CN105336183A - Traffic congestion control method and device based on road section passing capacity - Google Patents

Abstract

The invention discloses a traffic congestion control method and a traffic congestion control device based on road section passing capacity. The traffic congestion control method comprises the steps of: determining road section type of a road section according to vehicle storage capacity of the road section and cycle of the road section; pre-matching the passing capacity of an upstream intersection with the passing capacity of a downstream intersection of the road section when determining that the road section type of the road section is a short road section, and adjusting green light duration at each phase position of the upstream intersection of the road section according to the passing capacity of the downstream intersection of the road section when determining that the passing capacity of the upstream intersection is not matched with the passing capacity of the downstream intersection of the road section, wherein the adjusted passing capacity of the upstream intersection is matched with the passing capacity of the downstream intersection of the road section; determining a queuing length of the road section when determining that the road section type of the road section is a long road section, and adjusting the green light duration at each phase position of the upstream intersection of the road section according to the passing capacity of the downstream intersection of the road section when determining that the queuing length is greater than a threshold value; and controlling traffic at each phase position of the upstream intersection of the road section according to the adjusted green light duration.

Description

Traffic jam control method and device based on road section traffic capacity

Technical Field

The invention relates to the technical field of traffic control, in particular to a traffic jam control method and device based on road section traffic capacity.

Background

During the morning and evening rush hour of traffic, along with the continuous increase of the demand, a large number of road sections can be in a congestion state. The existing congestion control methods mainly include two categories: the first method is to improve the traffic capacity of the intersection by enlarging the period duration of the road section to relieve the congestion. However, the cycle time cannot be increased indefinitely, and when it is increased to a certain value, the effect of improving the passing ability becomes insignificant, and the vehicle delay and the number of times of parking are increased sharply. The second method is to block the green time of the relevant phase at the upstream of the congested road section to prevent queue overflow. The method can inhibit queuing in a real-time manner, but directly causes the increase of green light loss time, so that the traffic efficiency is correspondingly reduced, and therefore, the control effect of the existing method on congestion is always poor.

Disclosure of Invention

The embodiment of the invention provides a traffic jam control method and device based on road section traffic capacity, which are used for realizing traffic control according to the road section traffic capacity.

The embodiment of the invention provides a traffic jam control method based on road section traffic capacity, which comprises the following steps:

determining the traffic capacity of a straight-going phase of a downstream intersection of a road section and the traffic capacity of a left-turn phase of the downstream intersection of the road section, and determining the matched traffic capacity of the upstream intersection of the road section according to the traffic capacity of the straight-going phase of the downstream intersection of the road section and the traffic capacity of the left-turn phase of the downstream intersection of the road section;

determining the traffic capacity of the straight-going phase of the upstream intersection of the road section and the traffic capacity of the left-turn phase of the upstream intersection of the road section, and determining the traffic capacity adjustment quantity of the upstream intersection of the road section according to the matched traffic capacity, the traffic capacity of the straight-going phase of the upstream intersection of the road section and the traffic capacity of the left-turn phase of the upstream intersection of the road section;

determining the green light adjustment time length of the straight-going phase of the road section upstream intersection and the green light adjustment time length of the left-turning phase of the road section upstream intersection according to the traffic capacity adjustment quantity;

determining the green light time length after each phase adjustment of the upstream intersection of the road section according to the green light adjustment time length of the straight-going phase of the upstream intersection of the road section and the green light adjustment time length of the left-turning phase of the upstream intersection of the road section;

and controlling the traffic of the upstream intersection of the road section according to the green light time length of each phase of the upstream intersection of the road section after adjustment.

Preferably, before determining the matching capacity of the upstream intersection of the road section according to the capacity of the straight-going phase of the downstream intersection of the road section and the capacity of the left-turn phase of the downstream intersection of the road section, the method further includes:

and determining the type of the road section as a long road section according to the parking capacity of the road section and the number of the vehicles in the period of the road section, and determining that the queuing length of the road section is greater than a threshold value.

Preferably, before determining the matching capacity of the upstream intersection of the road section according to the capacity of the straight-going phase of the downstream intersection of the road section and the capacity of the left-turn phase of the downstream intersection of the road section, the method further includes:

if the type of the road section is determined to be a short-circuit section according to the parking capacity of the road section and the number of vehicles in the period of the road section, setting a coordination phase difference between an upstream intersection and a downstream intersection of the road section according to the length of the road section and the average speed of vehicles in the road section, and determining the duration of green light after pre-adjustment of each phase of the upstream intersection of the road section according to the queuing strength of each phase in the upstream intersection of the road section and the period duration of the downstream intersection of the road section;

and determining that the traffic capacities of the upstream intersection and the downstream intersection of the road section are not matched after controlling the traffic of the upstream intersection of the road section according to the coordination phase difference and the green light time length of each phase of the upstream intersection of the road section after being pre-adjusted.

Preferably, the determining the pre-adjusted green light duration of each phase at the road section upstream intersection according to the queuing strength of each phase at the road section upstream intersection and the cycle duration of the road section downstream intersection includes:

determining the pre-adjusted green light time length of the ith phase of the upstream intersection of the road section by the following formula:

$X_i^{\′}=\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{m}{\Σ}}{\mathrm{\β}}_k}\×(C_d-I)$

wherein, X'_iIndicating the pre-adjusted green time length of the ith phase of the upstream intersection of the road section, β_iRepresenting the queuing strength of the ith phase at the upstream crossing of the road section, m representing the number of phases contained in the upstream crossing of the road section, C_dAnd I represents the sum of the yellow light time and the full red time of the downstream crossing of the road section in one cycle time.

Preferably, the determining the green light adjustment time of the straight-going phase of the road section upstream intersection and the green light adjustment time of the left-turn phase of the road section upstream intersection according to the traffic capacity adjustment amount includes:

determining the green light adjustment time length of the straight-going phase of the road section upstream intersection according to the following formula:

${\mathrm{\ΔX}}_1=\frac{{\mathrm{\ΔQ}}_u\×C_u\×S_{u2}\×n_{d2}}{{S_{u1}}^2\×n_{d1}+{S_{u2}}^2}$

wherein, Δ X₁Indicating the green light adjustment duration, Δ Q, of the straight-ahead phase at the upstream intersection of said road section_uRepresents the traffic capacity adjustment, C_uRepresenting the cycle duration of an upstream crossing of said road section, S_u1Representing the saturation flow of straight-ahead phase at an upstream crossing of said road section, S_u2Representing the saturation flow, n, of the left-hand phase of an upstream crossing of said road section_d1Representing the number of lanes contained in the straight-going phase of the upstream crossing of the road section, n_d2Representing the number of lanes contained in the left-turn phase of the road section upstream intersection;

determining the green light adjustment time length of the left-turning phase of the road section upstream intersection according to the following formula:

${\mathrm{\ΔX}}_2=\frac{{\mathrm{\ΔQ}}_u\×C_u\×S_{u1}\×n_{d1}}{{S_{u1}}^2\×n_{d1}+{S_{u2}}^2}$

wherein, Δ X₂And indicating the green light adjustment time length of the left-turning phase of the road section upstream intersection.

