CN102298846A - Real-time traffic signal control method for group intersection and required green light time prediction method - Google Patents

Abstract

The invention discloses a group crossing real-time traffic signal control method and a green light time prediction method for traffic flow of a dispersion crossing, which utilizes main traffic flow paths of a group crossing to be distinguished, configures time phases of the main traffic flow paths according to the traffic flow paths, arranges at least one vehicle detector on each main traffic flow path to detect the vehicle parking condition of the main traffic flow paths through a contour line principle, obtains various shock waves through the vehicle parking condition, predicts the green light time required by each traffic flow path through the shock wave principle, and finally optimally distributes the predicted required green light time to obtain the balanced green light time of each main path.

Description

Group's crossing real-time traffic number system control method and required green time Forecasting Methodology

Technical field

The invention relates to a kind of group crossing real-time traffic number system logic set-up method, particularly can adjust group's crossing real-time traffic number system control method of traffic number system running in real time and discongest the required green time Forecasting Methodology of crossing wagon flow about a kind of adaptability.

Background technology

Development of Cities is fast now, and various cities are built, and city renewal and garden foundation etc. are built case and constantly weeded out the old and bring forth the new.These build the prosperity that case will bring up provincialism and whole society, but also often make the busier complexity of transportation network.Therefore, how building and put effective traffic number system logic, to discongest the traffic problems that the crossing continuous stream of vehicles compiles, is to build considerable problem in the case for the city.

Control traffic number system logic and solve the wagon flow problem, existing at present proposition regularly time system is handed over control strategy, shake-up control strategy, On-line Timing Plan Selection to hand over control strategy, dynamic calculation to hand over control modes such as controlling strategy or is adapted to sexual intercourse control strategy etc.Yet regularly time system can't solve the unstable crossing of wagon flow, other real-time friendship control strategy, though can dynamically adjust number system according to vehicle flowrate, yet it relies on three traffic parameters such as flow, speed and occupation rate that the detecting real-time device is detected, once the crossing is congested, wagon flow loiters, the vehicle flowrate of most of detectors, speed just can't correctly be repaid, and so will cause the vehicle flowrate prediction accuracy not good, can't react rapidly, finally to be formed on congested period operation performance clear in the number of causing.Moreover, the cost of the detector of flow, speed and occupation rate is arranged, also have or not the detector of car message far above output only.In addition, general control strategy is for asking each highway section wagon flow overview, and often at least one detector of each highway section installing, many if the crossing number becomes, then detector quantity is a lot of, builds to be set to originally to uprise.

In view of this, The present invention be directed to above-mentioned those puzzlements, propose a kind of group crossing real-time traffic number system control method and discongest the required green time Forecasting Methodology of crossing wagon flow, take each direction wagon flow of crossing is separated the mode of analyzing with being different from tradition, utilize the notion at group crossing, globality solves path wagon flow problem, only on critical path, lay detector, and the detector that need use vehicle to have or not only, add to do and provide real-time traffic flow prediction and number system control decision, thereby can reduce to build and be set to this, and promote the overall operation usefulness of congested group crossing traffic number system control system.

Summary of the invention

Fundamental purpose of the present invention is a kind of group crossing real-time traffic number system control method to be provided and to discongest the required green time Forecasting Methodology of crossing wagon flow, it is with in the group, the wagon flow direction at each crossing, according to traffic route, merging is considered as the single-pathway wagon flow and does planning, effectively simplifies traffic number system logic analysis complexity.

Another object of the present invention is a kind of group crossing real-time traffic number system control method to be provided and to discongest the required green time Forecasting Methodology of crossing wagon flow, its be can quick and dynamic strain traffic current transient change, make the most rational traffic number system control decision in real time, significantly promote traffic number system control system overall operation usefulness.

A further object of the present invention is a kind of group crossing real-time traffic number system control method to be provided and to discongest the required green time Forecasting Methodology of crossing wagon flow, cooperate controlling of path thereof, it is can reduce detector to lay quantity, reduces the traffic number whole construction cost of system control system.

Another purpose of the present invention is a kind of group crossing real-time traffic number system control method to be provided and to discongest the required green time Forecasting Methodology of crossing wagon flow, it is only to use the simplest vehicle to have or not traffic parameter (presence) can carry out real-time number system control, reduce each cost that uses detector, reduce the traffic number whole construction cost of system control system.

