TWM613679U - New generation two-way interactive traffic control management system - Google Patents

Abstract

A new-generation two-way interactive traffic control management system, including: a traffic road network information system, an urban traffic control subsystem, and a pedestrian and vehicle navigation subsystem. The traffic road network information system is used to form real-time traffic information on multiple road sections in the urban traffic control road network. The urban traffic control subsystem calculates a real-time best signal time system plan for each intersection based on real-time traffic information of multiple road sections. The pedestrian navigation subsystem is based on the pedestrian traffic information, real-time traffic information of multiple road sections, and the real-time best signal timing plan for each intersection produced by the urban traffic control subsystem to calculate a real-time best route for driving Plan and transmit the real-time best route plan to a pedestrian's mobile device or roadside facility.

Description

New generation two-way interactive traffic control management system

This creation is about an urban traffic signal control system, especially a new-generation two-way interactive traffic control management system that covers the navigation function of pedestrians and vehicles.

In order to effectively carry out road traffic management in any modern city, to improve the operational efficiency of the traffic road network, and to protect the traffic safety of passers-by, a computerized traffic signal control system covering the overall urban road network (hereinafter referred to as Metropolitan Traffic Control System).

The current urban traffic control system usually consists of a traffic control center equipped with a main control computer, arithmetic computer, peripheral devices and electronic map boards, and various vehicle detectors widely installed on various road sections or intersections outside. It is composed of a signal controller, a signal lamp holder and a light box installed at the intersection through a data communication system.

The generation of intersection signal timing decision-making is to transmit traffic flow information on each road section in the road network through the vehicle detectors all over the road section or at the intersection, and then through the analysis and calculation process of the traffic control center or the regional main control computer , Can generate the real-time signal timing plan for each intersection in the road network, and then use the data communication system to send it back to the signal controller installed at the intersection, and then drive the operation of the three-color signal to control the intersection The flow of traffic stops.

However, in each section or intersection of the urban traffic control system, vehicle detectors must be installed throughout to grasp the traffic dynamics of the road network. These vehicle detectors are not only numerous, but also costly to build. Its daily operation, adjustment, and maintenance are all expensive, which creates a heavy urban financial burden.

In addition, passers-by often use navigation software or route guidance software as a path planning tool to reach the destination. However, the current path planning tools can provide general passers-by suggestions because they do not include the real-time sign information at the intersection. It is not a true optimal route, and there must be errors in the calculation of the optimal route that are difficult to improve. For example, vehicles are often guided to at least a few main arterial roads, which increases the traffic congestion on the main arterial roads.

Therefore, how to provide a two-way interactive traffic control system with real-time optimal signal timing planning and optimal route planning has become an important issue to be resolved.

According to an embodiment of this creation, this creation proposes a new-generation two-way interactive traffic control management system, which includes: a traffic road network information system, an urban traffic control subsystem, and a pedestrian navigation subsystem. Traffic road network information system, including urban traffic control road network and driving information input module. Urban traffic control road network refers to a vectorized road network structure composed of multiple road sections and multiple intersections, which contains various basic road traffic attributes; the driving information input module is used to collect multiple road sections of the urban traffic control road network Pedestrian traffic information overlaps with the urban traffic control road network to form real-time traffic information on multiple road sections in the urban traffic control road network.

The urban traffic control subsystem is based on the real-time traffic information of a plurality of road sections to calculate the real-time best signal time system plan for each intersection; and the pedestrian and pedestrian navigation subsystem is based on the pedestrian traffic information, plural Real-time traffic information of each road section and the real-time best sign-time plan of each intersection of the urban traffic control subsystem, calculate the real-time best route plan for driving, and transmit the real-time best route plan to the mobile device or roadside facility of passers-by .

In some embodiments, the pedestrian traffic information is the travel origin and destination information, and/or driving trajectory information, and/or real-time location information and/or driving preference settings of the plurality of vehicles on a plurality of road sections. .

In some embodiments, the pedestrian traffic information is traffic accident or event information, road construction information, and/or weather information.

In some embodiments, the urban traffic control subsystem includes an intersection flow prediction module, which calculates the real-time average speed of each road section, the estimated time of arrival at each intersection, and/or the real-time arrival flow of each intersection based on the real-time traffic information of multiple road sections. Allocate, and form the space-time flow matrix of each intersection.

