rate ratio.

Optionally, the step of obtaining a total signal loss time according to the start loss time of each phase, the number of phases at the intersection, the yellow light time of each phase, and the green light interval time of each phase includes:

estimating the total signal loss time according to the starting loss time of each phase, the number of phases of the intersection, the yellow light time of each phase and the green light interval time of each phase according to the following formula:

wherein n is the number of phases of the intersection, T_jSStarting loss time for the jth phase, T_j1Duration of green interval for jth phase, T_j2The yellow lamp duration for the jth phase.

Optionally, the step of obtaining a maximum flow ratio of each phase according to the vehicle flow of each single lane, and obtaining a sum of the maximum flow ratios includes:

obtaining the flow ratio of each single lane according to the traffic flow of each single lane and the saturated flow of each single lane;

obtaining the maximum flow ratio of each phase from the flow ratio of the single lane contained in each phase;

and summing the maximum flow rate ratios of the phases to obtain the sum of the maximum flow rate ratios.

Optionally, the step of obtaining the signal cycle duration according to the sum of the total signal loss time and the maximum flow rate ratio includes:

estimating the signal period duration according to the sum of the total signal loss time and the maximum flow rate ratio according to the following formula:

wherein T is the total loss time of the signal, Y is the sum of the maximum flow rate ratios, and a, b, and c are constants.

Optionally, the road information further includes: lane width and lane gradient of each single lane;

the step of obtaining the flow ratio of each single lane according to the traffic flow of each single lane and the saturated flow of each single lane comprises the following steps:

determining the basic saturation flow of each single lane according to a preset basic saturation flow comparison table, wherein the basic saturation flow comparison table records the corresponding relation between lane attributes and the basic saturation flow;

and obtaining a lane width correction coefficient of each lane according to the lane width of each single lane according to the following formula:

wherein W is the lane width, d, e, h, k, m, n, u, s are constants;

obtaining the proportion of the number of heavy vehicles in the preset time period on each single lane, and obtaining the gradient of each single lane and a large vehicle correction coefficient according to the following formulas according to the proportion and the gradient of the lane of each single lane:

f_g＝1-(G+HV)

wherein G is the gradient of each lane, and HV is the ratio;

according to the lane width correction coefficient, the gradient and the cart correction coefficient of each single lane, the correction coefficient of each single lane is obtained according to the following formula:

f(F_i)＝f_w×f_g；

and obtaining the saturated flow rate of each single lane according to the correction coefficient of each single lane and the basic saturated flow rate of each single lane according to the following formula:

S_d＝S_bi×f(F_i)

wherein S is_biA basic saturation flow for each single lane;

and obtaining the flow ratio of each single lane according to the traffic flow of each single lane and the saturated flow of each single lane and the following formula:

wherein q is the traffic flow of each single lane.

Optionally, the step of calculating the green signal ratio corresponding to each determined phase according to the signal cycle duration includes:

obtaining effective green light time corresponding to the signal period time according to the signal period time and the total signal loss time;

obtaining the effective green light duration of each phase according to the effective green light duration corresponding to the obtained signal period duration;

and obtaining the determined green-to-signal ratio of each phase according to the effective green light duration of each phase and the effective green light duration corresponding to the signal period duration.

Optionally, the step of obtaining the valid green light duration of each phase according to the obtained valid green light duration corresponding to the signal cycle duration includes:

according to the effective green light duration corresponding to the obtained signal period duration, obtaining the effective green light duration of each phase according to the following formula:

wherein, T_jeEffective green duration for the j-th phase, G_eFor the effective green duration corresponding to the duration of the signal period obtained, A_j0Is the maximum flow ratio of the jth phase, and Y is the sum of the maximum flow ratios.

Optionally, the step of obtaining the determined green-to-signal ratio of each phase according to the valid green duration of each phase and the valid green duration corresponding to the signal cycle duration includes:

obtaining the determined green signal ratio of each phase according to the effective green light time length of each phase and the effective green light time length corresponding to the signal period time length and the following formula:

wherein λ is_jGreen ratio of j-th phase, T_jeEffective green duration for the j-th phase, C₀Is the signal period duration.

Optionally, the timing reference information further includes: the length of the pedestrian crossing the street and the pedestrian crossing pace;

after the step of obtaining the determined green-to-signal ratio of each phase according to the effective green-to-light time length of each phase and the effective green-to-light time length corresponding to the signal period time length, the method further includes:

estimating the pedestrian crossing time according to the following formula:

wherein, t_jThe pedestrian crossing time length, L, corresponding to the jth phase_PFor the pedestrian crossing length, V_PFor the pedestrian crossing the street pace, T_j1A green interval duration for a jth phase, where v is a constant;

the green duration for each phase is estimated as an estimated green duration according to the following equation:

T_j3＝T_je-T_j2+T_jS

wherein, T_j3Estimating the green duration, T, for the jth phase_jeEffective green duration for the j-th phase, T_j2Yellow lamp duration, T, for the jth phase_jSStart-up loss time for the jth phase;

judging whether the estimated green light time of a target phase is greater than the pedestrian crossing time, wherein the target phase is any one of the phases of the intersection;

if the estimated green light duration of the target phase is greater than the pedestrian crossing duration, determining the green light duration of the target phase as the estimated green light duration;

and if the estimated green light time of the target phase is not more than the pedestrian crossing time, judging that the green light time of the target phase is the pedestrian crossing time.

In a second aspect, an embodiment of the present invention provides a traffic signal control device, which is applied to a signal controller, and includes:

the acquisition module is used for acquiring road information of an intersection controlled by the signal controller, timing reference information and traffic flow of each single lane of the intersection within a preset time period in front, wherein the road information is parameter information of the single lane included by the intersection, and the timing reference information is parameter information for timing the traffic signal;

the first determining module is used for determining the phase of the intersection in the next target time period according to the road information, the timing reference information and the acquired traffic flow;

the second determining module is used for determining the phase sequence of the phase of the intersection according to the phase priority information included in the timing reference information;

a third determining module, configured to determine a signal cycle duration of the intersection in the next target time period according to the road information, the timing reference information, the number of determined phases, and the obtained traffic flow;

the calculation module is used for calculating the green signal ratio corresponding to each determined phase according to the signal period duration;

and the traffic signal control module is used for controlling the traffic signals according to the determined phase, the phase sequence, the signal period duration and the green signal ratio corresponding to each determined phase.

In a third aspect, an embodiment of the present invention provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, where the processor and the communication interface complete communication between the memory and the processor through the communication bus;

a memory for storing a computer program;

and the processor is used for realizing the steps of the traffic signal control method when executing the program stored in the memory.

In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, in which a computer program is stored, and the computer program, when executed by a processor, implements any one of the above-mentioned steps of the control method for a traffic signal.

In the technical scheme provided by the embodiment of the invention, road information and timing reference information of the intersection controlled by the signal controller and the traffic flow of each single lane of the intersection in the preset time period in front are obtained; according to the obtained information, the phase of the intersection in the next target time period can be determined, the phase sequence of the phase of the intersection can be determined, the signal cycle duration of the intersection in the next target time period can be determined, and the green signal ratio corresponding to each determined phase can be calculated; and finally, controlling the traffic signal according to the determined phase, the phase sequence, the signal period duration and the determined green signal ratio corresponding to each phase. According to the technical scheme provided by the embodiment of the invention, the corresponding phase, phase sequence, signal cycle time and split green ratio are determined for different time intervals according to the counted traffic flow in the previous time interval, and then the control method of the traffic signals in different time intervals can be determined.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a flowchart of a method for controlling a traffic signal according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of an intersection according to an embodiment of the present invention;

fig. 3 is another flowchart of a method for controlling a traffic signal according to an embodiment of the present invention;

fig. 4 is another flowchart of a method for controlling a traffic signal according to an embodiment of the present invention;

fig. 5 is another flowchart of a method for controlling a traffic signal according to an embodiment of the present invention;

fig. 6 is a schematic structural diagram of a traffic signal control device according to an embodiment of the present invention;

fig. 7 is another schematic structural diagram of a control device for traffic signals according to an embodiment of the present invention;

fig. 8 is another schematic structural diagram of a control device for traffic signals according to an embodiment of the present invention;

fig. 9 is another schematic structural diagram of a control device for traffic signals according to an embodiment of the present invention;

fig. 10 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In order to enable the control of traffic signals to have certain real-time performance and further fully exert traffic benefits, the embodiment of the invention provides a control method and a control device of traffic signals, which are applied to a signal controller, and the method comprises the following steps:

acquiring road information, timing reference information and traffic flow of each single lane of the intersection within a preset time period in front of each single lane of the intersection, wherein the road information is parameter information of the single lane included in the intersection, and the timing reference information is parameter information for timing the traffic signal;

According to the technical scheme provided by the embodiment of the invention, the corresponding phase, phase sequence, signal cycle time and split green ratio are determined for different time intervals according to the counted traffic flow in the previous time interval, and then the control method of the traffic signals in different time intervals can be determined.