Preferably, the determining the adjusted green light duration of each phase at the road section upstream intersection according to the green light adjustment duration of the straight-going phase at the road section upstream intersection and the green light adjustment duration of the left-turn phase at the road section upstream intersection includes:

determining the green light time length after the straight-going phase adjustment of the upstream crossing of the road section according to the green light adjustment time length of the straight-going phase of the upstream crossing of the road section, and determining the green light time length after the left-turning phase adjustment of the upstream crossing of the road section according to the green light adjustment time length of the left-turning phase of the upstream crossing of the road section;

determining the time length of the ith phase-adjusted green light of the upstream crossing of the road section except for the straight-going phase and the left-turning phase by the following method:

$G_{ui}^{\′}=G_{ui}-\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{j}{\Σ}}{\mathrm{\β}}_k}\×({\mathrm{\ΔX}}_1+{\mathrm{\ΔX}}_2)$

wherein, G'_uiIndicating the time length of the green light after the ith phase adjustment of the upstream intersection of the road section, G_uiIndicating the duration of green light before the ith phase adjustment at the intersection upstream of said road section, β_iThe queuing strength of the ith phase of the road junction on the road section is represented, and j represents the number of the phases contained in the road junction on the road section except for the straight-going phase and the left-turning phase.

The embodiment of the invention provides a traffic jam control device based on road section traffic capacity, which comprises:

the matching traffic capacity determining unit is used for determining the traffic capacity of the straight-going phase of the downstream crossing of the road section and the traffic capacity of the left-turn phase of the downstream crossing of the road section, and determining the matching traffic capacity of the upstream crossing of the road section according to the traffic capacity of the straight-going phase of the downstream crossing of the road section and the traffic capacity of the left-turn phase of the downstream crossing of the road section;

a traffic capacity adjustment quantity determining unit, configured to determine the traffic capacity of the straight-going phase of the upstream intersection of the road segment and the traffic capacity of the left-turn phase of the upstream intersection of the road segment, and determine the traffic capacity adjustment quantity of the upstream intersection of the road segment according to the matching traffic capacity, the traffic capacity of the straight-going phase of the upstream intersection of the road segment and the traffic capacity of the left-turn phase of the upstream intersection of the road segment;

a green light adjustment duration determining unit, configured to determine, according to the traffic capacity adjustment amount, a green light adjustment duration of a straight-going phase at the upstream intersection of the road segment and a green light adjustment duration of a left-turn phase at the upstream intersection of the road segment;

the green light time length determining unit is used for determining the green light time length after each phase adjustment of the road section upstream intersection according to the green light adjustment time length of the straight-going phase of the road section upstream intersection and the green light adjustment time length of the left-turn phase of the road section upstream intersection;

and the traffic control unit is used for controlling the traffic of the road section upstream intersection according to the green light time length after each phase of the road section upstream intersection is adjusted.

Preferably, the matching traffic capacity determining unit is further configured to:

and determining the type of the road section as a long road section according to the parking capacity of the road section and the number of the vehicles in the period of the road section, and determining that the queuing length of the road section is greater than a threshold value.

Preferably, the matching traffic capacity determining unit is further configured to:

if the type of the road section is determined to be a short-circuit section according to the parking capacity of the road section and the number of vehicles in the period of the road section, setting a coordination phase difference between an upstream intersection and a downstream intersection of the road section according to the length of the road section and the average speed of vehicles in the road section, and determining the duration of green light after pre-adjustment of each phase of the upstream intersection of the road section according to the queuing strength of each phase in the upstream intersection of the road section and the period duration of the downstream intersection of the road section;

and determining that the traffic capacities of the upstream intersection and the downstream intersection of the road section are not matched after controlling the traffic of the upstream intersection of the road section according to the coordination phase difference and the green light time length of each phase of the upstream intersection of the road section after being pre-adjusted.

Preferably, the matching traffic capacity determining unit is further configured to:

determining the pre-adjusted green light time length of the ith phase of the upstream intersection of the road section by the following formula:

$X_i^{\′}=\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{m}{\Σ}}{\mathrm{\β}}_k}\×(C_d-I)$

wherein, X'_iIndicating the pre-adjusted green time length of the ith phase of the upstream intersection of the road section, β_iRepresenting the queuing strength of the ith phase at the upstream crossing of the road section, m representing the number of phases contained in the upstream crossing of the road section, C_dAnd I represents the sum of the yellow light time and the full red time of the downstream crossing of the road section in one cycle time.

Preferably, the green light adjustment duration determining unit is specifically configured to:

determining the green light adjustment time length of the straight-going phase of the road section upstream intersection according to the following formula:

${\mathrm{\ΔX}}_1=\frac{{\mathrm{\ΔQ}}_u\×C_u\×S_{u2}\×n_{d2}}{{S_{u1}}^2\×n_{d1}+{S_{u2}}^2}$

wherein, Δ X₁Indicating the green light adjustment duration, Δ Q, of the straight-ahead phase at the upstream intersection of said road section_uRepresents the traffic capacity adjustment, C_uRepresenting the period of an intersection upstream of said road sectionDuration, S_u1Representing the saturation flow of straight-ahead phase at an upstream crossing of said road section, S_u2Representing the saturation flow, n, of the left-hand phase of an upstream crossing of said road section_d1Representing the number of lanes contained in the straight-going phase of the upstream crossing of the road section, n_d2Representing the number of lanes contained in the left-turn phase of the road section upstream intersection;

determining the green light adjustment time length of the left-turning phase of the road section upstream intersection according to the following formula:

${\mathrm{\ΔX}}_2=\frac{{\mathrm{\ΔQ}}_u\×C_u\×S_{u1}\×n_{d1}}{{S_{u1}}^2\×n_{d1}+{S_{u2}}^2}$

wherein, Δ X₂And indicating the green light adjustment time length of the left-turning phase of the road section upstream intersection.

Preferably, the green light duration determining unit is specifically configured to:

determining the green light time length after the straight-going phase adjustment of the upstream crossing of the road section according to the green light adjustment time length of the straight-going phase of the upstream crossing of the road section, and determining the green light time length after the left-turning phase adjustment of the upstream crossing of the road section according to the green light adjustment time length of the left-turning phase of the upstream crossing of the road section;

determining the time length of the ith phase-adjusted green light of the upstream crossing of the road section except for the straight-going phase and the left-turning phase by the following method:

$G_{ui}^{\′}=G_{ui}-\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{j}{\Σ}}{\mathrm{\β}}_k}\×({\mathrm{\ΔX}}_1+{\mathrm{\ΔX}}_2)$

wherein, G'_uiIndicating the time length of the green light after the ith phase adjustment of the upstream intersection of the road section, G_uiIndicating the duration of green light before the ith phase adjustment at the intersection upstream of said road section, β_iThe queuing strength of the ith phase of the road junction on the road section is represented, and j represents the number of the phases contained in the road junction on the road section except for the straight-going phase and the left-turning phase.

The embodiment of the invention has the following beneficial effects: the traffic capacity matching-based congestion road section coordination technology can respectively perform congestion coordination control of traffic capacity matching aiming at the problem that long and short road sections have difference in parking capacity on the basis of accurately judging the congestion state of the road section, fundamentally overcomes the defects of the traditional method in congestion control, achieves the purposes of inhibiting road section queuing and preventing overflow, and ensures good operation of the traffic state.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.

FIG. 1 is a schematic diagram of a cross-section detector layout according to an embodiment of the present invention;

fig. 2 is a schematic layout diagram of an electrical alarm detector according to an embodiment of the present invention;

fig. 3 is a schematic flow chart of a traffic congestion control method based on road section traffic capacity according to an embodiment of the present invention;

FIG. 4 is a schematic illustration of a road segment according to an embodiment of the present invention;

fig. 5 is a schematic structural diagram of a traffic congestion control device based on road section traffic capacity according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention clearer, the present invention will be described in further detail with reference to the accompanying drawings, and it is apparent that the described embodiments are only a part of the embodiments of the present invention, 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 the embodiment of the invention, when traffic control is carried out, traffic data in road sections need to be collected. Traffic data in road segments may be collected in a variety of ways.