For reaching above-mentioned purpose, the invention provides a kind of group crossing real-time traffic number system control method, it includes the following step:

Distinguish at least one major flow path at group crossing;

Time phase according to this this group crossing of major flow path configurations;

At least one vehicle detector is set in this major flow path;

The vehicle of detecting this major flow path stops equal time;

Predict the required green time in this major flow path according to this shock wave principle; And

Calculate the balanced green time of this predominating path according to this required green time.

Group's crossing real-time traffic that the present invention proposes number system control method, its wagon flow with the group crossing route of passing through is distinguished several major flow paths, and the configuration of phase when carrying out according to each major flow path.And vehicle detector only is set in the major flow path, stops etc. with the vehicle on the detecting major flow path, mat shock wave principle dopes each required green time in wagon flow path again; Then the required green time of being tried to achieve is carried out optimization, calculate the balanced green time in major flow path.

For reaching above-mentioned purpose, the invention provides a kind of required green time Forecasting Methodology of crossing wagon flow of discongesting, it comprises the following step:

The vehicle that sees through detecting one detection region stops the equal time initial value, measures required green time initial value; And

The vehicle that sees through continuous same this detection region of two cycles stops the equal time variable value, learns required green time variable value.

The present invention proposes discongests the required green time Forecasting Methodology of crossing wagon flow, it will stop the equal time initial value through the vehicle of detecting detection region, to measure required green time initial value, and the vehicle that sees through continuous same detection region of two cycles stops the equal time variable value, learns required green time variable value.

Beneath by the appended graphic explanation in detail of specific embodiment cooperation, when the effect that is easier to understand purpose of the present invention, technology contents, characteristics and is reached.

Description of drawings

Fig. 1 builds for traffic of the present invention number system logic and puts process flow diagram;

Fig. 2 is a group of the present invention crossing synoptic diagram;

Fig. 3 is major flow path, a group of the present invention crossing synoptic diagram;

Phase synoptic diagram when Fig. 4 (a) is the path at group of the present invention crossing;

Fig. 4 (b) is group of the present invention crossing phase synoptic diagram when complete;

Fig. 5 is provided with the vehicle detector synoptic diagram for group of the present invention crossing according to the level line principle;

Fig. 6 is a group of the present invention crossing detecting shock wave synoptic diagram;

Fig. 7 (a) calculates required green time synoptic diagram for of the present invention by the shock wave principle;

Fig. 7 (b) calculates required green light increase and decrease time diagram for of the present invention by shock wave.

Description of reference numerals:

10-group crossing; The 22-level line; The 24-vehicle detector.

Embodiment

The present invention proposes a kind of group crossing real-time traffic number system control method and discongests the required green time Forecasting Methodology of crossing wagon flow, its be with the major flow path at group crossing all can smooth and easy current principle under, discongest the problem of being jammed at group crossing, to calculate the green time in actual each wagon flow path, group crossing.Under then will technical characterictic of the present invention be described in detail in detail with preferred embodiment.

Fig. 1 builds for traffic of the present invention number system logic and puts process flow diagram, as shown in the figure, at first, as step S10, with each traffic route in the group crossing, is distinguished at least one major flow path.Afterwards, as step S12, according to the time phase at each crossing of major flow path configurations.Then, as step S14, lay at least one vehicle detector in each major flow path.Continue, as step S16, the vehicle of detecting each major flow path stops etc.Come again, as step S18, by the required green time in shock wave principle prediction major flow path.At last,, the required green time of trying to achieve is suitably distributed, calculate the balanced green time in major flow path as step S20.

More than build the explanation of putting flow process for integral body of the present invention, beneath will doing further at each step describes in detail.

See also Fig. 2 and shown in Figure 3 in step S10, the major flow paths such aspath 1,path 2,path 3 andpath 4 that this group crossing 10 comprises by observing group's wagon flow route, are distinguished in a group crossing 10.

Then carry out step S12, please consult simultaneously shown in Fig. 3 and Fig. 4 (a).With utilizing the diaxon display mode in crossing to path, based on crossing 1, crossing 2, crossing 3, according to wagon flowdirection configuration path 1,path 2,path 3 and major flow paths such aspath 4 the time mutually.