The following first performs a lexical explanation, and the following definitions and explanations of the words apply to the embodiments of the present invention in the examples.

Signal period duration: the signal lamps of each phase display the sum of the time needed for one time in turn.

Phase position: the phase in which one or several traffic streams obtain the exact same color display of the signal at any time during a signal period is called a signal phase, and they obtain successive complete signal phases of different light colors (green, yellow, full red).

Phase sequence: the order of the phases is released.

The green signal ratio: the ratio of the effective green duration (green, yellow, full red) to the signal period duration within a signal period duration.

Full red: the time when all the signal lights of an intersection are red lights.

An entrance lane: according to the driving direction of the vehicle, the vehicle enters the lane of the intersection.

Single lane: a portion of the roadway on which a single tandem vehicle travels.

The lane attribute is as follows: and setting the direction in which the vehicle on each single lane can run.

First, a method for controlling signals, as shown in fig. 1, is described, and the method is applied to a signal controller, and the method includes:

and S101, obtaining road information and timing reference information of the intersection controlled by the signal control machine and the traffic flow of each single lane of the intersection in the preset time period.

The road information is parameter information of a single lane included in the intersection, and the road information may include at least one of the following information: the number of single lanes contained in each entrance lane of the intersection, the lane attribute of each single lane, the lane width and the lane gradient of each single lane and the like. Of course, the road information is not limited to the four listed above, and may also include other parameter information of a single lane included in the intersection, which is not limited herein.

According to the actual situation, the lane width is at least 2.7 meters; the lane gradient is the ratio of the height between two points of the road center line of a single lane to the horizontal distance, and when the single lane is a downhill, the lane gradient can be 0. The lane attributes may be: when the lane attribute of the single lane is left turn, the vehicle on the single lane can only drive to the left turn; when the lane attribute of the single lane is left straight, the vehicle on the single lane can run straight and can also run with a left turn.

For example, as shown in fig. 2, the intersection is an intersection, which includes 4 entrance lanes, each entrance lane includes 3 single lanes, and according to the vehicle driving direction, the lane attribute of the leftmost single lane is left straight, the lane attribute of the middle single lane is straight, and the lane attribute of the rightmost single lane is right turn.

The timing reference information is parameter information for timing the traffic signal, and the timing reference information may include at least one of the following information: green flash time, yellow light time, full red time, pedestrian green flash time, pedestrian street crossing length, pedestrian street crossing pace, and the like. Of course, the timing reference information is not limited to the above six types, and may also include other parameter information for timing the traffic signal, which is not limited herein.

The green light flickers for several seconds before the end of the green light, so as to remind the driver that the green light is ended. The pedestrian green flashing is used for reminding the pedestrian of ending the green light soon. The full red is a time when all signal lamps of an intersection are red lamps, for example, 2 seconds after the signal lamps in the east-west straight traveling direction of the intersection are changed from yellow lamps to red lamps, the signal lamps in the south-north straight traveling direction are changed from red lamps to green lamps, the 2 seconds are full red time, and in the 2 seconds, all the signal lamps of the intersection are red lamps; the setting of the full red time can ensure that no vehicle can continue to run in the other direction when the next green light is turned on, and further the safety of the intersection is improved.

The timing reference information can be set in a self-defined mode, for example, the duration of a yellow light can be set to be 3 seconds, the duration of a full red light can be set to be 2 seconds, and the pedestrian crossing pace can be obtained according to data obtained by counting a plurality of pedestrian crossing paces.

The traffic flow of each single lane at the intersection can be detected by a video vehicle detector, at least one video vehicle detector can be arranged at the intersection, the video vehicle detector is in communication connection with a signal control machine, and the video vehicle detector can send detected data to the signal control machine.

The video vehicle inspection device can perform full-life-cycle video flow detection, namely a timing method for using data acquired by the video vehicle inspection device in the intersection. And the video vehicle detector can collect the traffic flow of each single lane of the intersection, the average speed of each single lane, the headway distance, the headway time occupancy, the single lane space occupancy, the vehicle type, the turning ratio of the single lane and the like.

The vehicle types may be classified into small-sized vehicles, medium-sized vehicles, heavy-sized vehicles, and the like, and the traffic flow rate may be classified into a small-sized vehicle traffic flow rate, a medium-sized vehicle traffic flow rate, a heavy-sized vehicle traffic flow rate, and the like. The turn ratio of a single lane represents the proportion of the traffic flow in a certain turning direction on the single lane to the whole traffic flow on the single lane, for example, if the lane attribute of the single lane is left straight, the turn ratio on the single lane is: the left-turning traffic flow on the single lane accounts for the proportion of the total traffic flow on the single lane.

The video vehicle inspection device can acquire data of the intersection in 24 hours, so that the acquisition of the traffic flow can be full-process uninterrupted acquisition. The preset time period may be set in a self-defined manner, for example, the preset time period may be the traffic flow of each single lane collected by the video vehicle detector in the previous week time, or may be the traffic flow in a time period longer than the week time.

And S102, determining the phase of the intersection in the next target time period according to the road information, the timing reference information and the acquired traffic flow.

The time interval can be manually divided, generally by a timing person according to local time periods of a peak, a peak and a peak at morning and evening, and the peak, the peak and the peak at night can be divided only for an intersection. For example, the timing personnel may divide 7 to 9 am into early peak hours and 17 to 19 pm into late peak hours.

The division of the time period may also be: the optimal time period is automatically divided by counting the traffic flow data and analyzing the counted data by using a cluster analysis method. The method is used for dividing time intervals, the automation degree is high, and the human resources are saved.

The control method for the traffic signal in a time period may be the same, and thus, the phase sequence, the cycle duration, and the split ratio in the upcoming time period may be determined before each time period arrives, and the control method for the traffic signal in the time period may be determined.

For example, the next target period is the early peak period: from 7 am to 9 am, the phase of the early peak period can be determined by 30 minutes at 6 am, and the phase sequence, the cycle duration and the split green ratio of the early peak period are continuously determined, so as to determine the control method of the traffic signal in the early peak period.

And S103, determining the phase sequence of the phase of the intersection according to the phase priority information included in the timing reference information.

The phase priority information may be for a left turn phase, a straight phase, a right turn phase, etc., and the phase priority information may include a left turn, straight, and right turn order of release. In general, in consideration of actual circumstances, a right-turn exclusive lane is provided in most intersections, and a right-turn vehicle may not be restricted by a traffic light. Therefore, only the order of the left turn and the straight line can be determined in the phase priority information: the left turn is preceded or the straight run is preceded.

For example, the intersection is an intersection, and the intersection includes 4 phases: east-west direct movement, east-west left turn, south-north direct movement, south-north left turn. When the phase priority information is a straight ahead, the phase sequence of the intersection at the moment is as follows: east-west direct movement, east-west left turning, south-north direct movement, south-north left turning; when the left turn is advanced in the phase priority information, the phase sequence of the intersection at the moment is as follows: east-west left turning, east-west straight going, south-north left turning, south-north straight going.

And S104, determining the signal cycle duration of the intersection in the next target time period according to the road information, the timing reference information, the number of the determined phases and the obtained traffic flow.

The signal period duration is also related to factors such as the speed of the intersection, the traffic capacity of the intersection, the phase sequence and the like. In general, the higher the saturation of the intersection, the longer the signal cycle time, and the lower the saturation of the intersection, the shorter the signal cycle time. Wherein, the saturation of intersection is: the ratio of the actual traffic flow of the intersection to the saturated traffic capacity of the intersection. Saturation is one of the important indicators reflecting road service level.

The signal cycle duration is an important parameter in traffic signal control affecting intersections, and therefore, setting of an appropriate signal cycle duration has an important effect on both evacuation of traffic flow at intersections and reduction of vehicle delays.

The signal cycle duration at the intersection is: the sum of the periods corresponding to the phases included in the intersection. For example, an intersection includes only two phases: east-west and south-north. Wherein, the phase cycle of the east-west straight going is 15 seconds, the phase cycle of the north-south straight going is 20 seconds, and then the signal cycle duration of the crossroad is 35 seconds.

The signal cycle duration can be calculated by various methods, such as TRRL method, ARRB method, HCM method, etc., and will not be described in detail in the following embodiments.

And S105, calculating the green signal ratio corresponding to each determined phase according to the signal period duration.

The split ratio is a ratio of an effective green duration to a signal period duration in a period, and may be for each phase, where the ratio of the effective green duration to the signal period duration in each phase is the split ratio of the phase. Wherein the valid green time duration comprises a green time duration, a yellow time duration, and a full red time duration.

After the split ratios of the phases are determined, the green duration of each phase can be determined, which is described in detail in the following embodiments and will not be described in detail herein.

And S106, controlling the traffic signal according to the determined phase, the phase sequence, the signal period duration and the determined green signal ratio corresponding to each phase.