For example, it is possible to arrange a section detector in a road section and to collect traffic data by the section detector. The profile detector may include a profile sensing detector and a profile overflow detector. The section sensing detector may be disposed at a position 30m from the stop line per lane. The traffic data collected by the section induction detector comprises the traffic flow and the saturation flow of the entrance way, and the collection interval of data output can be set to be once every 5 minutes. The section overflow detector is generally arranged on a lane on the inner side of the middle of a road and is 50-70 meters away from an upstream intersection of a road section, and the section overflow detector can detect whether the road section is in line for overflow or not so as to assist in judging the congestion state. Fig. 1 is a schematic diagram of a layout of a cross-section detector according to an embodiment of the present invention. In fig. 1, a section sensing detector 101 is disposed at a position 30m from a stop line of each lane, and a section overflow detector 102 is disposed at a position 50-70 m from an upstream intersection of a road section on one lane at an inner side of a middle of a road, and 2 lanes are disposed.

In the embodiment of the invention, the number plate and the passing time of each vehicle passing through the stop line on the entrance road in each direction at each intersection in the road section can be acquired through the electric alarm detector. Fig. 2 is a schematic diagram of an electrical alarm detector according to an embodiment of the present invention. In fig. 2, when the vehicle passes through the stop line, the electric alarm detector can shoot and identify the license plate number of the passing vehicle, and record the vehicle passing time when the vehicle passes through the stop line. And finally, traffic flow data such as the number of vehicles passing through each road section can be calculated by matching the license plate number of each vehicle acquired from upstream and downstream and the time of each vehicle passing through the stop line. For an unclosed road segment, i.e. a road segment with an entrance and an exit between an upstream intersection and a downstream intersection of the road segment, for example, a unit or a cell entrance and an exit exist in the road segment, the number of vehicles entering the road segment from the entrance and the exit between the upstream intersection and the downstream intersection of the road segment and the number of vehicles exiting the road segment need to be calculated.

For example, the number of incoming vehicles for an incoming road segment and the number of outgoing vehicles for an outgoing road segment may be determined by:

if a vehicle exits a road segment from an entrance between an upstream intersection and a downstream intersection of the road segment, the electric alarm detector of the upstream intersection of the road segment cannot detect the passing information of the vehicle, but the electric alarm detector of the downstream intersection of the road segment can detect the passing information of the vehicle. Similarly, if the electric alarm detector at the road section upstream intersection detects the passing information of the vehicle, but the electric alarm detector at the road section downstream intersection does not detect the passing information of the vehicle, the vehicle is judged to be the road section which is driven out from the entrance between the road section upstream intersection and the road section downstream intersection. It should be noted that, in order to prevent the vehicle with a large delay from being erroneously determined as a vehicle entering or exiting from the entrance/exit of the road segment, the vehicle information at the downstream intersection is generally matched with the vehicle information at the upstream intersection within a preset time period, which is determined by the maximum delay, and in general, the maximum delay between the upstream and downstream will not exceed 1 hour, so that it is recommended to take 1 hour within the preset time period. To sum up, within a period of time, the number of vehicles entering the entrance road section at the entrance and exit between the upstream intersection and the downstream intersection of the road section may be: counting the number of vehicles which are detected by the electric alarm detectors at the downstream intersections of the road section within one period of time and are not detected by the electric alarm detectors at the upstream intersections of the road section; within a period of time, the number of vehicles exiting from the entrance/exit road section between the upstream intersection and the downstream intersection of the road section may be: and counting the number of vehicles which are detected by the electric alarm detectors at the road section upstream intersection but not detected by the electric alarm detectors at the road section downstream intersection within one period.

For example, the average travel time through a vehicle in a road segment may be determined by:

the method comprises the steps of matching license plate numbers acquired from an upstream intersection and a downstream intersection of a road section, making a difference between the time when vehicles with the same license plate number pass through the downstream intersection and the time when the vehicles pass through the upstream intersection, obtaining the travel time of each vehicle in the road section, and carrying out averaging operation to obtain the average travel time of the vehicles passing through the road section. Before the averaging operation is carried out, unreasonable travel time can be eliminated.

Because some vehicles do not necessarily drive from the road section upstream intersection to the road section downstream intersection directly, and the vehicles stop at the roadside in the middle, and the like, the calculated travel time of the vehicles has great deviation, when the travel time of the vehicles driving from the road section upstream intersection to the road section downstream intersection is determined to be greater than the preset delay time, the travel time is determined to be an invalid value. The preset delay time is typically set to 1 hour. The specific value of the preset delay time can be determined according to the actual situation of the site.

In the embodiment of the invention, traffic control based on the road section passing capacity is generally carried out when the congestion of the road section is confirmed. The congestion of the road segment can be determined when the arrival rate of the intersection downstream of the road segment is determined to be greater than the traffic capacity of the road segment. How to determine the arrival rate of the downstream intersection and the traffic capacity of the road section will be described later, and will not be described herein again.

In the embodiment of the invention, the congestion of the road section can be determined when the bottleneck detector sends the congestion alarm. Of course, there are other ways to determine whether a road segment is congested, which is not limited in the embodiment of the present invention.

With reference to the above description, as shown in fig. 3, an embodiment of the present invention provides a schematic flow chart of a traffic congestion control method based on road segment traffic capacity, where the method includes:

step 301: determining the traffic capacity of a straight-going phase of a downstream intersection of a road section and the traffic capacity of a left-turn phase of the downstream intersection of the road section, and determining the matched traffic capacity of the upstream intersection of the road section according to the traffic capacity of the straight-going phase of the downstream intersection of the road section and the traffic capacity of the left-turn phase of the downstream intersection of the road section;

step 302: determining the traffic capacity of the straight-going phase of the upstream intersection of the road section and the traffic capacity of the left-turn phase of the upstream intersection of the road section, and determining the traffic capacity adjustment quantity of the upstream intersection of the road section according to the matched traffic capacity, the traffic capacity of the straight-going phase of the upstream intersection of the road section and the traffic capacity of the left-turn phase of the upstream intersection of the road section;

step 303: determining the green light adjustment time length of the straight-going phase of the road section upstream intersection and the green light adjustment time length of the left-turning phase of the road section upstream intersection according to the traffic capacity adjustment quantity;

step 304: determining the green light time length after each phase adjustment of the upstream intersection of the road section according to the green light adjustment time length of the straight-going phase of the upstream intersection of the road section and the green light adjustment time length of the left-turning phase of the upstream intersection of the road section;

step 305: and controlling the traffic of the upstream intersection of the road section according to the green light time length of each phase of the upstream intersection of the road section after adjustment.

Before step 301, it may also be necessary to determine the type of the road segment, and according to the different types of the road segments, different pre-processing is performed before step 301. As discussed in detail below.

Before step 301, it may be determined whether the road segment is congested, and if it is determined that the road segment is congested, a type of the road segment may be determined according to a parking capacity of the road segment and a periodic number of vehicles coming from the road segment. Specifically, if the parking capacity of the road section is determined to be larger than the number of the periodic incoming vehicles of the road section, the road section type of the road section is determined to be a long road section, and otherwise, the road section type of the road section is determined to be a short road section.