In some embodiments, the urban traffic control subsystem includes a time-based plan generation module, which automatically generates multiple feasible time-based plans for each intersection based on the time-space flow matrix of each intersection and the restriction conditions of each intersection sign.

In some embodiments, the restriction conditions for each intersection signal include: the type of time phase, the length of the yellow light period, the length of the all-red period, the length of the pedestrian green light and the green flashing period, the lower limit of the length of the green light in each phase, and the length of each time phase. The maximum length of the green light.

In some embodiments, the urban traffic control subsystem includes a traffic control target optimization module, which calculates the target value of multiple feasible time-based schemes for each intersection based on the preset traffic control target, and outputs each intersection The real-time best signal time system plan.

In some embodiments, the preset traffic control target is the lowest total delay time or the lowest total travel time or the lowest total number of stops or the shortest number of stops or the length of the fleet of stops, or more than two of the urban traffic control road network.的组合。 The combination.

In some embodiments, the real-time best signal timing plan for each intersection is transmitted to the traffic control facility at each intersection.

In some embodiments, the urban traffic control subsystem includes an electronic map screen display module, which displays the real-time best signal timing plan and/or each intersection produced by the traffic control target optimization module The real-time average speed of each road section.

In some embodiments, the update frequency of the real-time best signal timing plan for each intersection is updated based on the input frequency of pedestrian traffic information and/or the calculation frequency of the traffic control target optimization module.

In some embodiments, the pedestrian navigation subsystem includes a road junction calculation module, which is based on the real-time traffic information of multiple road sections, the length of each road section, and the real-time best value of each road junction produced by the urban traffic control subsystem The sign-time system plan calculates the real-time average speed of each road section, the estimated time of arrival at each intersection, the travel time of each road section, and the delay time at each intersection.

In some embodiments, the pedestrian navigation subsystem includes a route plan generation module based on real-time traffic information of multiple road sections, real-time average speed of each road section, estimated arrival time of each intersection, travel time of each road section, and When the intersection stops and waits for the delay time, multiple feasible driving route plans are automatically generated.

In some embodiments, the pedestrian navigation subsystem includes an optimal path optimization module, which calculates the target value of multiple feasible driving path plans based on preset path planning goals, and obtains real-time The best route planning for driving.

In some embodiments, the preset path planning target is the shortest total travel time or the shortest total travel distance and/or the driving preference setting.

In some embodiments, the pedestrian traffic information is provided through the mobile device of the pedestrian and/or through the roadside facility.

In some embodiments, the pedestrian navigation subsystem includes a driving route output module, which is based on the input frequency of the pedestrian driving information, the calculation frequency of the optimal path optimization module, and/or necessity evaluation, The results of the real-time best route planning for driving are transmitted to the mobile device or the roadside facility of the passer-by.

In some embodiments, the necessity assessment is to calculate the difference between the real-time optimal route planning result and the original route plan based on the threshold value, and selectively transmit the real-time optimal route planning result or maintain the original route plan.

In some embodiments, the pedestrian navigation subsystem includes a route database, which stores the real-time optimal route plan of the route output module, and transmits it to the road junction calculation module, route plan generation module, and /Or the best path optimization module.

In summary, the new-generation two-way interactive traffic control management system based on this creation can have one or more of the following advantages:

According to the system architecture and functions proposed in this creation, the future urban traffic control center will be able to fully grasp various real-time road conditions and traffic events in the urban road network (such as: traffic congestion, traffic accidents, road construction, bad weather, etc.), and It is possible to formulate various corresponding traffic incident management response plans in advance.

According to the system architecture and functions proposed in this creation, the future urban traffic control center can also transmit the above-mentioned various real-time traffic events in the urban road network that it controls to passers-by for reference and application, so that it can avoid Traffic accidents that have just occurred, or traffic congested sections where road construction is underway, will increase the efficiency of road traffic use by passers-by.

According to the system architecture and functions proposed in this creation, the future urban traffic control center will be able to use real-time traffic movement information such as the travel origin and destination of pedestrians on the road and the driving path after the road is on the road, plus the traffic control center itself. Produced road network (or signal group) signal time system plan, further develop a more accurate pedestrian driving path guidance system, and then return it to passers-by for reference and compliance, so as to provide passers-by with the Specific feedback measures for traffic trend information.