As for, the major flow path at group crossing 10---path 1,path 2,path 3 andpath 4, the residue wagon flow direction of failing to contain lid is non-major flow path, and its wagon flow should be relatively stable or rare.When conflicting during with the predominating path wagon flow mutually in non-major flow path, the Shi Xiangke in then non-major flow path be arranged in the major flow path the time mutually between, meaning promptly in Fig. 4 (a), the space during two major flow paths between mutually.The time phase green time in non-major flow path then can calculate with another kind of control strategy, for example gives a fixed value; If the non-major flow path of residue wagon flow direction, do not conflict mutually during fully with a certain predominating path wagon flow, at that time phase can directly assign in this predominating path wagon flow the time mutually in, the phase green time is controlled by group of the present invention control method promptly at that time.Time mutually the net result in the major flow path that Fig. 4 (b) is depicted as configuration group crossing and non-major flow path, phase when all wagon flow paths that are contained in the group crossing have all disposed, and do not conflict mutually to each other.

After finishing mutually during configuration, carry out step S14, see also shown in Figure 5, to be that the center draws acontour line 22 with group crossing 10,level line 22 high highly more (circle is big more) expression vehicle vehicle queue length is long more, otherwise low more (circle is more little) expression vehicle vehicle queue length is shortmore.Vehicle detector 24 is major flow path andlevel line 22 junctions that are arranged atpath 1,path 2,path 3,path 4, and can laysingle vehicle detector 24 on the single wagon flow path, or sets detection area and lay a plurality of vehicle detectors 24.Vehicle detector 24 quantity in each path are laid the more, and it is also higher then to detect congested wagon flow accuracy, and each predominating path need dispose a detector at least.When avehicle detector 24 was only joined in a path, four paths, three crossings only needed to lay fourvehicle detectors 24, compared with other control strategy at least each direction at each crossing all need mountingvehicle detector 24, demand is at least 11 altogether, and is obviously few a lot.

Then, carry out step S16, vehicle stops equal time, can see through vehicle and signal (Presence) occur and keep a period of time and record.

Proceed step S18, by shock wave principle prediction predominating path---the required green time inpath 1,path 2,path 3, path 4.See also Fig. 6, plug-back shock wave W₃₀And discongest shock wave W₁₀Can see through vehicle detector 24 a plurality of detection region situation such as stop, see through the linear regression slope calculations and get.Arrive shock wave W₃₁Then be to equal plug-back shock wave W₃₀Deduct and discongest shock wave W₁₀(see through the flux density figure in the traffic flow theory, i.e. Q-K figure, W as can be known₃₁=W₃₀-W₁₀).

Fig. 7 (a) calculates required green time synoptic diagram for of the present invention by the shock wave principle again, and as shown in the figure, O is a true origin, and r is a red time, and g is required green time, W₁₀For discongesting shock wave, W₃₀Be plug-back shock wave, W₃₁For arriving shock wave, S is that vehicle stops equal time, t₁Be the time point thatvehicle detector 24 detecting vehicles begin to stop, t₂Forvehicle detector 24 detecting vehicles finish the time point that parking begins to move, d is the distance of thevehicle detector 24 of setting to group crossing 10.Whenvehicle detector 24 in t₁Detect vehicle and begin to stop etc., can detect the A point coordinate; When in t₂Detect vehicle and finish to stop etc., begin to move, can detect the B point coordinate; After knowing A, B two point coordinate, promptly vehicle stops equal time S as can be known; See through shock wave again when slope and European how much, can obtain C point and E point coordinate, at last, calculate the long g of required green time (being the x axle component that E is ordered), shown in following formula (1),

$g=\frac{{{\mathrm{<figure-callout\; label="SW"\; filenames="HSA00000174074300041.png,HSA00000174074300042.png"\; state="\{\{state\}\}">SW</figure-callout>}}^2}_{10}}{{(W_{10}-W_{30})}^2}+\frac{d}{W_{10}-{\mathrm{<figure-callout\; label="W"\; filenames="HSA00000174074300071.png"\; state="\{\{state\}\}">W</figure-callout>}}_{30}}+t_1---\left(1\right);$