The parking capacity of the road section is the ratio of the length of the road section to the distance between the heads of the vehicles in the line. The distance between the heads of the preset queuing vehicles can be set according to actual conditions, and can be set to any value between 6 meters and 7 meters generally.

The periodic number of incoming vehicles of the road section can be calculated by the arrival rate. The arrival rate generally satisfies the following formula:

$q=\frac{60}{t}\×\underset{i=1}{\overset{m}{\Σ}}{N}_{ui}\mathrm{...}\left(1\right)$

wherein q is the arrival rate of the road section, t is the detection period of the detected traffic flow, N_uiAnd m represents the number of phases contained in the road section for the traffic flow of the ith phase of the road section in one detection period.

Fig. 4 is a schematic diagram of a road segment according to an embodiment of the present invention. In fig. 4, generally, the phases affecting the traffic flow on the road section include 6, where the phases affecting the number of incoming vehicles in a cycle are the straight-going phase, the left-turning phase and the right-turning phase of the upstream intersection, i.e. the phases indicated by the arrows in fig. 4 (i), (ii) and (iii). The phases affecting the number of vehicles in the cycle are the straight-going phase, the left-turning phase and the right-turning phase of the downstream crossing, i.e. the phases indicated by arrows in the figure 4. Because the right turning direction is usually not restricted by signal control and the number of vehicles is small, in the embodiment of the invention, only the straight-going phase and the left turning phase, namely the phases indicated by the arrows of (i), (ii), (iv) and (iv) in fig. 4, can be considered. Equation (1) can be simplified to the following equation:

$q=\frac{60}{t}\×(N_{u1}+N_{u2})\mathrm{...}\left(2\right)$

wherein N is_u1The traffic flow of the straight-going phase of the road section upstream intersection in one detection period is N_u2And the traffic flow of the left-turn phase of the road section upstream intersection in one detection period is obtained.

The periodic number of incoming vehicles of the road section can be calculated according to the following formula:

q_T＝q×C_u…………………………(3)

wherein q is_TRepresenting the number of periodic incoming vehicles, C, of said road section_uAnd representing the cycle time of the upstream intersection of the road section, wherein q is the arrival rate of the road section.

After the road section type of the road section is determined to be a long road section, judging whether the queuing length of the road section is larger than a threshold value, and if the queuing length of the road section is determined to be smaller than or equal to the threshold value, keeping the cycle time lengths of an upstream intersection and a downstream intersection of the road section unchanged.

Since the long road section has a certain parking capacity, in order to fully utilize the space of the road section, the steps 301 to 305 are executed only when the length of the queue of the road section is determined to be greater than the threshold value, and the threshold value needs to ensure that the queue of the road section does not overflow and can be set according to the actual situation. The threshold value is generally set to two thirds of the link length. The following describes the calculation method of the queue length.

In the embodiment of the present invention, the queuing length of the road segment may be determined in the following manner:

and determining the queuing length of each phase in the road section, and determining the queuing length of the phase with the longest queuing length as the queuing length of the road section. The queuing length of the ith phase can be determined according to the average parking times of the ith phase of the road section, and how to determine the queuing length according to the average parking times is described in detail below.

Firstly, determining the average parking times of each phase, in the embodiment of the invention, the average parking times of the ith phase of the road section can be determined by the following formula:

$\stackrel{\‾}{P_i}=\frac{\stackrel{\‾}{T_i}-\frac{l_i}{\stackrel{\‾}{v_i}}}{C_i}\mathrm{...}\left(4\right)$

wherein,represents an average number of stops of an ith phase of the road segment,an ith phase transit representing the road segmentAverage travel time of passing vehicle,/_iA link length representing an ith phase of the link,an average speed of travel, C, representing the vehicle in the i-th phase of said section without signal interference_iA cycle duration of an ith phase representing the road segment.

And step two, determining the queuing length of the ith phase of the road section according to the average parking times of the ith phase of the road section.

If it isThe vehicles are not stopped to pass, and the queuing length L of the vehicles in the ith phase of the road section_iIs zero.

If it isIt is indicated that some vehicles are in line in the ith phase of the road section and some vehicles are not in line, and the queuing length L of the vehicles in the ith phase of the road section can be determined by the following formula_i：

$L_i=\frac{{\stackrel{\‾}{P}}_i\×N_i^D\×h_s}{n}\mathrm{...}\left(5\right)$

Wherein:representing the number of passing vehicles, h, of the ith phase of the road section in the current acquisition interval_sRepresenting the head distance of the preset queued vehicles, and n representing the number of lanes contained in the ith phase of the road section. The data can be obtained by the coil detector, and the details are not repeated herein.

If it isThe queue length for the ith phase of the road segment may be determined by the following equation:

$L_i=\frac{N_i^D\×(\stackrel{\‾}{P_i}-z)+\underset{j=1}{\overset{z}{\Σ}}{N}_i^{D-j}}{n}\×h_s\mathrm{...}\left(6\right)$

wherein,representing the number of passing vehicles, h, in the ith phase of the road section in the jth acquisition interval preceding the current acquisition interval_sShowing the preset distance between the heads of the queued vehicles, indicating a rounding down operation.

According to the method, the queuing length of each phase of the road section can be determined, so that the queuing length of the road section can be determined.

How to determine the link type of the link as a short link before step 301 is described in detail below.

After the type of the road section is determined to be the short-circuit section, due to the fact that the short-circuit section is low in vehicle storage capacity, even though vehicles can completely pass in a period of time, the vehicles can overflow due to queuing of red light time, therefore congestion coordination of the short-circuit section is different from that of a long road section, firstly, a coordination phase difference between an upstream intersection and a downstream intersection of the road section needs to be set according to the length of the road section and the average speed of the vehicles in the road section, and the pre-adjusted green light time length of each phase of the upstream intersection of the road section is determined according to the queuing strength of each phase of the upstream intersection of the road section and the period; if it is determined that the traffic capacity of the upstream intersection and the downstream intersection of the road section is not matched after the traffic of the upstream intersection of the road section is controlled according to the coordination phase difference and the green light time length pre-adjusted by each phase of the upstream intersection of the road section, the processes from step 301 to step 305 need to be executed; otherwise, traffic control is directly carried out according to the coordination phase difference and the green light duration after each phase of the upstream intersection of the road section is pre-adjusted.

For example, if it is determined that the traffic capacities of the upstream intersection and the downstream intersection of the road section are different by a preset value, it is determined that the traffic capacities of the upstream intersection and the downstream intersection of the road section are not matched. The preset value can be determined according to actual conditions.

In the above process, the coordination phase difference is a difference value of the green light turn-on time of the coordination phase at the upstream and downstream intersections, and the coordination phase difference can be determined by the following formula

Wherein,represents the average speed of the vehicle travelling in the road section and/represents the length of the road section.

The following describes how to determine the pre-adjusted green light duration of each phase at the road section upstream junction according to the queuing strength of each phase at the road section upstream junction and the cycle duration of the road section downstream junction in detail.

Step one, determining the queuing strength of each phase of the upstream intersection of the road section.

The queue intensity for each phase is the ratio of the queue length for that phase to the length of the road segment on which that phase is located, therefore, the queue intensity β for the ith phase at the intersection upstream of the road segment can be determined in the following manner_i：

${\mathrm{\β}}_i=\frac{L_i}{l}\mathrm{...}\left(8\right)$

Wherein L is the length of the road section where the ith phase of the upstream intersection of the road section is located, and L_iAnd the queuing length of the ith phase of the upstream intersection of the road section is obtained.