4 parameters of the phase, the phase sequence, the signal period duration and the split green ratio can determine a traffic signal control scheme of the intersection in the next target time period, and the traffic signal can be controlled through the scheme.

Of course, the traffic signal control scheme formed by the determined phase, phase sequence, signal cycle duration and split green ratio is only applicable to the next target time interval, and the phase, phase sequence, signal cycle duration and split green ratio can be re-determined for the control schemes of traffic signals in other time intervals except the next target time interval.

Based on the above embodiments corresponding to fig. 1 and fig. 1, an embodiment of the present invention further provides a method for controlling a traffic signal, as shown in fig. 3, where the method includes:

s301, obtaining road information and timing reference information of the intersection controlled by the signal controller and traffic flow of each single lane of the intersection in the preset time period.

In this embodiment, step S301 is the same as step S101 in the above embodiment, and reference may be made to a part of step S101 in the above embodiment, which is not described herein again.

S302, according to the lane attribute of each single lane, a special turning single lane in the single lanes at the intersection is determined and is used as a first type of special turning single lane.

In this embodiment, the road information may include: lane attributes for each single lane of the intersection.

The turning-dedicated single lane is a single lane which can only turn in one direction, and may include a left-turning-dedicated lane, a right-turning-dedicated lane, a turning-around-dedicated lane, and the like.

For example, as shown in fig. 2, the intersection includes 4 entrance lanes, each entrance lane includes one right-turn-only single lane, and therefore, the intersection includes 4 right-turn-only single lanes, and the 4 right-turn-only single lanes are used as the first-type turning-only single lanes.

In practical situations, whether the lane is a right-turn-only lane or a mixed lane including a right-turn direction, most vehicles in the right-turn direction may not be controlled by traffic lights, and vehicles turning around may not be controlled by traffic lights.

Of course, since the intersection generally includes at least the lane attribute of straight traveling, the straight traveling phase can be considered as the basic phase. For example, an intersection is an intersection, and east-west straight and north-south straight can be considered as two basic phases.

And S303, selecting the special turning single lane without the corresponding first mixed single lane from the first special turning single lanes as a second special turning single lane.

Wherein, the first mixed single lane corresponding to one turning special single lane is: the single lane belongs to the same phase with the turning special single lane and supports the same turning direction.

If the lane attribute of the turn-dedicated single lane corresponds to a single turn phase, the first-type mixed single lane also contains the turn phase, in which case the turn-dedicated single lane and the first-type mixed single lane belong to the same turn phase. If the lane attribute of the turning-dedicated single lane and the lane attribute of the straight lane belong to the same phase, namely the turning-dedicated single lane also belongs to the straight phase, the first-type mixed single lane also belongs to the straight phase, and in this case, the turning-dedicated single lane and the first-type mixed single lane belong to the same straight phase.

For example, if the turn-only single lane of the intersection is a left-turn-only single lane in the east-west direction, the first-type mixed single lane corresponding to the left-turn-only single lane may include: left straight mixed single lane, left and right mixed single lane, etc.

Under the condition that the turning special lane in the first-class turning special single lane does not have a corresponding first-class mixed single lane, in the same direction of the turning special single lane, other single lanes except the turning special single lane do not comprise the turning direction of the turning special single lane,

for example, at an intersection as shown in fig. 2, the turn-only single lane in the east-west direction is a right-turn-only single lane, and none of the other single lanes in the east-west direction includes a right-turn direction, so that there is no corresponding first-type mixed single lane for the right-turn-only single lane, and the right-turn-only single lane is a second-type turn-only single lane.

S304, determining a first newly-increased phase according to the lane attribute of the third type turning special single lane.

Wherein, the special single lane of third type turn is: and the turning special single lane in the second type of turning special single lane has the traffic flow larger than the preset traffic flow threshold.

The preset traffic flow threshold may be set by a user, for example, the preset traffic flow threshold may be set to be 90pcu/h (passger car unit/hour), wherein pcu/h may represent equivalent traffic capacity, i.e., the maximum number of traffic entities that may pass through in a unit time.

In this embodiment, it may be determined whether other phases need to be added to the intersection based on the straight-going phase, that is, on the premise that at least the straight-going phase is included in the intersection. And if the traffic flow in the second type of turning special single lane is not greater than the preset traffic flow threshold, not adding a new phase.

For example, the preset vehicle flow threshold is set to 90pcu/h, the left-turn-only single lane is included in the second-type turn-only single lane, when the vehicle flow on the left-turn-only single lane is greater than 90pcu/h, it may be determined that the left-turn-only single lane belongs to the third-type turn-only single lane, and the first newly-increased phase is determined to be the left-turn phase.

S305, determining the phase of the intersection in the next target time period according to the first newly-increased phase.

And on the basis of the first newly-increased phase, the straight-going phase is added, so that the phase included by the intersection in the next target time period can be determined.

For example, if the intersection is an intersection, the basic phases are east-west straight and south-north straight, and the first newly-added phase is east-west left turn and south-north left turn, it can be determined that the phases of the intersection in the next target time period include: east-west direct movement, east-west left turn, south-north direct movement, south-north left turn.

And S306, determining the phase sequence of the phase of the intersection according to the phase priority information included in the timing reference information.

And S307, determining the signal cycle duration of the intersection in the next target time period according to the road information, the timing reference information, the number of the determined phases and the obtained traffic flow.

And S308, calculating the green signal ratio corresponding to each determined phase according to the signal period duration.

S309, according to the determined phase, phase sequence, signal period duration and the determined green signal ratio corresponding to each phase, carrying out traffic signal control.

In this embodiment, steps S306 to S309 are the same as steps S103 to S106 in the above embodiment, and reference may be made to portions of steps S103 to S106 in the above embodiment, which are not described herein again.

In the first embodiment, after the step of determining a turn-only single lane in the single lanes of the intersection as the first-type turn-only lane (S302) according to the lane attribute of each single lane, the following steps may be further included:

1. selecting a turning special lane with a corresponding first-type mixed single lane from the first-type turning special single lanes as a fourth-type turning special single lane;

2. obtaining the turning ratio of each first type of mixed single lane;

3. estimating a first vehicle flow rate according to the following formula, wherein the first vehicle flow rate is the vehicle flow rate in the same turning direction supported by the fourth type turning special single lane and the first type mixed single lane:

wherein L is₁Traffic flow for a single lane dedicated to a fourth type of turn, L₂Is the traffic flow in the turning direction on the first mixed single lane,turn ratio of the first type of mixed single lane;

4. and determining a second newly-added phase according to the lane attribute of the special single lane for the fifth type of turning, wherein the special single lane for the fifth type of turning is as follows: the turning special single lane with the first vehicle flow rate larger than the preset vehicle flow rate threshold value is corresponding to the fourth turning special single lane;

5. and determining the phase of the intersection in the next target time period according to the second newly-added phase.

The following describes the steps in the first embodiment:

1. and selecting a turning special lane with a corresponding first-type mixed single lane from the first-type turning special single lanes as a fourth-type turning special single lane.

The first-type mixed single lane in the present embodiment is the same as the first-type mixed single lane in the embodiment corresponding to fig. 3, that is, the first-type mixed single lane corresponding to one turning-dedicated single lane is: the single lane belongs to the same phase with the turning special single lane and supports the same turning direction. Specifically, refer to the description of the first hybrid single lane in step S303, which is not described herein again.

And the turning special single lane in the fourth type of turning special single lane has a corresponding first type of mixed single lane, namely the turning direction of the turning special single lane in the fourth type of turning special single lane is the same as the turning direction contained in the first type of mixed single lane.

For example, if the first-type turning-dedicated single lane includes a left-turning-dedicated single lane, the first-type mixed single lane corresponding to the left-turning-dedicated single lane includes a left-turning direction, and at this time, the first-type mixed single lane may be: a left-right hybrid single lane, etc., and the left-turn-only single lane may be a fourth-type turn-only single lane.

2. And acquiring the turning ratio of each first type mixed single lane.

The first type of hybrid single lane includes at least two vehicle driving directions, for example, a left straight hybrid single lane includes a left-turn direction and a straight direction, and a left straight hybrid single lane includes a left-turn direction, a straight direction and a right-turn direction.

The turn ratio of a single lane represents the ratio of the traffic flow in a certain turning direction on the single lane to the whole traffic flow on the single lane, for example, the turn ratio of a left straight mixed single lane is: the left turn traffic flow on the left straight mixed single lane accounts for the proportion of the total traffic flow on the single lane.

The turn ratio of each mixed single lane may be obtained by a video vehicle inspection device, which may send the obtained turn ratio of each mixed single lane to a signal control machine. Thus, the signal control machine can acquire the turning ratio of each mixed single lane.

wherein L is₁Traffic flow for a single lane dedicated to a fourth type of turn, L₂Is the traffic flow on the first type of hybrid single lane,is the turning ratio of the first mixed single lane.