Owing to the variation of being jammed along with the path wagon flow, wagon flow is stopped equal time can have increase and decrease in the time at consecutive periods, sees through continuous two cycles, and on detection region, vehicle stops the variable quantity of equal time, can examine the variable value of knowing this required green light of two cycles.Consult Fig. 7 (b), traffic state changes little in continuous two cycles usually, can suppose that the flow in following cycle equates with this cycle flow, that is the value of two cycle of front and back shock wave is all identical.Show in the drawings, i.e. plug-back shock wave W₃₀, arrive shock wave W₃₁Respectively have two parallel lines.Whenvehicle detector 24 detectings are laid in the position of group crossing 10 apart from d that peel off, and it is S that the preceding cycle detects the equal time length of stopping that vehicle is stuck in detection region, and if increase Δ S the dead time that this cycle detector is detected, then seeing through European geometric coordinate mode and Δ S, Δ g can translation because of the parallel line relation, can try to achieve newly-increased required green time Δ g of this cycle, shown in following formula (2).

$\mathrm{\&Delta;g}=[{\left(\frac{W_{10}}{W_{31}}\right)}^2-1]\&times;\mathrm{\&Delta;S}---\left(2\right);$

And this relational expression when stopping equal time Δ g minimizing, also can be tried to achieve the required green time Δ g of minimizing equally.The meaning of this formula is that the equal time that stops thatvehicle detector 24 detects increases, and then required green time also increases, and the equal time that stops that detector detects reduces, and then required green time also reduces.The increase and decrease relation is linear, becomes certain ratio.Each cycle of required green time of predominating path can see through formula (1) calculating separately and not use formula (2).Also can see through formula (1) earlier and calculate vehicle and stop equal time S as the pairing green time demand of initial value g, afterwards before and after the comparison two cycles stop equal time variable value Δ S, see through formula (2), try to achieve increase and decrease green light difference value Δ g.

After doping required green time, last, carry out green time and distribute, promptly step S20 utilizes the optimization principle to calculate the balanced green time of predominating path, and this balanced green time is shown in following formula (3).

$\mathrm{Min}|\frac{{\mathrm{<figure-callout\; label="G"\; filenames="HSA00000174074300041.png,HSA00000174074300042.png"\; state="\{\{state\}\}">G</figure-callout>}}_1}{\mathrm{\&Sigma;G}}-\frac{{\mathrm{<figure-callout\; label="g"\; filenames="HSA00000174074300041.png,HSA00000174074300042.png"\; state="\{\{state\}\}">g</figure-callout>}}_1}{\mathrm{\&Sigma;g}}|+|\frac{{\mathrm{<figure-callout\; label="G"\; filenames="HSA00000174074300041.png,HSA00000174074300042.png"\; state="\{\{state\}\}">G</figure-callout>}}_2}{\mathrm{\&Sigma;G}}-\frac{{\mathrm{<figure-callout\; label="g"\; filenames="HSA00000174074300041.png,HSA00000174074300042.png"\; state="\{\{state\}\}">g</figure-callout>}}_2}{\mathrm{\&Sigma;g}}|+...+|\frac{G_n}{\mathrm{\&Sigma;G}}-\frac{g_n}{\mathrm{\&Sigma;g}}---\left(3\right);$

∑G＝G₁+G₂+G₃+...+G_n

∑G≤MaxPathCycle

∑g＝g₁+g₂+g₃+...+g_n

MinG_i≤G_i≤MaxG_i，1≤i≤n

Wherein, G_iBe the balanced green time in i major flow path, ∑ G is the summation of the balanced green time in all major flow paths, g_iFor i major flow path of prediction do not discongest the required green time of wagon flow, ∑ g is the sum total of not discongesting the required green time of wagon flow in the major flow path of all predictions, MaxG_iBe the maximum balanced green time in i major flow path, MinG_iBe the minimum balanced green time in i major flow path, i is a natural number, and n is maximum major flow number of path.With present embodiment, the major flow path has 4, so n=4.MaxPathCycle is the KB limit of all major flow path time for balance summations.