The following will refer to related drawings to illustrate the embodiments of the new-generation two-way interactive traffic control management system based on this creation. For clarity and convenience of the drawings, the sizes and proportions of the various components in the drawings may be exaggerated or Presented in a reduced scale. To facilitate understanding, the same elements in the following embodiments are described with the same symbols.

Please refer to Figure 1, which is a block diagram of the new generation two-way interactive traffic control management system 1000 of this creative embodiment. The new generation two-way interactive traffic control management system 1000 includes a traffic road network information system 100, an urban traffic control subsystem 200, and a pedestrian and car navigation subsystem 300.

The traffic road network information system 100 includes a city traffic control road network 110 and a driving information input module 120. The urban traffic control road network 110 refers to a vectorized road network structure composed of a plurality of road sections and a plurality of intersections, which contains various basic attributes of road traffic.

The driving information input module 120 is coupled to the urban traffic control road network 110. The driving information input module 120 collects the pedestrian traffic information on multiple road sections of the urban traffic control road network 110, and overlaps with the urban traffic control road network 110 to form multiple road sections in the urban traffic control road network 110. Real-time traffic information. The traffic information of the pedestrians can be the origin and destination information of the pedestrians, the traffic trajectory information, the real-time location information and/or the traffic preferences (for example, avoiding toll roads, avoiding the city Information such as the downtown area, avoiding traffic signs and crossings, priority roads) and so on.

In another embodiment of the present creation, the pedestrian traffic information may be traffic accident or event information, road construction information, and/or weather information. In addition, the traffic information of the pedestrian can be provided to the traffic information input module 120 by the mobile device 500 of the pedestrian and/or through the roadside facility 600. In fact, by using data transmission media such as the mobile data communication network of the mobile device 500 or the Wifi/Wimax network, the pedestrian driving information is transmitted to the driving information input module 120, or after it is first received by the roadside facility 600, Then it is sent to the driving information input module 120 via the network data dedicated line. Alternatively, a passerby can use the mobile device 500 to send the pedestrian traffic information (via mobile data communication network or Wifi/Wimax network) to the roadside facility 600, and then send the pedestrian traffic information to the traffic information input module through the roadside facility 600 Group 120. In this way, a variety of data transmission paths are provided, and pedestrian and driving information corresponding to traffic accident or event information, road construction information, and/or weather information is transmitted as complete as possible or in real time.

The urban traffic control subsystem 200 is coupled to the traffic road network information system 100. The urban traffic control subsystem 200 includes an intersection flow prediction module 210, a time-based plan generation module 220, a traffic control target optimization module 230, a time-based signal output module 240, and a traffic control database 250. The urban traffic control subsystem 200 is based on the real-time traffic information of multiple road sections to calculate the real-time best signal time system plan for each intersection.

The intersection flow prediction module 210 calculates the real-time average speed of each road section, the estimated time of arrival at each intersection, and/or the distribution of the real-time arrival flow at each intersection based on the real-time traffic information of a plurality of road sections, and forms a space-time flow matrix of each intersection.