Wherein,what is obtained is the traffic flow in the same turning direction on the first type of mixed single lane as that supported by the fourth type of turn-only single lane, for example, the first type of mixed single lane is a left-straight mixed single lane, the fourth type of turn-only single lane is a left-turn-only single lane,is the turning ratio on the left straight mixed single lane, L₂The total traffic flow of left turn and straight going on the left straight mixed single lane,the resulting is the left-turn direction traffic flow on the left straight-mix single lane.

The sum of the traffic flow in the turning direction on the first-class mixed single lane and the traffic flow on the fourth-class turning special single lane forms the first traffic flow, namely the traffic flow in the turning direction on the same phase. Of course, the turning direction of the first type hybrid single lane is the same as the turning direction of the fourth type turning exclusive single lane.

For example, the intersection is an intersection, east and west are east and west straight phases, for the east and west straight phases, the fourth type turning special single lane is a left turning special single lane, the traffic flow of the left turning special single lane is 70pcu/h, the first type mixed single lane is a left straight mixed single lane, the turning ratio of the left straight mixed single lane is 0.4, and the total traffic flow on the left straight mixed single lane is 80 pcu/h; then, from the above equation, it follows: if 70+80 × 0.4 is 102, the vehicle flow rate of the left turn at the east-west straight-ahead phase of the intersection is 102 pcu/h.

4. And determining a second newly-added phase according to the lane attribute of the special single lane for the fifth type of turning, wherein the special single lane for the fifth type of turning is as follows: and the turning special single lane with the corresponding first vehicle flow rate larger than the preset vehicle flow rate threshold value is arranged in the fourth turning special single lane.

After the first traffic flow is determined in step 3, the first traffic flow is compared with a preset traffic flow threshold, where the preset traffic flow threshold may be set by a user.

And when the calculated first vehicle flow is not larger than the preset flow threshold, not adding a new phase, namely keeping the current phase unchanged.

And when the calculated first vehicle flow is larger than the preset flow threshold, determining the turning special single lane corresponding to the first vehicle flow as a fifth type turning special single lane. The turning direction of the special single lane for the fifth type of turning is the newly added turning phase.

For example, if the first vehicle flow rate corresponding to the left-turn-only single lane in the fourth-type turn-only single lane is 100pcu/h and is greater than the preset vehicle flow rate threshold value 90pcu/h, the left-turn-only single lane may be determined as the fifth-type turn-only single lane, and at this time, the turning direction of the fifth-type turn-only single lane is left-turn, so the determined second newly-increased phase is the left-turn phase.

And on the basis of the second new phase, the straight phase is added, so that the phase included by the intersection in the next target time period can be determined.

In this embodiment, step 5 is similar to step S305 in the embodiment corresponding to fig. 3, and refer to step S305, which is not described herein again.

In the second embodiment, after the step of selecting, as the second-type turning-exclusive single lane (S303), a turning-exclusive single lane in which the corresponding first-type mixed single lane does not exist from the first-type turning-exclusive single lanes, the method may further include:

determining a first reduction phase according to the lane attribute of a sixth turning special single lane, wherein the sixth turning special single lane is as follows: the turning special single lane with the traffic flow not greater than the preset traffic flow threshold value in the second type of turning special single lane;

and determining the phase of the intersection in the next target time period according to the first subtraction phase.

In this embodiment, when the traffic flow rate in the sixth type turn-exclusive single lane is not more than the preset traffic flow rate threshold value, it may be determined that the traffic flow rate on the sixth type turn-exclusive single lane is not particularly large, and it is not necessary to divide one individual turn phase, and therefore, the first subtraction phase is determined.

The method for determining the first puncturing phase can be divided into two cases:

in the first case, the turn phase is not included before the intersection, and the phase of the current intersection is maintained at this time. For example, if the phase of the intersection includes east-west straight traveling and south-north straight traveling, the sixth type of turn-only single lane is a left-turn-only single lane, and the left-turn-only single lane is smaller than the preset traffic flow threshold, the phase of the intersection is kept unchanged, and the east-west straight traveling and the south-north straight traveling are still included.

In the second case, the turn phase is included before the intersection, and at this time, the turn phase is incorporated into the straight phase. For example, if the phases of the intersection include east-west straight traveling, east-west left turning, south-north straight traveling, south-north left turning, the sixth type of turn-only single lane is a left-turn-only single lane, and the left-turn-only single lane is smaller than the preset traffic flow threshold, then the east-west left turning phases in the intersection are merged into the east-west straight traveling phases, and the south-north left turning phases are merged into the south-north straight traveling phases.

In a third embodiment, after the step of estimating the first vehicle flow rate (step 3 in the first embodiment) based on the second embodiment, the method may further include:

and determining a second reduction phase according to the lane attribute of the seventh turning special single lane, wherein the seventh turning special single lane is as follows: the first traffic flow corresponding to the fourth type of turning special single lane is not greater than the turning special single lane with the preset traffic flow threshold;

and determining the phase of the intersection in the next target time period according to the second subtraction phase.

In this embodiment, when the first vehicle flow rate corresponding to the seventh-type turn-exclusive single lane is not greater than the preset vehicle flow rate threshold, it may be determined that the vehicle flow rate in the same turning direction supported by the fourth-type turn-exclusive single lane and the first-type mixed single lane is not particularly large, and it is not necessary to divide a separate turning phase, and thus, the second subtraction phase is determined.

The method for determining the second puncturing phase is the same as the method for determining the first puncturing phase, and can be divided into two cases, which are not described herein again.

Through the technical scheme provided by the embodiment of the invention, the phase of the intersection can be reasonably increased and decreased according to the statistical traffic flow of the actual traffic of the intersection, the proper phase quantity is determined to adapt to the current actual traffic condition, the phase sequence, the signal period duration and the green-to-green ratio are further determined according to the phase quantity, and a more reasonable traffic signal control method is determined, so that the traffic pressure is more favorably relieved.

Based on the above embodiments corresponding to fig. 1 and fig. 1, an embodiment of the present invention further provides a method for controlling a traffic signal, as shown in fig. 4, where the method includes:

s401, obtaining road information of the intersection controlled by the signal controller, timing reference information and traffic flow of each single lane of the intersection in a preset time period.

S402, determining the phase of the intersection in the next target time period according to the road information, the timing reference information and the acquired traffic flow.

And S403, determining the phase sequence of the phase of the intersection according to the phase priority information included in the timing reference information.

In this embodiment, steps S401 to S403 are the same as steps S101 to S103 in the embodiment corresponding to fig. 1, and reference may be made to relevant portions of steps S101 to S103, which are not described herein again.

S404, the starting lost time of each phase of the intersection is obtained.

The start lost time may include a lost time at the end of the yellow light and a lost time at the beginning of the green light, wherein the traffic flow exceeding the stop line is the unsaturated traffic flow rate near the end of the yellow light, and the lost time is the lost time at the end of the yellow light; at the beginning of the green light, the traffic flow is difficult to saturate at the traffic flow rate entering the intersection, and the time lost at this time is the time lost at the beginning of the green light.

The start loss time can be measured by a video vehicle detector at the intersection, and can also be set by a user, for example, the start loss time can be set to 3 seconds. Also, the startup loss time for each phase may be the same.

And S405, obtaining the total signal loss time according to the starting loss time of each phase, the number of phases at the intersection, the yellow light time of each phase and the green light interval time of each phase.

In this embodiment, the yellow light duration of each phase and the green light interval duration of each phase are timing reference information.

The yellow light time length of each phase may be set by a user, and the yellow light time length of each phase may be the same, for example, the yellow light time length of each phase may be set to 3 seconds. The green light interval time comprises a yellow light time and a full red time, and the yellow light time can be set by self-definition, and the full red time can also be set by self-definition, so the green light interval time can be set by self-definition; for example, the yellow light period is set to 3 seconds, the full red period is set to 2 seconds, and thus, the green light interval period is set to 5 seconds.

The total loss time of the signal includes the loss time of the signal of each phase, i.e., the sum of the loss times of the signal of each phase constitutes the total loss time of the signal.

S406, obtaining the maximum flow rate ratio of each phase according to the traffic flow rate of each single lane, and obtaining the sum of the maximum flow rate ratios.

The traffic flow of each single lane can be obtained by a video vehicle detector of the intersection, and the traffic flow of each single lane is the traffic flow of various types of vehicles such as small vehicles, medium vehicles, heavy vehicles and the like.

For each single lane, the flow rate ratio of each single lane is the ratio of the traffic flow rate of the single lane to the saturated flow rate.

The specific calculation method of the sum of the maximum flow rate ratios is described in detail in the following embodiments and will not be described in detail here.

And S407, obtaining the signal period duration according to the sum of the total signal loss time and the maximum flow rate ratio.

In a fourth embodiment, the signal cycle duration is estimated based on the sum of the total signal loss time and the maximum flow rate ratio according to the following formula:

wherein T is total signal loss time, Y is the sum of maximum flow rate ratios, and a, b and c are constants.

a. b, c can be custom set, for example, according to the empirical value, a can be 1.5, b can be 5, and c can be 1.