If m phases coexist at the upstream intersection, the green light time length after each phase is pre-adjusted is X'₁、X′₂、…、X′_mThen, the green duration after each phase pre-adjustment needs to satisfy the following ratio:

X′₁:X′₂:…:X′_m＝β₁:β₂:…:β_m…………………………(9)

step two, combining the formula (8) and the formula (9), obtaining a formula (10), so that the pre-adjusted green light duration of the ith phase at the upstream intersection of the road section can be determined through the formula (10):

$X_i^{\′}=\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{m}{\Σ}}{\mathrm{\β}}_k}\×(C_d-I)\mathrm{...}\left(10\right)$

wherein, X'_iIndicating the pre-adjusted green time length of the ith phase of the upstream intersection of the road section, β_iRepresenting the queuing strength of the ith phase of the upstream intersection of the road section, and m represents the roadNumber of phases, C, contained in the upstream junction of the segment_dAnd I represents the sum of the yellow light time and the full red time of the downstream crossing of the road section in one cycle time.

And after the coordination phase difference and the green light duration of each phase preset at the upstream intersection of the road section are determined, controlling the traffic at the upstream intersection of the road section, and if the traffic capacities of the upstream intersection and the downstream intersection of the road section are not matched, executing the steps 301 to 305.

Wherein the throughput Q of a phase can be calculated in the following manner_d：

$Q_d=\frac{S_d\×(G_d+Y-\mathrm{\μ})\×n_d}{C_d^{\′}}\mathrm{...}\left(11\right)$

Wherein, C'_dRepresents the period duration, n, of the intersection corresponding to the phase_dIndicating the number of lanes, S, included in the phase_dThe saturated flow corresponding to the phase can be obtained by actual detection of a coil detector, Y represents the yellow lamp time corresponding to the phase, and G_dThe duration of the green light corresponding to the phase is shown, and mu represents the sum of the loss time before the green light and the loss time after the green light corresponding to the phase, and 7s is generally recommended.

In the embodiment of the invention, the traffic capacity of the upstream intersection of the road section is the sum of the traffic capacities of all relevant phases corresponding to the upstream intersection. Specifically, in the embodiment of the present invention, the traffic capacity of the upstream intersection of the road section may be the sum of the traffic capacity of the straight-going phase of the upstream intersection and the traffic capacity of the left-turn phase of the upstream intersection. Correspondingly, in the embodiment of the invention, the traffic capacity of the downstream intersection of the road section is the sum of the traffic capacities of all relevant phases corresponding to the downstream intersection. Specifically, in the embodiment of the present invention, the traffic capacity of the upstream intersection of the road section may be the sum of the traffic capacity of the straight-going phase of the upstream intersection and the traffic capacity of the left-turn phase of the upstream intersection.

For example, referring to fig. 4, in the embodiment of the present invention, the traffic capacity of the intersection on the upstream road segment is the sum of the traffic capacities of the phases shown by the arrows (i) and (ii) in fig. 4. The traffic capacity of the downstream intersection of the road section is the sum of the traffic capacities of the phases shown by arrows (r) and (v) in the figure 4.

By calculating the traffic capacities of the upstream intersection and the downstream intersection of the road section, whether the traffic capacities of the upstream intersection and the downstream intersection of the road section are matched or not can be determined.

For example, if it is determined that the traffic capacities of the upstream intersection and the downstream intersection of the road section are different by a preset value, it is determined that the traffic capacities of the upstream intersection and the downstream intersection of the road section are not matched. The preset value can be determined according to actual conditions.

In step 301, the straight-going phase passing capacity Q of the downstream intersection of the road section can be determined according to the formula (11)_d1The traffic capacity Q of the left-turn phase of the downstream intersection of the road section_d2。

The traffic capacity Q of the straight-going phase of the downstream crossing of the road section_d1The traffic capacity Q of the left-turn phase of the downstream intersection of the road section_d2Different from the prior road, influenced by the straight-going phase diversion coefficient of the upstream road junction and the left-turning phase diversion coefficient of the upstream road junction according to Q_d1、Q_d2Obtained matched passage capacity Q'_uAnd are different from each other. In order to simultaneously ensure the coordinated control effect of straight going and left turning, the matching traffic capacity Q 'of the road section upstream intersection can be determined according to the traffic capacity of the straight going phase of the road section downstream intersection and the traffic capacity of the left turning phase of the road section downstream intersection by the following method'_u：

$Q_u^{\′}=min(\frac{Q_{d1}}{{\mathrm{\λ}}_1},\frac{Q_{d2}}{{\mathrm{\λ}}_2})\mathrm{...}\left(12\right)$

Wherein: lambda [ alpha ]₁For straight-ahead phase splitting coefficient, lambda, at upstream crossing₂The value of the left-turn phase shunting coefficient of the upstream intersection can be obtained by carrying out statistical analysis on the traffic flow detected by the coil.

For example, if the traffic flow of the straight-going phase of the upstream intersection in the peak period is detected as a, and the traffic flow of the left-turning phase of the upstream intersection in the peak period is detected as B, λ can be determined in the following manner₁And λ₂：

${\mathrm{\λ}}_1=\frac{A}{A+B}\mathrm{...}\left(13\right)$

${\mathrm{\λ}}_2=\frac{B}{A+B}\mathrm{...}\left(14\right)$

In step 302, the straight-going phase passing capacity Q of the intersection on the road section can be determined according to the formula (11)_u1The traffic capacity Q of the left-turn phase of the upstream intersection of the road section_u2。

The traffic capacity adjustment quantity delta Q of the road section upstream intersection can be determined according to the matching traffic capacity, the traffic capacity of the straight-going phase of the road section upstream intersection and the traffic capacity of the left-turning phase of the road section upstream intersection_u：

ΔQ_u＝Q_u1+Q_u2+q_Into-q_{Go out}-Q′_u…………………………(15)

Wherein q is_IntoThe value of (1) is the counted number of vehicles detected by the electric alarm detector at the road section downstream crossing in one period duration, but not detected by the electric alarm detector at the road section upstream crossing; q. q.s_{Go out}The value of (a) is the counted number of vehicles detected by the electric alarm detector at the road section upstream intersection but not detected by the electric alarm detector at the road section downstream intersection within one cycle time. When the road section is a closed road section, namely an entrance and an exit do not exist between an upstream intersection and a downstream intersection of the road section, q is_IntoAnd q is_{Go out}Can take 0.

In step 303, after determining the traffic capacity adjustment amount of the road section upstream intersection, the green light adjustment duration of the straight-going phase of the road section upstream intersection may be determined according to the following formula:

${\mathrm{\ΔX}}_1=\frac{{\mathrm{\ΔQ}}_u\×C_u\×S_{u2}\×n_{d2}}{{S_{u1}}^2\×n_{d1}+{S_{u2}}^2}\mathrm{...}\left(16\right)$

wherein, Δ X₁Indicating the green light adjustment duration, Δ Q, of the straight-ahead phase at the upstream intersection of said road section_uRepresents the traffic capacity adjustment, C_uRepresenting the cycle duration of an upstream crossing of said road section, S_u1Representing the saturation flow of straight-ahead phase at an upstream crossing of said road section, S_u2Representing the saturation flow, n, of the left-hand phase of an upstream crossing of said road section_d1Indicating the road upstream of said sectionNumber of lanes, n, included in the straight-ahead phase_d2Representing the number of lanes contained in the left-turn phase of the road section upstream intersection;

determining the green light adjustment time length of the left-turning phase of the road section upstream intersection according to the following formula:

$M_2=\frac{{\mathrm{\ΔQ}}_u\×C_u\×s_{u1}\×n_{d1}}{{S_{u1}}^2\×n_{d1}+{S_{u2}}^2}\mathrm{...}\left(17\right)$

wherein, Δ X₂And indicating the green light adjustment time length of the left-turning phase of the road section upstream intersection.