Illustrate that via embodiment the present invention as can be known is that each path wagon flow with this group crossing is considered as a globality wagon flow problem, and see through the path control concept and effectively solve the problem of being jammed at this group crossing, to reach the actual awkward situation that path, group crossing wagon flow is jammed of mediating.The present invention can be apace in response to the instantaneous variation of traffic current, makes the most rational number system of tool real-time tool control decision rapidly, and it is big to rise and fall for the vehicle flowrate kenel, and the wagon flow problem of being jammed can be effectively mediated at the wagon flow group crossing that changes deficient in stability.

Above-described embodiment only is for technological thought of the present invention and characteristics are described, its purpose makes the personage who has the knack of this skill can understand content of the present invention and is implementing according to this, when can not with qualification claim of the present invention, promptly the equalization of doing according to disclosed spirit generally changes or modifies, and must be encompassed in the claim of the present invention.

Claims (10)

Translated fromChinese

1.一种群组路口实时交通号制控制方法，其特征在于，包含有下列步骤：1. A real-time traffic number system control method at a group crossing is characterized in that it comprises the following steps:区分群组路口的至少一主要车流路径；distinguish at least one main traffic flow path of the group intersection;依据该主要车流路径配置该群组路口的时相；Configure the time phase of the group intersection according to the main traffic flow path;设置至少一车辆侦测器于该主要车流路径；Install at least one vehicle detector on the main traffic flow route;侦测该主要车流路径的车辆停等时间；Detect the waiting time of vehicles on the main traffic route;依据该冲击波原理预测该主要车流路径的所需绿灯时间；以及Predict the required green time of the main traffic flow path according to the shock wave principle; and依据该所需绿灯时间计算该主要路径的均衡绿灯时间。The balanced green time of the main path is calculated according to the required green time.2.根据权利要求1所述的群组路口实时交通号制控制方法，其特征在于，依据该主要车流路径配置该群组路口的时相的步骤中，是利用路口至路径方式配置该主要车流路径的该时相。2. The real-time traffic number system control method for group intersections according to claim 1, characterized in that, in the step of configuring the time phase of the group intersections according to the main traffic flow path, the main traffic flow is configured by using the intersection-to-path method This phase of the path.3.根据权利要求1所述的群组路口实时交通号制控制方法，其特征在于，设置该车辆侦测器于该主要车流路径的步骤中，将以该群组路口为中心绘制等高线，以该等高线为基础设置该车辆侦测器。3. The real-time traffic number system control method at group intersections according to claim 1, characterized in that, in the step of setting the vehicle detector on the main traffic flow path, contour lines will be drawn centering on the group intersections , set the vehicle detector based on the contour line.4.根据权利要求1所述的群组路口实时交通号制控制方法，其特征在于，依据该冲击波原理预测该主要车流路径的所需绿灯时间的步骤中，将通过多个侦测区的车辆侦测器所侦测的停等状况，以线性回归计算斜率求得疏解冲击波、回堵冲击波以及到达冲击波等冲击波。4. The real-time traffic number system control method at group intersections according to claim 1, characterized in that, in the step of predicting the required green light time of the main traffic flow path according to the shock wave principle, vehicles passing through multiple detection areas For the stop condition detected by the detector, use linear regression to calculate the slope to obtain shock waves such as unblocking shock waves, backblocking shock waves, and arrival shock waves.5.