Of course, the method for calculating the signal period duration is not limited to the method provided in this embodiment, and may be obtained by the ARRB method, the HCM method, or the like, which is not listed here.

And S408, calculating the green signal ratio corresponding to each determined phase according to the signal period duration.

And S409, controlling the traffic signal according to the determined phase, the phase sequence, the signal period duration and the determined green signal ratio corresponding to each phase.

In this embodiment, steps S408 to S409 are the same as steps S105 to S106 in the embodiment corresponding to fig. 1, and reference may be made to relevant portions of steps S105 to S106, which are not described herein again.

In a fifth embodiment, the step of obtaining the total signal loss time (S405) according to the start loss time of each phase, the number of phases at the intersection, the yellow light time of each phase, and the green light interval time of each phase may include:

where n is the number of phases at the intersection, T_jSStarting loss time for the jth phase, T_j1Duration of green interval for jth phase, T_j2The yellow lamp duration for the jth phase.

T_jS+T_j1-T_j2The obtained signal loss time is the signal loss time of the jth phase, and each phase is calculated according to the formula to obtain the signal loss time corresponding to each phase.

For example, an intersection includes two phases: a first phase and a second phase. The starting loss time of the first phase and the second phase is 3 seconds, the yellow lamp time of the first phase and the second phase is 3 seconds, the green lamp interval time of the first phase and the second phase is 5 seconds, the signal loss time of the first phase is 5 seconds, and the signal loss time of the second phase is 5 seconds; then, the total loss time of the signal at the intersection is 10 seconds.

In the sixth embodiment, the step of obtaining the maximum flow rate ratio of each phase from the vehicle flow rate of each single lane and obtaining the sum of the maximum flow rate ratios (S406) may include:

A. and obtaining the flow ratio of each single lane according to the traffic flow of each single lane and the saturated flow of each single lane.

B. From the flow rate ratios of the single lanes included in each phase, the maximum flow rate ratio of each phase is obtained.

C. And summing the maximum flow rate ratios of the phases to obtain the sum of the maximum flow rate ratios.

The steps in this sixth embodiment are described below:

Wherein, the traffic flow of each single lane can be obtained through a video vehicle detector.

Saturated flow refers to the maximum flow of a train of consecutive fleets on a single lane through the stop line of the single lane during the time of a single consecutive green light signal. The saturated flow is determined by the geometrical factors of the intersection, the canalization mode, the signal timing, the traffic conflict of each flow direction and the like, can be obtained by a detection and statistics mode, and can be estimated according to an empirical formula and various empirical values.

The flow ratio of each single lane can be obtained according to the step A, and each phase can comprise at least one single lane. When one phase only comprises one single lane, the flow ratio of the single lane is the maximum flow ratio of the phase; when one phase comprises at least two single lanes, the flow ratios corresponding to the single lanes contained in the phase are respectively compared, and then the maximum flow ratio is obtained, namely the maximum flow ratio of the phase.

For example, the straight-going phase of an intersection includes 4 single lanes: a single lane a, a single lane b, a single lane c and a single lane d; further, the flow rate ratio of the single lane a is 0.1, the flow rate ratio of the single lane b is 0.2, the flow rate ratio of the single lane c is 0.25, and the flow rate ratio of the single lane d is 0.3, and it is understood that the flow rate ratio of the single lane d is the maximum, and therefore, the maximum flow rate ratio of the straight traveling phase can be determined to be 0.3.

In a seventh embodiment, the sum of the maximum flow ratios is obtained according to the following equation:

wherein A is_j0Is the maximum flow ratio of the jth phase, and n is the number of phases at the intersection.

For example, an intersection includes 4 phases: east-west straight running, east-west left turning, south-north straight running and south-north left turning, and the maximum flow ratio of the phases of east-west straight running is 0.15, the maximum flow ratio of the phases of east-west left turning is 0.1, the maximum flow ratio of the phases of south-north straight running is 0.2, and the maximum flow ratio of the phases of south-north left turning is 0.25. Then, the sum Y of the maximum flow rate ratios obtained by the above formula is 0.7.

In an eighth embodiment, in addition to the sixth embodiment, the step of obtaining the flow rate ratio (a) per single lane based on the vehicle flow rate per single lane and the saturated flow rate per single lane may include:

a. and determining the basic saturation flow of each single lane according to a preset basic saturation flow comparison table.

The basic saturation flow comparison table records the corresponding relation between the lane attribute and the basic saturation flow, and the unit of the basic saturation flow is pcu/h. For example, as shown in table 1 below, a basic saturation flow rate comparison table is provided:

TABLE 1

Single lane	Basic saturation flow S of single lane_bi
		Straight single lane	1650
Left-turn single lane	1550
		Right-turn single lane	1550
Left straight single lane	1450
		Right straight single lane	1500
Left straight right single lane	1450
		Left and right single lane	1500

For example, if the single lane is a left-turn single lane, the basic saturation flow of the single lane is 1550 according to table 1 above; if the single lane is a left straight single lane, the basic saturation flow of the single lane is 1450 at this time.

b. And obtaining a lane width correction coefficient of each lane according to the lane width of each single lane according to the following formula:

wherein W is the lane width, and d, e, h, k, m, n, u, s are constants.

The lane width is set according to the actual width of a single lane in the intersection, and in general, d, e, h, k, m, n, u and s can be set by self-defining according to experience, for example, the width of the single lane cannot be less than 2.7 meters, so that s can be 2.7, d can be 3.0 and e can be 3.5. u may be 1, k may be 0.4, h may be 0.5, m may be 0.05, and n is 16.5.

For example, if the lane width of a single lane at an intersection is 3.0 m, the lane width correction coefficient f of the single lane is obtained according to the above equation_wComprises the following steps: 0.4 × (3.0-0.5) ═ 1.

c. Obtaining the proportion of the number of heavy vehicles in a preset time period on each single lane, and obtaining the gradient of each single lane and a large vehicle correction coefficient according to the proportion and the lane gradient of each single lane and the following formulas:

f_g＝1-(G+HV)

wherein G is the gradient of each lane, and HV is the proportion of the number of heavy vehicles in each single lane in a preset time period.

The lane slope of the single lane is: the ratio of the height between two points of the road center line of the single lane to the horizontal distance. When the single lane is a downhill, the slope of the lane is 0.

The lane slope may be customized and the proportion of the number of heavy vehicles in each single lane for a predetermined period of time may be obtained by a video vehicle detector at the intersection.

When the video vehicle inspection device obtains the proportion of the number of heavy vehicles, the preset time period can be set in a self-defined mode, for example, the preset time period can be a week or longer.

d. According to the lane width correction coefficient, the gradient and the cart correction coefficient of each single lane, the correction coefficient of each single lane is obtained according to the following formula:

f(F_i)＝f_w×f_g。

e. and obtaining the saturated flow rate of each single lane according to the correction coefficient of each single lane and the basic saturated flow rate of each single lane according to the following formula:

S_d＝S_bi×f(F_i)

wherein S is_biAt a substantially saturated flow rate per single lane.

f. And obtaining the flow ratio of each single lane according to the traffic flow of each single lane and the saturated flow of each single lane and the following formula:

wherein q is the traffic flow of each single lane.

Through the technical scheme provided by the embodiment of the invention, the optimal signal period duration of the intersection can be estimated more accurately through an accurate estimation method according to the statistical traffic flow, road information, timing reference information and the number of the determined phases of the actual traffic of the intersection, and a more reasonable traffic signal control method is determined, so that the traffic pressure can be relieved more favorably.

Based on the above embodiments corresponding to fig. 4 and fig. 4, an embodiment of the present invention further provides a method for controlling a traffic signal, as shown in fig. 5, where the method includes:

s501, obtaining road information of the intersection controlled by the signal controller, timing reference information and traffic flow of each single lane of the intersection in a preset time period.

And S502, determining the phase of the intersection in the next target time period according to the road information, the timing reference information and the acquired traffic flow.

S503, determines the phase sequence of the phase at the intersection based on the phase priority information included in the timing reference information.

And S504, determining the signal cycle duration of the intersection in the next target time period according to the road information, the timing reference information, the number of the determined phases and the obtained traffic flow.

In this embodiment, steps S501 to S504 are the same as steps S101 to S104 in the embodiment corresponding to fig. 1, and reference may be made to relevant portions of steps S101 to S104, which are not described herein again.

And S505, obtaining the effective green light time corresponding to the signal period time according to the signal period time and the total signal loss time.

The signal period duration may be obtained according to the method in the embodiment corresponding to fig. 4, and may also be obtained by other methods, which are not limited herein.

The active green duration is the period of time within one signal cycle duration that can be used to pass at the saturated traffic flow rate.

In a ninth implementation manner, according to the signal period duration and the total signal loss time, the valid green light duration corresponding to the signal period duration is obtained according to the following formula:

G_e＝C₀-T

wherein, C₀The signal period duration, T is the total signal loss time.

S506, obtaining the effective green light time length of each phase according to the effective green light time length corresponding to the obtained signal period time length.