How formula (16) and formula (17) are determined is described in detail below.

Firstly, the methodEstablishing an upstream traffic capacity adjustment Δ Q_uThe established relationship can match the traffic capacities of the upstream intersection and the downstream intersection according to the corresponding relationship between the time length of the straight-going phase green light adjustment of the upstream intersection of the road section and the time length of the left-turn phase green light adjustment of the upstream intersection of the road section, and the established corresponding relationship is as follows:

${\mathrm{\ΔQ}}_u=\frac{S_{u1}\×{\mathrm{\ΔX}}_1\×n_{u1}}{C_u}+\frac{S_{u2}\×{\mathrm{\ΔX}}_1\×n_{u2}}{C_u}\mathrm{...}\left(18\right)$

in addition, in order to ensure the reasonableness of the adjusted green duration, a phase which has a greater influence on the road vehicles at the upstream side should be assigned a greater adjustment duration, i.e., Δ X₁、ΔX₂Degree α of influence on road section traffic₁、α₂In direct proportion, namely:

$\frac{{\mathrm{\ΔX}}_1}{{\mathrm{\ΔX}}_2}=\frac{{\mathrm{\α}}_1}{{\mathrm{\α}}_2}\mathrm{...}\left(19\right)$

α₁、α₂at the same time, the following formula needs to be satisfied:

$\frac{{\mathrm{\α}}_1}{{\mathrm{\α}}_2}=\frac{Q_{u1}}{Q_{u1}}=\frac{S_{u1}\×n_{u1}}{S_{u2}\×n_{d2}}\mathrm{...}\left(20\right)$

and finally, solving by combining the formula (18), the formula (19) and the formula (20) to obtain a formula (16) and a formula (17).

In step 304, the green light time length after the straight-going phase adjustment of the road section upstream intersection is determined according to the green light adjustment time length of the straight-going phase of the road section upstream intersection, and then the green light time length after the left-turn phase adjustment of the road section upstream intersection is determined according to the green light adjustment time length of the left-turn phase of the road section upstream intersection.

The green light duration after determining the straight-ahead phase adjustment of the upstream intersection of the road section can be the following formula:

G′_u1＝G_u1-ΔX₁…………………………(21)

wherein, G'_u1The green light time length G after the straight-going phase adjustment of the road section upstream intersection_u1And adjusting the green light time before the straight-going phase of the upstream crossing of the road section.

Determining the green light duration after the left-turn phase adjustment at the upstream intersection of the road section can be represented by the following formula:

G′_u2＝G_u2-ΔX₂…………………………(22)

wherein, G'_u2The green light time length G after the left turn phase adjustment of the road section upstream intersection_u2And adjusting the duration of the green light before the left-turn phase of the road section upstream intersection.

Finally, determining the duration of the green light after the ith phase adjustment of the phases of the upstream crossing of the road section except for the straight-going phase and the left-turning phase by the following method:

$G_{ui}^{\′}=G_{ui}-\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{j}{\Σ}}{\mathrm{\β}}_k}\×({\mathrm{\ΔX}}_1+{\mathrm{\ΔX}}_2)\mathrm{...}\left(23\right)$

wherein, G'_uiIndicating the time length of the green light after the ith phase adjustment of the upstream intersection of the road section, G_uiIndicating the duration of green light before the ith phase adjustment at the intersection upstream of said road section, β_iThe queuing strength of the ith phase of the road junction on the road section is represented, and j represents the number of the phases contained in the road junction on the road section except for the straight-going phase and the left-turning phase. The method for determining the queuing strength of the ith phase at the upstream intersection of the road section can refer to formula (8), and details are not repeated here.

Finally, in step 305, controlling the traffic of the road section upstream intersection according to the green light time length after each phase adjustment of the road section upstream intersection.

Based on the same technical concept, the embodiment of the invention also provides a traffic jam control device based on the road section traffic capacity, and the device can execute the method embodiment.

As shown in fig. 5, a traffic congestion control device based on road section traffic capacity according to an embodiment of the present invention includes:

a matching passing capacity determining unit 501, configured to determine a passing capacity of a straight-going phase of a downstream intersection of a road segment and a passing capacity of a left-turn phase of the downstream intersection of the road segment, and determine a matching passing capacity of an upstream intersection of the road segment according to the passing capacity of the straight-going phase of the downstream intersection of the road segment and the passing capacity of the left-turn phase of the downstream intersection of the road segment;

a traffic capacity adjustment amount determining unit 502, configured to determine a traffic capacity of a straight-going phase of the upstream intersection of the road segment and a traffic capacity of a left-turn phase of the upstream intersection of the road segment, and determine a traffic capacity adjustment amount of the upstream intersection of the road segment according to the matching traffic capacity, the traffic capacity of the straight-going phase of the upstream intersection of the road segment and the traffic capacity of the left-turn phase of the upstream intersection of the road segment;

a green light adjustment duration determining unit 503, configured to determine, according to the traffic capacity adjustment amount, a green light adjustment duration of a straight-going phase at the upstream intersection of the road segment and a green light adjustment duration of a left-turn phase at the upstream intersection of the road segment;

a green light time length determining unit 504, configured to determine a green light time length after each phase adjustment at the upstream intersection of the road segment according to a green light adjustment time length of a straight-going phase at the upstream intersection of the road segment and a green light adjustment time length of a left-turn phase at the upstream intersection of the road segment;

and a traffic control unit 505, configured to control traffic at the road section upstream intersection according to the green light time length after each phase adjustment at the road section upstream intersection.

Preferably, the matching passing capacity determining unit 501 is further configured to:

and determining the type of the road section as a long road section according to the parking capacity of the road section and the number of the vehicles in the period of the road section, and determining that the queuing length of the road section is greater than a threshold value.

Preferably, the matching passing capacity determining unit 501 is further configured to:

if the type of the road section is determined to be a short-circuit section according to the parking capacity of the road section and the number of vehicles in the period of the road section, setting a coordination phase difference between an upstream intersection and a downstream intersection of the road section according to the length of the road section and the average speed of vehicles in the road section, and determining the duration of green light after pre-adjustment of each phase of the upstream intersection of the road section according to the queuing strength of each phase in the upstream intersection of the road section and the period duration of the downstream intersection of the road section;

and determining that the traffic capacities of the upstream intersection and the downstream intersection of the road section are not matched after controlling the traffic of the upstream intersection of the road section according to the coordination phase difference and the green light time length of each phase of the upstream intersection of the road section after being pre-adjusted.

Preferably, the matching passing capacity determining unit 501 is further configured to:

determining the pre-adjusted green light time length of the ith phase of the upstream intersection of the road section by the following formula:

$X_i^{\′}=\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{m}{\Σ}}{\mathrm{\β}}_k}\×(C_d-I)$

wherein, X'_iIndicating the pre-adjusted green time length of the ith phase of the upstream intersection of the road section, β_iIndicating the queuing strength of the ith phase of the intersection on the road section,m represents the number of phases contained in an upstream crossing of said section, C_dAnd I represents the sum of the yellow light time and the full red time of the downstream crossing of the road section in one cycle time.