Take the intersections in the urban traffic control road network as an example, the instant arrival flow distribution of each intersection and the spatio-temporal flow matrix of each intersection can be realized through the following two tables: Table 1: Instant (within 4 seconds) arrival flow at the intersection Distribution projection Upstream sections adjacent to the intersection Real-time average speed of each upstream section (km/hr) Real-time average speed of each upstream section (converted to m/s) The distance between each adjacent vehicle and the intersection of each upstream section (m) The time required for each nearby vehicle to reach the intersection in each upstream section (sec.) Instant (within 4 seconds) arrival flow calculation at the intersection Turning flow distribution at intersection East section 36 10.00 15, 35, 75, 130, 185,… 1.5, 3.5, 7.5, 13,… 2 Turn left 1 Go straight 1 West section 42 11.67 14, 30, 43, 88, 132,… 1.27, 2.57, 3.68, 7.54,… 3 Go straight 2 Turn right 1 Southbound section 33 9.17 11, 20, 29, 36, 74, 105,… 1.2, 2.2, 3.2, 3.9, 8.1,… 4 Turn left 1 Go straight 2 Turn right 1 Northbound section 30 8.33 12, 23, 32, 69, 117,… 1.4, 2.5, 3.9, 8.3,… 3 Go straight 2 Turn right 1 Note: The "average speed" and "distance" mentioned in Table 1 are the numbers assumed in the example, and the "real-time" is within 4 seconds as an example. Table 2: Projection of temporal and spatial flow matrix at intersection Upstream sections adjacent to the intersection Turning flow direction of each upstream section Calculating the arrival flow of intersection along the time axis Within 4 seconds Within 8 seconds Within 12 seconds Within 16 seconds Within 20 seconds East section Turn left 1 0 0 1 ..... straight 1 0 0 0 ..... Turn right 0 1 0 0 ..... West section Turn left 0 1 0 0 ..... straight 2 0 0 0 ..... Turn right 1 0 0 0 ..... Southbound section Turn left 1 0 0 0 ..... straight 2 0 1 0 ... Turn right 1 0 0 0 ... Northbound section Turn left 0 0 0 0 ..... straight 2 0 1 0 ..... Turn right 1 0 0 0 ..... Note: "4 seconds", "8 seconds", "12 seconds", "16 seconds" in Table 2... refer to the calculation time interval of the intersection traffic forecasting module 210.

The above table 1 takes the intersection in the traffic control road network as an example to illustrate that each vehicle in the four adjacent upstream road sections driving at the intersection can be calculated based on the distance between its current position and the intersection and the real-time average speed of each road section. The time it takes for a moving vehicle to arrive at the intersection one after another, and it can be known that within the calculation time interval of the intersection flow prediction module 210 (take 4 seconds as an example), the distribution of the turning flow direction of the arrival flow at the intersection, which is the intersection The calculation process of real-time traffic distribution. In addition, the above table 2 is a continuation of the calculation results of the above table 1, and further calculates the future arrival flow distribution along the time axis for each turn of the intersection along the time axis under the calculation time interval of the subsequent intersection traffic forecasting module 210 (referring to every interval of 4 seconds). The calculation process of the space-time flow matrix of each intersection. In this way, the intersection traffic prediction module 210 can perform calculations and form a spatiotemporal traffic matrix for each intersection. In addition, for the convenience of explanation, the above two tables only use a single intersection as a calculation case, and are not intended to limit the scope or conditions of this creation.

The time system plan generation module 220 is coupled to the intersection traffic forecast module 210. The time-system plan generation module 220 automatically generates multiple feasible time-system plans for each intersection according to the time-space flow matrix of each intersection and the restriction conditions of each intersection sign. The restriction conditions for each intersection sign can be the time phase type, the length of the yellow light period, the length of the all-red period, the length of the pedestrian green light and the green flashing period, the lower limit of the length of the green light of each time phase and the upper limit of the length of the green light of each time phase.

The traffic control target optimizing module 230 is coupled with the time system scheme generation module 220. The traffic control target optimization module 230 calculates the target value of multiple feasible timing schemes for each intersection based on the preset traffic control targets, and generates the real-time best signal timing plan for each intersection. In fact, the calculation method of the traffic control target optimization module 230 can be implemented by an exhaustive method, a hill-climbing method or other mathematical programming methods.

The preset traffic control target may be the lowest total delay time or the lowest total travel time or the lowest total number of stops or the shortest number of stops or the length of the fleet of stops, or a combination of the two or more of the urban traffic control road network 100. In addition, the update frequency of the real-time best signal timing plan for each intersection is updated according to the input frequency of the pedestrian traffic information and/or the calculation frequency of the traffic control target optimization module 230.

The signal timing output module 240 is coupled to the traffic control target optimization module 230. The signal timing output module 240 is used to transmit the real-time best signal timing plan of each intersection to the traffic control facility 400 of each intersection, so as to control the operation of the signal lights.

The traffic control database 250 is respectively coupled to the intersection flow forecasting module 210, the time-based plan generation module 220, the traffic control target optimization module 230, and the time-based signal output module 240. The traffic control database 250 is used to store the real-time best signal timing plan for each intersection output by the signal timing output module 240, and transmit it to the intersection traffic forecasting module 210, the timing plan generation module 220 and/or the traffic control target Optimization module 230.