根据权利要求4所述的群组路口实时交通号制控制方法，其特征在于，依据该冲击波原理预测该主要车流路径的所需绿灯时间步骤中，该所需绿灯时间是满足下列条件：5. The real-time traffic number system control method at group crossings according to claim 4, characterized in that, in the step of predicting the required green light time of the main traffic flow path according to the shock wave principle, the required green light time satisfies the following conditions:$\mathrm{<span><span>g</span>g</span>}<span><span>=</span>=</span>\frac{{{\mathrm{<span><span>SW</span>SW</span>}}^{\mathrm{<span><span>2</span>2</span>}}}_{\mathrm{<span><span>10</span>10</span>}}}{{<span><span>(</span>(</span>{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>10</span>10</span>}}<span><span>-</span>-</span>{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>30</span>30</span>}}<span><span>)</span>)</span>}^{\mathrm{<span><span>2</span>2</span>}}}<span><span>+</span>+</span>\frac{\mathrm{<span><span>d</span>d</span>}}{{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>10</span>10</span>}}<span><span>-</span>-</span>{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>30</span>30</span>}}}<span><span>+</span>+</span>{\mathrm{<span><span>t</span>t</span>}}_{\mathrm{<span><span>1</span>1</span>}}<span><span>-</span>-</span><span><span>-</span>-</span><span><span>-</span>-</span><span><span>(</span>(</span>\mathrm{<span><span>1</span>1</span>}<span><span>)</span>)</span><span><span>;</span>;</span>$其中，g为该所需绿灯时间，S为该车辆停等时间，W₁₀为该疏解冲击波，W₃₀为该回堵冲击波，d为设置的该车辆侦测器至该群组路口的距离，t₁为车辆侦测器侦测车辆开始停车的时间点。Wherein, g is the required green light time, S is the waiting time of the vehicle, W₁₀ is the unblocking shock wave, W₃₀ is the back-blocking shock wave, and d is the distance from the set vehicle detector to the group crossing, t₁ is the time point when the vehicle detector detects that the vehicle starts to stop.6.根据权利要求5所述的群组路口实时交通号制控制方法，其特征在于，依据该冲击波原理预测该主要车流路径的所需绿灯时间步骤，可利用该车辆停等时间做为初值，计算出车辆停等时间增减值，以求得增减绿灯差异值，该减绿灯差异值是满足下列条件：6. The real-time traffic number system control method at group crossings according to claim 5, characterized in that, according to the shock wave principle, the required green light time step of the main traffic flow path can be predicted, and the vehicle stop time can be used as an initial value , calculate the increase or decrease value of the vehicle parking time to obtain the difference value of the green light increase or decrease, the difference value of the green light reduction is to meet the following conditions:$\mathrm{<span><span>\&Delta;g</span>\&Delta;\; g</span>}<span><span>=</span>=</span><span><span>[</span>[</span>{<span><span>(</span>(</span>\frac{{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>10</span>10</span>}}}{{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>31</span>31</span>}}}<span><span>)</span>)</span>}^{\mathrm{<span><span>2</span>2</span>}}<span><span>-</span>-</span>\mathrm{<span><span>1</span>1</span>}<span><span>]</span>]</span><span><span>\&times;</span>\&times;</span>\mathrm{<span><span>\&Delta;S</span>\&Delta;S</span>}<span><span>-</span>-</span><span><span>-</span>-</span><span><span>-</span>-</span><span><span>(</span>(</span>\mathrm{<span><span>2</span>2</span>}<span><span>)</span>)</span><span><span>;</span>;</span>$其中，Δg为该增减绿灯差异值，ΔS为该车辆停等时间增减值，W₁₀为该疏解冲击波，W₃₁为该到达冲击波，W₃₀为该回堵冲击波，d为设置的车辆侦测器至路口的距离，t₁为车辆侦测器侦测车辆开始停车的时间点。Among them, Δg is the difference value of the increase or decrease of the green light, ΔS is the increase or decrease value of the vehicle’s parking time, W₁₀ is the release shock wave, W₃₁ is the arrival shock wave, W₃₀ is the back-blocking shock wave, d is the set vehicle detection_t1 is the time point when the vehicle detector detects that the vehicle starts to stop.7.