Preferably, the green light adjustment duration determining unit 503 is specifically configured to:

determining the green light adjustment time length of the straight-going phase of the road section upstream intersection according to the following formula:

${\mathrm{\ΔX}}_1=\frac{{\mathrm{\ΔQ}}_u\×C_u\×S_{u2}\×n_{d2}}{{S_{u1}}^2\×n_{d1}+{S_{u2}}^2}$

wherein, Δ X₁Indicating the green light adjustment duration, Δ Q, of the straight-ahead phase at the upstream intersection of said road section_uRepresents the aboveTraffic capacity adjustment, C_uRepresenting the cycle duration of an upstream crossing of said road section, S_u1Representing the saturation flow of straight-ahead phase at an upstream crossing of said road section, S_u2Representing the saturation flow, n, of the left-hand phase of an upstream crossing of said road section_d1Representing the number of lanes contained in the straight-going phase of the upstream crossing of the road section, n_d2Representing the number of lanes contained in the left-turn phase of the road section upstream intersection;

determining the green light adjustment time length of the left-turning phase of the road section upstream intersection according to the following formula:

${\mathrm{\ΔX}}_2=\frac{{\mathrm{\ΔQ}}_u\×C_u\×S_{u1}\×n_{d1}}{{S_{u1}}^2\×n_{d1}+{S_{u2}}^2}$

wherein, Δ X₂Green light for indicating left-turning phase of road section upstream crossingThe duration is adjusted.

Preferably, the green light duration determining unit 504 is specifically configured to:

determining the green light time length after the straight-going phase adjustment of the upstream crossing of the road section according to the green light adjustment time length of the straight-going phase of the upstream crossing of the road section, and determining the green light time length after the left-turning phase adjustment of the upstream crossing of the road section according to the green light adjustment time length of the left-turning phase of the upstream crossing of the road section;

determining the time length of the ith phase-adjusted green light of the upstream crossing of the road section except for the straight-going phase and the left-turning phase by the following method:

$G_{ui}^{\′}=G_{ui}-\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{j}{\Σ}}{\mathrm{\β}}_k}\×({\mathrm{\ΔX}}_1+{\mathrm{\ΔX}}_2)$

wherein, G'_uiIndicating the time length of the green light after the ith phase adjustment of the upstream intersection of the road section, G_uiIndicating the duration of green light before the ith phase adjustment at the intersection upstream of said road section, β_iRepresenting the queuing strength of the ith phase of the upstream intersection of the road section, and j represents the position on the road sectionThe number of phases the trip gate contains in addition to the straight going phase and the left turn phase.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the invention.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the scope of the invention. Thus, it is intended that the present invention cover the modifications and variations of this invention provided they come within the scope of the appended claims.

Claims (12)

1. A traffic jam control method based on road section traffic capacity is characterized by comprising the following steps:

determining the traffic capacity of a straight-going phase of a downstream intersection of a road section and the traffic capacity of a left-turn phase of the downstream intersection of the road section, and determining the matched traffic capacity of the upstream intersection of the road section according to the traffic capacity of the straight-going phase of the downstream intersection of the road section and the traffic capacity of the left-turn phase of the downstream intersection of the road section;

determining the traffic capacity of the straight-going phase of the upstream intersection of the road section and the traffic capacity of the left-turn phase of the upstream intersection of the road section, and determining the traffic capacity adjustment quantity of the upstream intersection of the road section according to the matched traffic capacity, the traffic capacity of the straight-going phase of the upstream intersection of the road section and the traffic capacity of the left-turn phase of the upstream intersection of the road section;

determining the green light adjustment time length of the straight-going phase of the road section upstream intersection and the green light adjustment time length of the left-turning phase of the road section upstream intersection according to the traffic capacity adjustment quantity;

determining the green light time length after each phase adjustment of the upstream intersection of the road section according to the green light adjustment time length of the straight-going phase of the upstream intersection of the road section and the green light adjustment time length of the left-turning phase of the upstream intersection of the road section;

and controlling the traffic of the upstream intersection of the road section according to the green light time length of each phase of the upstream intersection of the road section after adjustment.

2. The method of claim 1, wherein before determining the matching capacity of the junction upstream of the road segment based on the capacity of the junction downstream of the road segment for the straight-through phase and the capacity of the junction downstream of the road segment for the left-turn phase, further comprising:

and determining the type of the road section as a long road section according to the parking capacity of the road section and the number of the vehicles in the period of the road section, and determining that the queuing length of the road section is greater than a threshold value.

3. The method of claim 1, wherein before determining the matching capacity of the junction upstream of the road segment based on the capacity of the junction downstream of the road segment for the straight-through phase and the capacity of the junction downstream of the road segment for the left-turn phase, further comprising:

if the type of the road section is determined to be a short-circuit section according to the parking capacity of the road section and the number of vehicles in the period of the road section, setting a coordination phase difference between an upstream intersection and a downstream intersection of the road section according to the length of the road section and the average speed of vehicles in the road section, and determining the duration of green light after pre-adjustment of each phase of the upstream intersection of the road section according to the queuing strength of each phase in the upstream intersection of the road section and the period duration of the downstream intersection of the road section;

and determining that the traffic capacities of the upstream intersection and the downstream intersection of the road section are not matched after controlling the traffic of the upstream intersection of the road section according to the coordination phase difference and the green light time length of each phase of the upstream intersection of the road section after being pre-adjusted.

4. The method of claim 3, wherein determining the pre-adjusted green light duration for each phase at the junction upstream of the road segment based on the queue intensity for each phase at the junction upstream of the road segment and the cycle duration for the junction downstream of the road segment comprises:

determining the pre-adjusted green light time length of the ith phase of the upstream intersection of the road section by the following formula:

$X_i^{\′}=\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{m}{\Σ}}{\mathrm{\β}}_k}\×(C_d-I)$

wherein, X'_iIndicating the pre-adjusted green time length of the ith phase of the upstream intersection of the road section, β_iRepresenting the queuing strength of the ith phase at the upstream crossing of the road section, m representing the number of phases contained in the upstream crossing of the road section, C_dThe periodic time length of the downstream crossing of the road section is represented, and I represents the yellow light time length and the full red of the downstream crossing of the road section in one periodic time lengthThe sum of the times.

5. The method according to any one of claims 1 to 4, wherein the determining the green light adjustment duration of the straight-going phase of the intersection on the road section and the green light adjustment duration of the left-turning phase of the intersection on the road section according to the traffic capacity adjustment amount comprises:

determining the green light adjustment time length of the straight-going phase of the road section upstream intersection according to the following formula:

${\mathrm{\ΔX}}_1=\frac{{\mathrm{\ΔQ}}_u\×C_u\×S_{u2}\×n_{d2}}{{S_{u1}}^2\×n_{d1}+{S_{u2}}^2}$

wherein, △ X₁Indicating the green light adjustment duration of the straight-ahead phase at the crossing upstream of said road section, △ Q_uRepresents the traffic capacity adjustment, C_uRepresenting the cycle duration of an upstream crossing of said road section, S_u1Representing the saturation flow of straight-ahead phase at an upstream crossing of said road section, S_u2Representing the saturation flow, n, of the left-hand phase of an upstream crossing of said road section_d1Representing the number of lanes contained in the straight-going phase of the upstream crossing of the road section, n_d2Representing the number of lanes contained in the left-turn phase of the road section upstream intersection;

determining the green light adjustment time length of the left-turning phase of the road section upstream intersection according to the following formula:

${\mathrm{\ΔX}}_2=\frac{{\mathrm{\ΔQ}}_u\×C_u\×S_{u1}\×n_{d1}}{{S_{u1}}^2\×n_{d1}+{S_{u2}}^2}$

wherein, △ X₂And indicating the green light adjustment time length of the left-turning phase of the road section upstream intersection.