The electronic map screen display module 700 is respectively coupled to the intersection traffic forecasting module 210 and the signal timing output module 240. The electronic map screen display module 700 displays the real-time best signal timing plan for each intersection and/or the real-time average speed of each road segment produced by the traffic control target optimization module 230.

The pedestrian navigation subsystem 300 is coupled to the traffic road network information system 100 and the urban traffic control subsystem 200 respectively. The pedestrian navigation subsystem 300 includes a road junction calculation module 310, a route plan generation module 320, an optimal route optimization module 330, a driving route output module 340, and a route database 350. Preferably, the pedestrian navigation subsystem 300 also has the function of a global satellite positioning system.

The pedestrian navigation subsystem 300 is based on the pedestrian traffic information, the real-time traffic information of multiple road sections, and the real-time best signal time plan for each intersection produced by the urban traffic control subsystem 200 to calculate the real-time best route for driving Plan and transmit the real-time best route plan to a pedestrian's mobile device 500 or roadside facility 600.

The road intersection calculation module 310 is based on the real-time traffic information of multiple road sections, the length of each road section, and the real-time best signal time system for each intersection produced by the urban traffic control subsystem 200, and calculates the real-time average speed of each road section and each intersection Estimated time of arrival, travel time of each road section, and delay time of each road junction.

The path plan generation module 320 is coupled to the road junction calculation module 310. The route plan generation module 320 automatically generates multiple feasible driving route plans based on real-time traffic information of multiple road sections, real-time average speed of each road section, estimated arrival time of each road junction, travel time of each road section, and delay time of each road junction.

For example, the path plan generation module 320 sets the end point of the trajectory provided by the passer-by (that is, its current position) as the starting point of the subsequent path, and then sets the end point (that is, its purpose) provided by the passer-by. On the traffic control road network, apply the mathematical method of network planning to search for multiple feasible alternative routes (Multiple Feasible Alternative Routes) between the start of the follow-up route and the destination of the passer-by.

Then, the path plan generation module 320 will focus on the above-mentioned several feasible alternative paths, the travel time of each road segment passed, and the stop delay when crossing each intersection on the subsequent path (according to the time-based plan executed at the intersection at the time). The lag time is added up to obtain the predicted value of the total travel time of each subsequent feasible alternative path for pedestrians. Finally, the multiple feasible driving route schemes described are produced.

The optimal path optimization module 330 is coupled to the path plan generation module 320. The optimal path optimization module 330 calculates the target value of multiple feasible driving path schemes based on the preset path planning goals, and obtains the real-time optimal path planning for driving. The preset path planning target may be the shortest total travel time or the shortest total travel distance and/or the driving preference setting. In fact, the calculation method of the optimal path optimization module 330 can be implemented by an exhaustive method or other mathematical planning methods.

The driving route output module 340 is coupled to the best route optimization module 330. The driving path output module 340 is based on the input frequency of the pedestrian information, the calculation frequency of the optimal path optimization module 330 and/or the necessity evaluation, and transmits the real-time optimal path planning result to the mobile device 500 of the pedestrian Or roadside facilities 600.

It should be noted that the necessity assessment is based on a threshold value (which can be a system default value or determined by user input) to calculate the difference between the real-time optimal route planning result and the original route plan, and selectively transmit it Real-time driving best route planning results or maintain the original route planning. For example, when the necessity assessment exceeds the threshold value, the results of the real-time optimal route planning for driving are transmitted; when the necessity assessment is less than or meets the threshold value, the original route planning is maintained.

The route database 350 is respectively coupled to the road junction calculation module 310, the route plan generation module 320, the optimal route optimization module 330, and the driving route output module 340. The route database 350 is used to store the real-time optimal route plan output by the route output module 340, and transmit it to the road junction computing module 310, the route plan generation module 320, and/or the optimal route optimization module 330 .

The intersection traffic control facility 400 is coupled to the signal timing output module 240. For example, each intersection traffic control facility 400 continuously receives, updates, and stores the real-time best signal timing plan that has just been received. The traffic control facility 400 at each intersection will execute the received real-time best signal timing plan on time at the scheduled start time.