In a tenth embodiment, the effective green duration of each phase is obtained according to the following formula according to the obtained effective green duration corresponding to the signal period duration:

The sum of the maximum flow rate ratio and the maximum flow rate ratio of each phase may be obtained by the method in the sixth embodiment, but it is needless to say that the sum of the maximum flow rate ratio and the maximum flow rate ratio of each phase may be obtained by other methods, and the method is not limited herein.

And S507, obtaining the determined green-to-signal ratio of each phase according to the effective green light duration of each phase and the effective green light duration corresponding to the signal period duration.

In an eleventh embodiment, the determined green-signal ratio of each phase is obtained according to the following formula according to the valid green duration of each phase and the valid green duration corresponding to the signal period duration:

And S508, controlling the traffic signals according to the determined phase, the phase sequence, the signal period duration and the determined green signal ratio corresponding to each phase.

In this embodiment, step S508 is the same as S106 in the embodiment corresponding to fig. 1, and reference may be made to relevant portions of S106, which is not described herein again.

In the twelfth embodiment, after the step of obtaining the determined green-signal ratio (S507) of each phase according to the valid green duration of each phase and the valid green duration corresponding to the signal cycle duration, the method may further include:

firstly, estimating the pedestrian crossing time according to the following formula:

wherein L is_PFor pedestrian crossing the street, V_PFor pedestrian crossing street, T_j1The green interval duration for the jth phase, where v is a constant.

Secondly, estimating the green light duration of each phase according to the following formula, and taking the green light duration as the estimated green light duration:

T_j3＝T_je-T_j2+T_jS

wherein, T_j3Estimating the green duration, T, for the jth phase_jeEffective green duration for the j-th phase, T_j2Yellow lamp duration, T, for the jth phase_jSThe startup loss time for the jth phase.

And thirdly, judging whether the estimated green light time of the target phase is greater than the pedestrian crossing time, wherein the target phase is any phase in the phases of the intersection.

And fourthly, if the estimated green light duration of the target phase is greater than the pedestrian crossing duration, judging the green light duration of the target phase as the estimated green light duration.

And fifthly, if the estimated green light time of the target phase is not more than the pedestrian crossing time, judging that the green light time of the target phase is the pedestrian crossing time.

The following describes each step of the twelfth embodiment in detail:

for step one, v is a constant that can be customized, for example, v can be 7. The pedestrian crossing length and the pedestrian crossing pace are timing reference information, and can be set by self-definition.

For the second step, the estimated green duration of each phase calculated according to the formula can be regarded as the actual green duration of each phase, i.e., the green duration actually displayed by the signal lamp.

For the third step, the fourth step and the fifth step, in the present embodiment, the influence of the pedestrian crossing the street on the traffic light is fully considered, and in order to ensure sufficient time and safety for the pedestrian crossing the street, it is necessary to ensure that the green light duration is longer than the pedestrian crossing duration.

And comparing the estimated green light duration of each phase with the pedestrian crossing duration, and setting the green light duration of a certain phase as the pedestrian crossing duration when the estimated green light duration of the certain phase is not more than the pedestrian crossing duration. Therefore, it can be considered that the pedestrian crossing time period corresponding to each phase is the shortest green light time period of the phase.

By the technical scheme provided by the embodiment of the invention, the green signal ratio of each phase can be obtained according to the signal period duration, and the green light duration of each phase can be further determined. In addition, the pedestrian crossing time is fully considered in the scheme, so that the shortest green light time of each phase is the pedestrian crossing time, the sufficient pedestrian crossing time is fully ensured, and the safety of pedestrian crossing is further ensured. By considering the influence of pedestrian crossing the street on the traffic signal control, the obtained traffic signal control method is more reasonable and humanized.

Corresponding to the embodiments shown in fig. 1 and fig. 1, an embodiment of the present invention further provides a control device for traffic signals, as shown in fig. 6, where the control device is applied to a signal controller, and includes:

an obtaining module 610, configured to obtain road information of an intersection controlled by the signal controller, timing reference information, and a traffic flow of each single lane of the intersection within a preset time period in front;

a first determining module 620, configured to determine a phase of the intersection in a next target time period according to the road information, the timing reference information, and the obtained traffic flow;

a second determining module 630, configured to determine a phase sequence of the phase of the intersection according to the phase priority information included in the timing reference information;

a third determining module 640, configured to determine, according to the road information, the timing reference information, the number of determined phases, and the obtained traffic flow, a signal cycle duration of the intersection in the next target time period;

a calculating module 650, configured to calculate a green signal ratio corresponding to each determined phase according to the signal period duration;

and the traffic signal control module 660 is configured to perform traffic signal control according to the determined phase, the phase sequence, the signal period duration, and the determined green signal ratio corresponding to each phase.

Corresponding to the embodiments shown in fig. 3 and 3, an embodiment of the present invention further provides a control device for traffic signals, as shown in fig. 7, where the road information includes: lane attributes of each single lane at the intersection;

the first determination module 620 includes:

the first determining submodule 621 is configured to determine, according to a lane attribute of each single lane, a special turning single lane in the single lanes at the intersection as a first-type special turning single lane;

the first selection submodule 622 is configured to select, from the first-type turning-only single lanes, a turning-only single lane without a corresponding first-type mixed single lane as a second-type turning-only single lane, where a first-type mixed single lane corresponding to one turning-only single lane is: the single lane and the special turning single lane belong to the same phase and support the same turning direction;

the second determining submodule 623 is configured to determine a first newly-increased phase according to lane attributes of a third-type turning-dedicated single lane, where the third-type turning-dedicated single lane is: the turning special single lane with the traffic flow larger than a preset traffic flow threshold value is arranged in the second type of turning special single lane;

a third determining submodule 624 is configured to determine a phase of the intersection in a next target time period according to the first newly increased phase.

Through the technical scheme provided by the embodiment of the invention, the phase of the intersection can be reasonably increased or decreased according to the statistical actual traffic flow of the intersection, the proper phase quantity is determined to adapt to the current actual traffic condition, and the phase sequence, the signal period duration and the green-to-green ratio are further determined according to the phase quantity, so that a more reasonable traffic signal control method is further determined.

Optionally, in an embodiment, the first determining module 620 may further include:

the second selection submodule is used for selecting a turning special lane with a corresponding first-type mixed single lane from the first-type turning special single lanes as a fourth-type turning special single lane;

the first obtaining submodule is used for obtaining the turning ratio of each first-type mixed single lane;

a first estimation submodule, configured to estimate a first vehicle flow rate according to the following formula, where the first vehicle flow rate is a vehicle flow rate in a same turning direction supported by the fourth type turning-dedicated single lane and the first type hybrid single lane:

a fourth determining submodule, configured to determine a second newly added phase according to a lane attribute of a fifth-type turning-dedicated single lane, where the fifth-type turning-dedicated single lane is: the turning special single lane with the first vehicle flow rate larger than the preset vehicle flow rate threshold value is corresponding to the fourth turning special single lane;

and the fifth determining submodule is used for determining the phase of the intersection in the next target time period according to the second newly-increased phase.

a sixth determining submodule, configured to determine the first pruned phase according to a lane attribute of a sixth-type turn-only single lane, where the sixth-type turn-only single lane is: the turning special single lane with the traffic flow not greater than the preset traffic flow threshold value in the second type of turning special single lane;

and the seventh determining submodule is used for determining the phase of the intersection in the next target time period according to the first subtraction phase.

an eighth determining submodule, configured to determine a second prune phase according to a lane attribute of a seventh-class turning-dedicated single lane, where the seventh-class turning-dedicated single lane is: the turning special single lane is characterized in that a first vehicle flow rate corresponding to the fourth type of turning special single lane is not greater than the preset vehicle flow rate threshold value;

and the ninth determining submodule is used for determining the phase of the intersection in the next target time period according to the second subtraction phase.

Corresponding to the embodiments shown in fig. 4 and 4, an embodiment of the present invention further provides a control device for traffic signals, as shown in fig. 8, where the timing reference information includes: the yellow light time length of each phase of the intersection and the green light interval time length of each phase of the intersection;

the third determining module 640 may include:

a second obtaining submodule 641, configured to obtain start loss time of each phase at the intersection;

the first obtaining submodule 642 is configured to obtain total signal loss time according to the start loss time of each phase, the number of phases at the intersection, the yellow light time of each phase, and the green light interval time of each phase;

a second obtaining submodule 643, configured to obtain a maximum flow ratio of each phase according to a traffic flow of each single lane, and obtain a sum of the maximum flow ratios;

a third obtaining submodule 644, configured to obtain the signal cycle duration according to a sum of the total signal loss time and the maximum flow rate ratio.

By the technical scheme provided by the embodiment of the invention, the optimal signal period duration of the intersection can be estimated more accurately by an accurate estimation method according to the statistical traffic flow, road information, timing reference information and the number of the determined phases of the actual traffic of the intersection, so that a more reasonable traffic signal control method is determined.