根据权利要求1所述的群组路口实时交通号制控制方法，其特征在于，依据该所需绿灯时间计算该主要路径均衡绿灯时间的步骤中，疏解该主要车流路径的该均衡绿灯时间是满足下列条件：7. The method for controlling real-time traffic number system at group intersections according to claim 1, characterized in that, in the step of calculating the balanced green time of the main path according to the required green time, the balanced green time of the main traffic flow path is relieved is to meet the following conditions:$\mathrm{<span><span>Min</span>Min</span>}<span><span>|</span>|</span>\frac{{\mathrm{<span><span>G</span>G</span>}}_{\mathrm{<span><span>1</span>1</span>}}}{\mathrm{<span><span>\&Sigma;G</span>\&Sigma;G</span>}}<span><span>-</span>-</span>\frac{{\mathrm{<span><span>g</span>g</span>}}_{\mathrm{<span><span>1</span>1</span>}}}{\mathrm{<span><span>\&Sigma;g</span>\&Sigma;g</span>}}<span><span>|</span>|</span><span><span>+</span>+</span><span><span>|</span>|</span>\frac{{\mathrm{<span><span>G</span>G</span>}}_{\mathrm{<span><span>2</span>2</span>}}}{\mathrm{<span><span>\&Sigma;G</span>\&Sigma;G</span>}}<span><span>-</span>-</span>\frac{{\mathrm{<span><span>g</span>g</span>}}_{\mathrm{<span><span>2</span>2</span>}}}{\mathrm{<span><span>\&Sigma;g</span>\&Sigma;g</span>}}<span><span>|</span>|</span><span><span>+</span>+</span><span><span>.</span>.</span><span><span>.</span>.</span><span><span>.</span>.</span><span><span>+</span>+</span><span><span>|</span>|</span>\frac{{\mathrm{<span><span>G</span>G</span>}}_{\mathrm{<span><span>n</span>no</span>}}}{\mathrm{<span><span>\&Sigma;G</span>\&Sigma;G</span>}}<span><span>-</span>-</span>\frac{{\mathrm{<span><span>g</span>g</span>}}_{\mathrm{<span><span>n</span>no</span>}}}{\mathrm{<span><span>\&Sigma;g</span>\&Sigma;g</span>}}<span><span>-</span>-</span><span><span>-</span>-</span><span><span>-</span>-</span><span><span>(</span>(</span>\mathrm{<span><span>3</span>3</span>}<span><span>)</span>)</span><span><span>;</span>;</span>$∑G＝G₁+_G2+G₃+...+G_n∑G＝G₁ +_G2 +G₃ +...+G_n∑G≤MaxPathCycle∑G≤MaxPathCycle∑g＝g₁+g₂+g₃+...+g_n∑g＝g₁ +g₂ +g₃ +...+g_nMinG_i≤G_i≤MaxG_i，1≤i≤nMinG_i ≤G_i ≤MaxG_i , 1≤i≤n其中，G_i为第i个该主要车流路径的该均衡绿灯时间，∑G为所有该主要车流路径的该均衡绿灯时间的总和，g_i为预测的第i个该主要车流路径的未疏解车流的该所需绿灯时间，∑g为所有预测的该主要车流路径的该未疏解车流的该所需绿灯时间的总合，MaxG_i为第i个该主要车流路径的最大均衡绿灯时间，MinG_i为第i个该主要车流路径最小均衡绿灯时间，i为自然数，n为最大主要车流路径数。MaxPathCycle是所有该主要车流路径的该均衡绿灯时间的总和的最大限制值。Among them, G_i is the balanced green light time of the i-th main traffic flow path, ∑G is the sum of the balanced green light time of all the main traffic flow paths, and g_i is the predicted unresolved traffic flow of the i-th main traffic flow path The required green light time of , ∑g is the sum of the required green light time of all the predicted main traffic flow paths of the unresolved traffic flow, MaxG_i is the maximum balanced green light time of the ith main traffic flow path, MinG_i is the minimum balanced green light time of the ith main traffic flow path, i is a natural number, and n is the maximum number of main traffic flow paths. MaxPathCycle is the maximum limiting value of the sum of the equalized green light times of all the main traffic paths.8.一种疏解路口车流所需绿灯时间预测方法，其特征在于，包含下列步骤：8. A method for predicting the required green light time for relieving intersection traffic flow, is characterized in that, comprises the following steps:透过侦测一侦测区的车辆停等时间初始值，量测所需绿灯时间初始值；以及measure the initial value of the required green light time by detecting the initial value of the vehicle waiting time in a detection area; and透过连续两周期同一该侦测区的车辆停等时间增减值，得知所需绿灯时间增减值。Through the increase and decrease of the waiting time of vehicles in the same detection area for two consecutive periods, the increase and decrease of the required green light time can be obtained.9.