Please refer to Fig. 1 and Fig. 2 together. Fig. 2 is a schematic diagram of the data transmission communication of the creative embodiment. The intersection traffic control facility 400 in FIG. 2 can be composed of a signal controller 410 and a signal light 420. The pedestrian navigation subsystem 300 can use satellite 810 for data transmission and communication to obtain the current position information of the vehicle 10, and the pedestrians of the vehicle 10 can also connect to the wireless network base station 800 and the urban traffic control substation through the mobile device 500. The system 200 performs data transmission communication.

The urban traffic control subsystem 200 calculates the real-time best signal timing plan for each intersection based on the real-time traffic information of multiple road sections, and transmits the real-time best signal timing plan to each intersection traffic control facility 400 to make the signal signal The controller 410 drives the operation of the signal lamp 420. The pedestrian navigation subsystem 300 can calculate the real-time optimal route plan based on the pedestrian traffic information, the real-time traffic information of multiple road sections, and the real-time best signal time plan for each intersection produced by the urban traffic control subsystem 200 , And send it to the mobile device 500 or roadside facility 600 of passers-by. It should be noted that the positions of the components in Figure 2 are only examples, and are not used to limit the conditions of their erection, installation, or installation positions.

In addition, this creative embodiment is based on the premise of "Real-time Response". The new-generation two-way interactive traffic control management system 1000 will be based on the input frequency of the driving information sent by passers-by (may be as short as a few seconds or long). Up to a few minutes), immediately engage in the update calculation of the signal time system and the production of the real-time optimal signal time system plan; as for the actual frequency of the update of the signal time system, it depends on the computer computing speed of the urban traffic control subsystem 200 It depends on its signal control logic (may be as short as a "Time Step length" of a few seconds, or it may be equivalent to or exceed the length of a normal signal cycle of several minutes).

Similarly, the pedestrian navigation subsystem 300 will be based on the input frequency of the driving information sent by the pedestrian (may be as short as a few seconds or as long as a few minutes), and the real-time best signal time system in the urban traffic control subsystem 200 will be calculated. Draw the frequency of the production system, and immediately engage in the production of the update calculation of the driving route and the production of the real-time optimal route planning; as for the frequency of the actual driving route update, please refer to the computer calculation speed and number of the urban traffic control subsystem 200 It depends on the log control logic (may be as short as a "Time Step" length of a few seconds, or it may be equivalent to or exceed the length of a normal signal cycle of a few minutes).

Next, please refer to Figure 3A, which is a schematic diagram of vehicle traffic control at t0 in this creative embodiment. For the convenience of description, Fig. 3A to Fig. 3C do not show the intersection traffic control facility 400. Vehicle 10, vehicle 20, vehicle 30, and vehicle 40 send their respective pedestrian traffic information (for example, start and end information) to the traffic information input module 120 before departure (time t0), and start sending traffic after departure Track data. The new-generation two-way interactive traffic control management system 1000 estimates the movement of vehicles 10, 20, 30 and 40 based on road traffic conditions, predicts the number of vehicles arriving at junction A and junction B at time t1, and then designs the junction accordingly A. The real-time best signal timing plan P1 at junction B at time t1.

Next, please refer to Figure 3B, which is a schematic diagram of vehicle traffic control at time t1 in this creative embodiment. When vehicle 10, vehicle 20, and vehicle 30 travel to intersection A, and vehicle 40 travels to intersection B, the new-generation two-way interactive traffic control management system 1000 controls each number according to the real-time best signal timing plan P1 at time t1 The time phase of the lamp is marked so that the vehicle 10, the vehicle 20, the vehicle 30, and the vehicle 40 pass through the intersection A and the intersection B, respectively.

When the vehicle 50 and the vehicle 60 send their respective pedestrian traffic information (for example, start and end information) to the traffic information input module 120 before departure (time t1), and start to send the traffic trajectory data after departure. Next, the new-generation two-way interactive traffic control management system 1000 estimates the driving trends of vehicles 50 and 60 based on the road conditions, checks the subsequent driving routes of vehicles 10, 20, 30 and 40, and predicts intersection A and intersection B Based on the number of vehicles arriving at time t2, the real-time best signal time plan P2 at junction A and junction B at time t2 is designed.