Optionally, in an embodiment, the first obtaining sub-module 642 may include:

a first estimating unit, configured to estimate the total signal loss time according to the following formula, based on the start loss time of each phase, the number of phases at the intersection, the yellow light time of each phase, and the green light interval time of each phase:

wherein n is the number of phases of the intersection, T_jSStarting loss time for the jth phase, T_j1Is the jthGreen interval duration of phase, T_j2The yellow lamp duration for the jth phase.

Optionally, in an embodiment, the second obtaining submodule 643 may include:

the first obtaining unit is used for obtaining the flow ratio of each single lane according to the traffic flow of each single lane and the saturated flow of each single lane;

an obtaining unit configured to obtain a maximum flow rate ratio for each phase from flow rate ratios of the single lanes included in each phase;

and the second obtaining unit is used for summing the maximum flow rate ratios of all the phases to obtain the sum of the maximum flow rate ratios.

Optionally, in an embodiment, the third obtaining submodule 644 may include:

a second estimating unit, configured to estimate the signal cycle duration according to the following formula according to the sum of the total signal loss time and the maximum flow rate ratio:

Optionally, in an embodiment, the road information may further include: lane width and lane gradient of each single lane;

the first obtaining unit may include:

the determining subunit is configured to determine a basic saturation flow of each single lane according to a preset basic saturation flow comparison table, where the basic saturation flow comparison table records a corresponding relationship between lane attributes and the basic saturation flow;

the first obtaining subunit is configured to obtain, according to the lane width of each single lane, a lane width correction coefficient of each lane according to the following formula:

wherein W is the lane width, d, e, h, k, m, n, u, s are constants;

the second obtaining subunit is configured to obtain a proportion of the number of heavy vehicles in the preset time period on each single lane, and obtain a gradient of each single lane and a large vehicle correction coefficient according to the following formulas according to the proportion and a lane gradient of each single lane:

f_g＝1-(G+HV)

wherein G is the gradient of each lane, and HV is the ratio;

and the third obtaining subunit is used for obtaining the correction coefficient of each single lane according to the lane width correction coefficient, the gradient and the cart correction coefficient of each single lane and the following formula:

f(F_i)＝f_w×f_g；

the fourth obtaining subunit is configured to obtain the saturation flow rate of each single lane according to the correction coefficient of each single lane and the basic saturation flow rate of each single lane according to the following formula:

S_d＝S_bi×f(F_i)

wherein S is_biA basic saturation flow for each single lane;

a fifth obtaining subunit, configured to obtain, according to the traffic flow of each single lane and the saturation flow of each single lane, a flow ratio of each single lane according to the following formula:

wherein q is the traffic flow of each single lane.

Optionally, in an embodiment, the second obtaining unit may include:

a sixth obtaining subunit, configured to obtain a sum of the maximum flow rate ratios according to the following formula:

Through the technical scheme provided by the embodiment of the invention, the optimal signal period duration of the intersection can be more accurately estimated through an accurate estimation method according to the statistical traffic flow, road information, timing reference information and the number of the determined phases of the actual traffic of the intersection, and a more reasonable traffic signal control method is determined, so that the traffic pressure can be more favorably relieved.

Corresponding to the embodiments shown in fig. 5 and 5, an embodiment of the present invention further provides a control device for traffic signals, as shown in fig. 9, the calculating module 650 may include:

a fourth obtaining submodule 651, configured to obtain an effective green light duration corresponding to the signal period duration according to the signal period duration and the total signal loss time;

a third obtaining submodule 652, configured to obtain an effective green light duration of each phase according to an effective green light duration corresponding to the obtained signal period duration;

the fifth obtaining sub-module 653 is configured to obtain the determined split ratio of each phase according to the valid green light duration of each phase and the valid green light duration corresponding to the signal period duration.

Optionally, in an embodiment, the fourth obtaining sub-module 651 may include:

a third obtaining unit, configured to obtain, according to the signal cycle duration and the total signal loss time, an effective green light duration corresponding to the signal cycle duration according to the following formula:

G_e＝C₀-T

wherein, C₀And T is the signal period duration and the total signal loss time.

Optionally, in an embodiment, the third obtaining sub-module 652 may include:

a fourth obtaining unit, configured to obtain, according to the obtained valid green light duration corresponding to the signal period duration, a valid green light duration of each phase according to the following formula:

Optionally, in an embodiment, the fifth obtaining submodule 653 may include:

a fifth obtaining unit, configured to obtain the determined split ratio of each phase according to the valid green duration of each phase and the valid green duration corresponding to the signal period duration according to the following formula:

Optionally, in an embodiment, the timing reference information may further include: the length of the pedestrian crossing the street and the pedestrian crossing pace;

the calculation module 650 may further include:

the second estimation submodule is used for estimating the pedestrian crossing time according to the following formula:

a third estimation submodule for estimating the green time period of each phase as an estimated green time period according to the following formula:

T_j3＝T_je-T_j2+T_jS

wherein, T_j3Estimating the green duration, T, for the jth phase_jeEffective green duration for the j-th phase, T_j2Yellow lamp duration, T, for the jth phase_jSIs the start of the jth phaseDynamic loss time;

the judging submodule is used for judging whether the estimated green light time of a target phase is greater than the pedestrian crossing time, wherein the target phase is any one of the phases of the intersection;

the first judgment submodule is used for judging the green light duration of the target phase as the estimated green light duration when the judgment result of the judgment submodule is yes;

and the second judgment submodule is used for judging that the green light duration of the target phase is the pedestrian crossing duration when the judgment result of the judgment submodule is negative.

An embodiment of the present invention further provides an electronic device, as shown in fig. 10, including a processor 110, a communication interface 120, a memory 130, and a communication bus 140, where the processor 110, the communication interface 120, and the memory 130 complete mutual communication through the communication bus 140;

a memory 130 for storing a computer program;

the processor 110, when executing the program stored in the memory 130, implements the following steps:

acquiring road information and timing reference information of an intersection controlled by a signal controller and traffic flow of each single lane of the intersection within a preset time period in front;

Of course, an electronic device provided in the embodiment of the present invention may further execute a traffic signal control method described in any of the above embodiments. Specifically, see fig. 1, fig. 3, fig. 4, and the embodiment corresponding to fig. 5, which are not described herein again.

In another embodiment of the present invention, a computer-readable storage medium is further provided, in which instructions are stored, and when the instructions are executed on a computer, the computer is enabled to execute a control method of a traffic signal according to any one of the embodiments corresponding to fig. 1, fig. 3, fig. 4, and fig. 5.

The communication bus mentioned in the electronic device may be a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, or the like. The communication bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is shown, but this does not mean that there is only one bus or one type of bus.

The communication interface is used for communication between the electronic equipment and other equipment.

The Memory may include a Random Access Memory (RAM) or a Non-Volatile Memory (NVM), such as at least one disk Memory. Optionally, the memory may also be at least one memory device located remotely from the processor.

The Processor may be a general-purpose Processor, including a Central Processing Unit (CPU), a Network Processor (NP), and the like; but may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component.

It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

All the embodiments in the present specification are described in a related manner, and the same and similar parts among the embodiments may be referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, as for the apparatus embodiment, the electronic device, and the computer-readable storage medium, since they are substantially similar to the method embodiment, the description is relatively simple, and in relation to the description, reference may be made to part of the description of the method embodiment.

The above description is only for the preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention shall fall within the protection scope of the present invention.

Claims

1. A control method for a traffic signal, characterized in that, applied to a signal control machine, the method comprising:

Obtain the road information, timing reference information and the traffic flow of each single lane of the intersection within the preset time period of the intersection controlled by the signal controller, wherein the road information is included in the intersection. parameter information of a single lane, and the timing reference information is the parameter information for timing the traffic signal;

determining the phase of the intersection in the next target period according to the road information, the timing reference information and the obtained traffic flow;

determining the phase sequence of the phases of the intersection according to the phase priority information included in the timing reference information;

According to the road information, the timing reference information, the number of the determined phases and the obtained traffic flow, determining the signal period duration of the intersection within the next target period;

According to the signal cycle duration, calculate the determined green signal ratio corresponding to each phase;

Traffic signal control is performed according to the determined phase, the phase sequence, the signal period duration and the determined green signal ratio corresponding to each phase.

2. The method according to claim 1, wherein the road information comprises: lane attributes of each single lane of the intersection;

The step of determining the phase of the intersection in the next target period according to the road information, the timing reference information and the obtained traffic flow includes:

According to the lane attribute of each single lane, determine the single lane dedicated to turning in the single lane of the intersection as the first type of dedicated single lane for turning;

From the first-type turning-only single-lane, select a turning-only single-lane that does not have a corresponding first-type mixed single-lane as the second-type turning-only single-lane, wherein a single-lane dedicated for turning corresponds to the first-type mixed single-lane A single lane is a single lane that belongs to the same phase as the dedicated turning lane and supports the same turning direction;

The first newly added phase is determined according to the lane attribute of the third type of single-lane dedicated for turning, wherein the single-lane dedicated to turning of the third type is: the traffic volume of the second type of single-lane dedicated to turning is greater than the preset traffic flow threshold Single lane for turning;

According to the first added phase, the phase of the intersection in the next target period is determined.