根据权利要求8所述的疏解路口车流所需绿灯时间预测方法，其特征在于，透过侦测该侦测区的该车辆停等时间初始值，量测该所需绿灯时间初始值的步骤中，该车辆停等时间初始值与该所需绿灯时间初始值是满足下列条件：9. The method for predicting the green light time required to relieve traffic flow at an intersection according to claim 8, wherein the initial value of the required green light time is measured by detecting the initial value of the vehicle parking time in the detection area In the step, the initial value of the waiting time of the vehicle and the initial value of the required green light time meet the following conditions:$\mathrm{<span><span>g</span>g</span>}<span><span>=</span>=</span>\frac{{{\mathrm{<span><span>SW</span>SW</span>}}^{\mathrm{<span><span>2</span>2</span>}}}_{\mathrm{<span><span>10</span>10</span>}}}{{<span><span>(</span>(</span>{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>10</span>10</span>}}<span><span>-</span>-</span>{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>30</span>30</span>}}<span><span>)</span>)</span>}^{\mathrm{<span><span>2</span>2</span>}}}<span><span>+</span>+</span>\frac{\mathrm{<span><span>d</span>d</span>}}{{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>10</span>10</span>}}<span><span>-</span>-</span>{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>30</span>30</span>}}}<span><span>+</span>+</span>{\mathrm{<span><span>t</span>t</span>}}_{\mathrm{<span><span>1</span>1</span>}}<span><span>-</span>-</span><span><span>-</span>-</span><span><span>-</span>-</span><span><span>(</span>(</span>\mathrm{<span><span>1</span>1</span>}<span><span>)</span>)</span><span><span>;</span>;</span>$其中，g为该所需绿灯时间初始值，S为该车辆停等时间初始值，W₁₀为该疏解冲击波，W₃₀为该回堵冲击波，d为设置的该车辆侦测器至该群组路口的距离，t₁为侦测器感知车辆开始停车的时间点。Among them, g is the initial value of the required green light time, S is the initial value of the vehicle's parking time, W₁₀ is the unblocking shock wave, W₃₀ is the back-blocking shock wave, and d is the set vehicle detector to the group The intersection distance, t₁ is the time point when the detector senses that the vehicle starts to stop.10.根据权利要求9所述的疏解路口车流所需绿灯时间预测方法，其特征在于，透过连续两周期同一该侦测区的该车辆停等时间增减值，得知该所需绿灯时间增减值步骤中，该该车辆停等时间增减值与该所需绿灯时间增减值是满足下列条件：10. The method for predicting the required green light time for relieving traffic flow at an intersection according to claim 9, characterized in that the required green light time is obtained through the increase or decrease of the vehicle parking time in the same detection area for two consecutive cycles In the increment and decrement step, the increment and decrement value of the waiting time of the vehicle and the increment and decrement value of the required green light time are to meet the following conditions:$\mathrm{<span><span>\&Delta;g</span>\&Delta;g</span>}<span><span>=</span>=</span><span><span>[</span>[</span>{<span><span>(</span>(</span>\frac{{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>10</span>10</span>}}}{{\mathrm{<span><span>W</span>W</span>}}_{\mathrm{<span><span>31</span>31</span>}}}<span><span>)</span>)</span>}^{\mathrm{<span><span>2</span>2</span>}}<span><span>-</span>-</span>\mathrm{<span><span>1</span>1</span>}<span><span>]</span>]</span><span><span>\&times;</span>\&times;</span>\mathrm{<span><span>\&Delta;S</span>\&Delta;S</span>}<span><span>-</span>-</span><span><span>-</span>-</span><span><span>-</span>-</span><span><span>(</span>(</span>\mathrm{<span><span>2</span>2</span>}<span><span>)</span>)</span><span><span>;</span>;</span>$其中，Δg为该所需绿灯时间增减值，ΔS为该车辆停等时间增减值，W₁₀为该疏解冲击波，W₃₁为该到达冲击波，W₃₀为该回堵冲击波，d为设置的车辆侦测器至路口的距离，t₁为车辆侦测器侦测车辆开始停车的时间点。Among them, Δg is the increase or decrease value of the required green light time, ΔS is the increase or decrease value of the vehicle parking time, W₁₀ is the release shock wave, W₃₁ is the arrival shock wave, W₃₀ is the back-blocking shock wave, and d is the set The distance from the vehicle detector to the intersection,_t1 is the time point when the vehicle detector detects that the vehicle starts to stop.

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