Next, please refer to Figure 3C, which is a schematic diagram of vehicle traffic control at t2 in this creative embodiment. When the vehicle 10, the vehicle 30, and the vehicle 40 successively arrive at their starting points (destinations), they stop sending trajectory data. The vehicle 20, the vehicle 50, and the vehicle 60 have already traveled to the intersection B, and each pass through the intersection according to the real-time best signal timing plan P2 at the time point t2. The new-generation two-way interactive traffic control management system 1000 checks the subsequent driving routes of vehicles 20, 50 and 60 based on road traffic conditions, predicts the number of vehicles arriving at junction A and junction B at time t3, and then designs junction A, The real-time best signal time plan P3 at junction B at time t3. By analogy, from the time point t3, ... to the time point tn, the above procedure is repeated continuously.

The above descriptions are merely illustrative and not restrictive. Any other equivalent modifications or changes that do not depart from the spirit and scope of this creation should be included in the scope of the attached patent application.

10, 20, 30, 40, 50, 60: vehicles 100: Traffic and Road Network Information System 110: Urban Traffic Control Road Network 120: Driving information input module 200: Urban Traffic Control Subsystem 210: Intersection Traffic Forecast Module 220: Time system plan generation module 230: Traffic control target optimization module 240: Signal timing output module 250: Traffic Control Database 300: Pedestrian navigation subsystem 310: Road junction calculation module 320: Path plan generation module 330: Best path optimization module 340: Driving path output module 350: Path database 400: Intersection traffic control facilities 410: Signal Controller 420: Signal Light 500: mobile device 600: Roadside facilities 700: Electronic map screen display module 800: wireless network base station 810: Satellite 1000: New generation two-way interactive traffic control management system A: Junction B: Junction

Figure 1 is a block diagram of the new generation two-way interactive traffic control management system of the creative embodiment;

Figure 2 is a schematic diagram of the data transmission communication of the creative embodiment;

Figure 3A is a schematic diagram of the vehicle traffic control at the time t0 of the creative embodiment;

Figure 3B is a schematic diagram of the vehicle traffic control at the time t1 of the creative embodiment; and

Figure 3C is a schematic diagram of the vehicle traffic control at the time t2 of the creative embodiment.

100: Traffic and Road Network Information System

110: Urban Traffic Control Road Network

120: Driving information input module

200: Urban Traffic Control Subsystem

210: Intersection Traffic Forecast Module

220: Time system plan generation module

230: Traffic control target optimization module

240: Signal timing output module

250: Traffic Control Database

300: Pedestrian navigation subsystem

310: Road junction calculation module

320: Path plan generation module

330: Best path optimization module

340: Driving path output module

350: Path database

400: Intersection traffic control facilities

500: mobile device

600: Roadside facilities

700: Electronic map screen display module

1000: New generation two-way interactive traffic control management system

Claims (19)