6. The method of any one of claims 1 to 4, wherein determining the duration of each phase-adjusted green light for the road segment upstream junction based on the duration of the green light adjustment for the straight-ahead phase of the road segment upstream junction and the duration of the green light adjustment for the left-turn phase of the road segment upstream junction comprises:

determining the green light time length after the straight-going phase adjustment of the upstream crossing of the road section according to the green light adjustment time length of the straight-going phase of the upstream crossing of the road section, and determining the green light time length after the left-turning phase adjustment of the upstream crossing of the road section according to the green light adjustment time length of the left-turning phase of the upstream crossing of the road section;

determining the time length of the ith phase-adjusted green light of the upstream crossing of the road section except for the straight-going phase and the left-turning phase by the following method:

$G_{ui}^{\′}=G_{ui}-\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{j}{\Σ}}{\mathrm{\β}}_k}\×\left({\mathrm{\ΔX}}_1+{\mathrm{\ΔX}}_2\right)$

wherein, G'_uiIndicating the time length of the green light after the ith phase adjustment of the upstream intersection of the road section, G_uiIndicating the ith phase of an upstream intersection of the road sectionDuration of green light before adjustment, β_iThe queuing strength of the ith phase of the road junction on the road section is represented, and j represents the number of the phases contained in the road junction on the road section except for the straight-going phase and the left-turning phase.

7. A traffic jam control device based on road section traffic capacity is characterized by comprising:

the matching traffic capacity determining unit is used for determining the traffic capacity of the straight-going phase of the downstream crossing of the road section and the traffic capacity of the left-turn phase of the downstream crossing of the road section, and determining the matching traffic capacity of the upstream crossing of the road section according to the traffic capacity of the straight-going phase of the downstream crossing of the road section and the traffic capacity of the left-turn phase of the downstream crossing of the road section;

a traffic capacity adjustment quantity determining unit, configured to determine the traffic capacity of the straight-going phase of the upstream intersection of the road segment and the traffic capacity of the left-turn phase of the upstream intersection of the road segment, and determine the traffic capacity adjustment quantity of the upstream intersection of the road segment according to the matching traffic capacity, the traffic capacity of the straight-going phase of the upstream intersection of the road segment and the traffic capacity of the left-turn phase of the upstream intersection of the road segment;

a green light adjustment duration determining unit, configured to determine, according to the traffic capacity adjustment amount, a green light adjustment duration of a straight-going phase at the upstream intersection of the road segment and a green light adjustment duration of a left-turn phase at the upstream intersection of the road segment;

the green light time length determining unit is used for determining the green light time length after each phase adjustment of the road section upstream intersection according to the green light adjustment time length of the straight-going phase of the road section upstream intersection and the green light adjustment time length of the left-turn phase of the road section upstream intersection;

and the traffic control unit is used for controlling the traffic of the road section upstream intersection according to the green light time length after each phase of the road section upstream intersection is adjusted.

8. The apparatus of claim 7, wherein the matching capacity determination unit is further to:

and determining the type of the road section as a long road section according to the parking capacity of the road section and the number of the vehicles in the period of the road section, and determining that the queuing length of the road section is greater than a threshold value.

9. The apparatus of claim 7, wherein the matching capacity determination unit is further to:

if the type of the road section is determined to be a short-circuit section according to the parking capacity of the road section and the number of vehicles in the period of the road section, setting a coordination phase difference between an upstream intersection and a downstream intersection of the road section according to the length of the road section and the average speed of vehicles in the road section, and determining the duration of green light after pre-adjustment of each phase of the upstream intersection of the road section according to the queuing strength of each phase in the upstream intersection of the road section and the period duration of the downstream intersection of the road section;

and determining that the traffic capacities of the upstream intersection and the downstream intersection of the road section are not matched after controlling the traffic of the upstream intersection of the road section according to the coordination phase difference and the green light time length of each phase of the upstream intersection of the road section after being pre-adjusted.

10. The apparatus of claim 9, wherein the matching capacity determination unit is further to:

determining the pre-adjusted green light time length of the ith phase of the upstream intersection of the road section by the following formula:

$X_i^{\′}=\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{m}{\Σ}}{\mathrm{\β}}_k}\×(C_d-I)$

wherein, X'_iIndicating the pre-adjusted green time length of the ith phase of the upstream intersection of the road section, β_iRepresenting the queuing strength of the ith phase at the upstream crossing of the road section, m representing the number of phases contained in the upstream crossing of the road section, C_dAnd I represents the sum of the yellow light time and the full red time of the downstream crossing of the road section in one cycle time.

11. The apparatus according to any one of claims 7 to 10, wherein the green light adjustment duration determination unit is specifically configured to:

determining the green light adjustment time length of the straight-going phase of the road section upstream intersection according to the following formula:

wherein, △ X₁Indicating the green light adjustment duration of the straight-ahead phase at the crossing upstream of said road section, △ Q_uRepresents the traffic capacity adjustment, C_uRepresenting the cycle duration of an upstream crossing of said road section, S_u1Representing the saturation flow of straight-ahead phase at an upstream crossing of said road section, S_u2Representing the saturation flow, n, of the left-hand phase of an upstream crossing of said road section_d1Representing the number of lanes contained in the straight-going phase of the upstream crossing of the road section, n_d2Representing the number of lanes contained in the left-turn phase of the road section upstream intersection;

determining the green light adjustment time length of the left-turning phase of the road section upstream intersection according to the following formula:

${\mathrm{\ΔX}}_2=\frac{{\mathrm{\ΔQ}}_u\×C_u\×S_{u1}\×n_{d1}}{{S_{u1}}^2\×n_{d1}+{S_{u2}}^2}$

wherein, △ X₂And indicating the green light adjustment time length of the left-turning phase of the road section upstream intersection.

12. The apparatus according to any one of claims 7 to 10, wherein the green light duration determination unit is specifically configured to:

determining the green light time length after the straight-going phase adjustment of the upstream crossing of the road section according to the green light adjustment time length of the straight-going phase of the upstream crossing of the road section, and determining the green light time length after the left-turning phase adjustment of the upstream crossing of the road section according to the green light adjustment time length of the left-turning phase of the upstream crossing of the road section;

determining the time length of the ith phase-adjusted green light of the upstream crossing of the road section except for the straight-going phase and the left-turning phase by the following method:

$G_{ui}^{\′}=G_{ui}-\frac{{\mathrm{\β}}_i}{\underset{k=1}{\overset{j}{\Σ}}{\mathrm{\β}}_k}\×\left({\mathrm{\ΔX}}_1+{\mathrm{\ΔX}}_2\right)$

wherein, G'_uiIndicating the time length of the green light after the ith phase adjustment of the upstream intersection of the road section, G_uiIndicating the duration of green light before the ith phase adjustment at the intersection upstream of said road section, β_iThe queuing strength of the ith phase of the road junction on the road section is represented, and j represents the number of the phases contained in the road junction on the road section except for the straight-going phase and the left-turning phase.