3 . The method according to claim 2 , wherein after the step of determining the single lane for turning in the single lane of the intersection according to the lane attribute of each single lane as the first type of dedicated turning lane, 3 . Also includes:

From the first type of dedicated turning lanes, selecting a dedicated turning lane with a corresponding first type of mixed single lane as the fourth type of dedicated turning lanes;

Obtain the turning ratio of each first-class mixed single lane;

The first traffic flow is estimated according to the following formula, where the first traffic flow is the traffic flow in the same turning direction supported by the fourth type of turning-only single lane and the first type of mixed single lane:

Wherein, L ₁ is the traffic flow of the fourth type of turning-only single lane, L ₂ is the traffic flow of the first type of mixed single lane, is the turning ratio of the first type of mixed single lane;

The second newly added phase is determined according to the lane attribute of the fifth type of single-lane for turning, wherein the single-lane for turning of the fifth type is: the first traffic flow corresponding to the single-lane for turning of the fourth type is greater than that of all A single lane dedicated to turning with the preset traffic flow threshold;

According to the second newly added phase, the phase of the intersection in the next target period is determined.

4 . The method according to claim 1 , wherein the timing reference information comprises: the yellow light duration of each phase of the intersection and the green light interval duration of each phase of the intersection; 4 .

The step of determining the signal period length of the intersection within the next target period includes:

obtaining the starting loss time of each phase of the intersection;

According to the starting loss time of each phase, the number of phases of the intersection, the yellow light duration of each phase and the green light interval duration of each phase, the total signal loss time is obtained;

According to the traffic flow of each single lane, the maximum flow ratio of each phase is obtained, and the sum of the maximum flow ratios is obtained;

According to the sum of the total loss time of the signal and the maximum flow ratio, the period of the signal is obtained.

5 . The method according to claim 4 , wherein the signal is obtained according to the starting loss time of each phase, the number of phases of the intersection, the yellow light duration of each phase, and the green light interval duration of each phase. 6 . Total lost time steps, including:

Based on the starting lost time of each phase, the number of phases of the intersection, the yellow light duration of each phase, and the green light interval duration of each phase, the total lost time of the signal is estimated according to the following formula:

Among them, n is the number of phases of the intersection, T _jS is the starting loss time of the j-th phase, T _j1 is the green light interval duration of the j-th phase, and T _j2 is the yellow-light duration of the j-th phase.

6. The method according to claim 4, wherein the step of obtaining the maximum flow ratio of each phase according to the traffic flow of each single lane, and obtaining the sum of the maximum flow ratios, comprises:

According to the traffic flow of each single lane and the saturated flow of each single lane, the flow ratio of each single lane is obtained;

Obtain the maximum flow ratio of each phase from the flow ratio of the single lane included in each phase;

The sum of the maximum flow ratios of each phase is obtained to obtain the sum of the maximum flow ratios.

7. The method according to claim 4, wherein the step of obtaining the signal period duration according to the sum of the total signal loss time and the maximum flow ratio comprises:

According to the sum of the total signal loss time and the maximum flow ratio, the signal cycle duration is estimated according to the following formula:

Wherein, T is the total loss time of the signal, Y is the sum of the maximum flow ratios, and a, b, and c are constants.

8. The method according to claim 6, wherein the road information further comprises: lane width and lane gradient of each single lane;

The step of obtaining the flow ratio of each single lane according to the traffic flow of each single lane and the saturated flow of each single lane includes:

determining the basic saturated flow of each single lane according to a preset basic saturated flow comparison table, wherein the basic saturated flow comparison table records the corresponding relationship between the lane attributes and the basic saturated flow;

According to the lane width of each single lane, the lane width correction coefficient of each lane is obtained according to the following formula:

Wherein, W is the width of the lane, and d, e, h, k, m, n, u, and s are constants;

Obtain the proportion of the number of heavy vehicles on each single lane within the preset time period, and obtain the gradient of each single lane and the large vehicle correction coefficient according to the ratio and the lane gradient of each single lane according to the following formula :

f _g =1-(G+HV)

where G is the gradient of each lane, and HV is the ratio;

According to the lane width correction coefficient, slope and large vehicle correction coefficient of each single lane, the correction coefficient of each single lane is obtained according to the following formula:

f(F _i )=f _w ×f _g ;

According to the correction coefficient of each single lane and the basic saturated flow of each single lane, the saturated flow of each single lane can be obtained according to the following formula:

S _d =S _bi ×f(F _i )

Among them, S _bi is the basic saturated flow of each single lane;

According to the traffic flow of each single lane and the saturated flow of each single lane, the flow ratio of each single lane can be obtained according to the following formula:

Among them, q is the traffic flow of each single lane.

9. The method according to claim 4, wherein the step of calculating the determined green-to-signal ratio corresponding to each phase according to the signal period duration comprises:

According to the signal cycle duration and the total signal loss time, obtain the effective green light duration corresponding to the signal cycle duration;

According to the obtained effective green light duration corresponding to the signal period duration, obtain the effective green light duration of each phase;

The determined green signal ratio of each phase is obtained according to the effective green light duration of each phase and the effective green light duration corresponding to the signal period duration.

10 . The method according to claim 9 , wherein the step of obtaining the valid green light duration of each phase according to the obtained valid green light duration corresponding to the signal period duration comprises: 10 .

According to the obtained effective green light duration corresponding to the signal cycle duration, the effective green light duration of each phase is obtained according to the following formula:

Among them, T _je is the effective green light duration of the jth phase, _{Ge is the effective green light duration corresponding to the obtained signal cycle duration, A j0} _is the maximum flow ratio of the jth phase, and Y is the sum of the maximum flow ratios.

11 . The method according to claim 9 , wherein the step of obtaining the determined green signal ratio of each phase according to the effective green light duration of each phase and the effective green light duration corresponding to the signal period duration comprises the following steps: 12 . :

According to the effective green light duration of each phase and the effective green light duration corresponding to the signal period duration, the determined green signal ratio of each phase is obtained according to the following formula:

Wherein, λ _j is the green signal ratio of the j-th phase, T _je is the effective green light duration of the j-th phase, and C ₀ is the signal period duration.

12 . The method according to claim 9 , wherein the timing reference information further comprises: pedestrian crossing length and pedestrian crossing pace; 12 .

After the step of obtaining the determined green signal ratio of each phase according to the effective green light duration of each phase and the effective green light duration corresponding to the signal period duration, the method further includes:

Use the following formula to estimate pedestrian crossing time:

Among them, t _j is the pedestrian crossing time corresponding to the jth phase, L _P is the pedestrian crossing length, _VP is the pedestrian crossing pace, T _j1 is the green light interval length of the jth phase, and v is the constant;

The green light duration for each phase is estimated according to the following formula and used as the estimated green light duration:

T _j3 =T _je -T _j2 +T _jS

Among them, T _j3 is the estimated green light duration of the jth phase, _Tje is the effective green light duration of the jth phase, _Tj2 is the yellow light duration of the jth phase, and _TjS is the start loss time of the jth phase;

judging whether the estimated green light duration of the target phase is greater than the pedestrian crossing duration, wherein the target phase is any one of the phases of the intersection;

If the estimated green light duration of the target phase is greater than the pedestrian crossing duration, determining that the green light duration of the target phase is the estimated green light duration;

If the estimated green light duration of the target phase is not greater than the pedestrian crossing duration, the green light duration of the target phase is determined to be the pedestrian crossing duration.

13. A control device for a traffic signal, characterized in that, when applied to a signal control machine, the device comprises:

The obtaining module is used to obtain the road information, timing reference information of the intersection controlled by the signal control machine and the traffic flow of each single lane of the intersection within the preset time period, wherein the road information is all the parameter information of the single lane included in the intersection, and the timing reference information is the parameter information for timing the traffic signal;

a first determining module, configured to determine the phase of the intersection in the next target period according to the road information, the timing reference information and the obtained traffic flow;

a second determining module, configured to determine the phase sequence of the phases of the intersection according to the phase priority information included in the timing reference information;

a third determining module, configured to determine the signal cycle duration of the intersection within the next target period according to the road information, the timing reference information, the number of the determined phases, and the obtained traffic flow;

a calculation module, configured to calculate the determined green signal ratio corresponding to each phase according to the duration of the signal period;

The traffic signal control module is configured to control the traffic signal according to the determined phase, the phase sequence, the signal period duration and the determined green signal ratio corresponding to each phase.

14. An electronic device, comprising a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

memory for storing computer programs;

The processor is configured to implement the method steps described in any one of claims 1-12 when executing the program stored in the memory.

15. A computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, the method steps of any one of claims 1-12 are implemented.