A new-generation two-way interactive traffic control management system, including: A traffic road network information system, including a city traffic control road network and a row of vehicle information input modules. The city traffic control road network refers to a vectorized road network structure composed of multiple road sections and multiple intersections, including various Basic attributes of road traffic; the traffic information input module collects pedestrian traffic information on one of the multiple sections of the urban traffic control road network, and overlaps with the urban traffic control road network to form the urban traffic control road network Real-time traffic information on multiple sections of S1; An urban traffic control subsystem, which calculates a real-time optimal signal time system plan for each intersection based on the real-time traffic information of the plurality of road sections; and The one-way pedestrian navigation subsystem is based on the pedestrian traffic information, the real-time traffic information of the plurality of road sections, and the real-time best signal time system plan for the intersection produced by the urban traffic control subsystem to calculate a Real-time best route planning for driving, and transmit the real-time best route plan for driving to a mobile device or a side facility of a passerby. Such as the new-generation two-way interactive traffic control management system described in claim 1, wherein the pedestrian traffic information is one of the plurality of vehicles on the plurality of road sections with pedestrian travel time and destination information, and/or vehicle trajectory information, And/or a real-time location information and/or driving preferences. The new-generation two-way interactive traffic control management system described in claim 1, wherein the pedestrian traffic information is a traffic accident or an event information, a road construction information and/or a weather information. The new-generation two-way interactive traffic control management system described in claim 1, wherein the urban traffic control subsystem further includes an intersection flow prediction module, which calculates a real-time average speed of each road segment, a real-time average speed of each road segment based on the real-time traffic information of the plurality of roads The estimated time of arrival at each intersection, and/or the distribution of the instant arrival traffic at each intersection, and a space-time flow matrix of each intersection is formed. The new-generation two-way interactive traffic control management system described in claim 4, wherein the urban traffic control subsystem further includes a one-time plan generation module, which is automatically based on the time-space flow matrix of each intersection and a restriction condition of each intersection sign Produce a multiple feasible time system plan for each intersection. The new-generation two-way interactive traffic control management system described in claim 5, wherein the restriction conditions for each intersection sign include one-time phase type, one-yellow-light period, one full-red period, a pedestrian green and green flashing period, A lower limit of the length of the green light for each phase, and an upper limit of the length of the green light for each phase. The new-generation two-way interactive traffic control management system described in claim 5, wherein the urban traffic control subsystem further includes a traffic control target optimization module, which performs multiple feasible operations at each intersection based on a preset traffic control target Calculate the target value of the time system plan, and output the real-time best signal time system plan for each intersection. The new-generation two-way interactive traffic control management system according to claim 7, wherein the preset traffic control target is a minimum total delay time of the urban traffic control road network or a minimum total travel time or a minimum total number of stops Or the length of the shortest parking fleet, or a combination of the two. The new-generation two-way interactive traffic control management system described in claim 7, wherein the real-time best signal timing plan for each intersection is transmitted to a traffic control facility at each intersection. The new-generation two-way interactive traffic control management system described in claim 4 or 7, wherein the urban traffic control subsystem further includes an electronic map screen display module that displays the traffic control target optimization module output The real-time best signal time system plan for each intersection and/or the real-time average speed of each road section. Such as the new-generation two-way interactive traffic control management system described in claim 1 or 7, wherein the update frequency of the real-time best signal timing plan is based on the input frequency of the pedestrian traffic information and/or the traffic control target search The operating frequency of the excellent module is updated. The new-generation two-way interactive traffic control management system described in claim 2, wherein the pedestrian navigation subsystem further includes a section of intersection calculation module based on the real-time traffic information of the plurality of sections, a length of each section, and a city The real-time best signal time system plan for each intersection produced by the traffic control subsystem, calculates the real-time average speed of each road section, the estimated time of arrival at each intersection, the travel time of each road section, and the delay time of each intersection. . For example, the new-generation two-way interactive traffic control management system described in claim 12, wherein the pedestrian navigation subsystem further includes a route plan generation module based on the real-time traffic information of the plurality of road sections, the real-time average speed of each road section, The estimated time of arrival at each intersection, the travel time of each section, and the delay time of each intersection, etc., automatically generate a multiple feasible driving route plan. The new-generation two-way interactive traffic control management system described in claim 13, wherein the pedestrian navigation subsystem further includes an optimal path optimization module, which is based on a preset path planning goal to perform the multiple feasible Calculate the target value of the driving route plan, and obtain the real-time best route plan for driving. The new-generation two-way interactive traffic control management system according to claim 14, wherein the preset path planning target is a shortest total travel time or a shortest total travel distance and/or the driving preference setting. The new-generation two-way interactive traffic control management system according to claim 1, wherein the pedestrian traffic information is provided by the mobile device of the pedestrian and/or through the roadside facility. The new-generation two-way interactive traffic control management system described in claim 14, wherein the pedestrian navigation subsystem further includes a line-to-vehicle route output module, which is based on the input frequency of the pedestrian traffic information and the optimal route optimization The calculation frequency of the module and/or a necessity assessment transmits the real-time best route planning result to the mobile device or the roadside facility of the passer-by. The new-generation two-way interactive traffic control management system according to claim 17, wherein the necessity assessment is based on a threshold value to calculate the difference between the real-time optimal route planning result and the original route plan, and selectively transmit the real-time optimal route planning. Optimal path planning results or maintain the original path planning. The new-generation two-way interactive traffic control management system according to claim 17, wherein the pedestrian navigation subsystem further includes a route database, which stores the real-time optimal route plan of the route output module and transmits it to The road junction calculation module, the path plan generation module, and/or the best path optimization module.

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