Multipath signal coordination control method oriented to bus priority

Abstract

The invention discloses a multi-path signal coordination control method for bus priority, which comprises the following steps: S1, collecting related information of a trunk line intersection and bus running lines in a trunk line, S2, dividing multi-path bus signal control sub-areas based on the stop position of each bus line in combination with dummy variables; s3, taking maximization of the weighted green wave bandwidth of each bus path as an optimization target, establishing a multi-path signal coordination control optimization model oriented to bus priority, and then respectively establishing constraints in control sub-block groups, constraints between control sub-block groups and travel time constraints of each path; and S4, solving the optimization model, obtaining the green wave bandwidth of each bus path, and outputting optimization signal control parameters of each intersection in the trunk line. When the method is applied to bus signal coordination control of an urban trunk, green wave bandwidth can be provided for multiple bus paths, the passing efficiency of buses in the urban trunk is remarkably improved, and traffic congestion is relieved.

Description

Technical Field

[0001] The invention belongs to the field of signal control in traffic management and control, and in particular relates to a multi-path signal coordination control method oriented to public transport priority. Background Art

[0002] In recent years, with the development of our society and the acceleration of urbanization, the contradiction between supply and demand of urban transportation in our country has become increasingly prominent, causing varying degrees of negative impacts on safety, economy and environment. As an important part of urban public transportation, public buses are flexible in layout, suitable in transportation capacity, low in pollution and low in cost, and can effectively alleviate urban problems such as traffic congestion and pollution emissions. The development concept of public transportation priority has become a broad consensus of the government and the public. Compared with social vehicles, public buses often travel on fixed operating routes, and have the characteristics of high popularity, large passenger capacity and high vehicle utilization rate.

[0003] On urban roads, road intersections are often the key bottlenecks that affect traffic operations, and are also important nodes that cause bus speeds to drop and arrival times to be delayed. When the delays in the bus operation system are too high, residents may consider the extra waiting time for buses when traveling, and instead use private vehicles to travel, further causing road congestion, forming a vicious cycle, and having a negative impact on the normal operation and healthy development of public transportation. Therefore, ensuring the punctuality of buses, improving the competitiveness of the bus system, and making more travelers willing to choose public transportation can effectively improve the operating efficiency of the urban road network and reduce system delays.

[0004] In the existing bus priority signal control, most of them optimize the timing scheme based on a single intersection as the basic unit, and adopt active priority strategies such as green light delay and early red light off to provide additional travel time for buses, lacking overall consideration of the upstream and downstream relationship of bus operation lines. For bus priority coordination control at trunk intersections, the existing methods are similar to the coordination control ideas of social vehicle trunks, taking the bus flow in the straight direction of the trunk as the main optimization object, but ignoring the travel needs of turning buses leaving the trunk, resulting in uneven allocation of signal resources and increasing overall system delays. Summary of the invention

[0005] In view of the problems existing in the prior art, the present invention provides a multi-path signal coordination control method for bus priority. In view of the typical operation modes of buses, such as uniform speed driving, acceleration and deceleration in and out of stations, and passengers getting on and off at stops, a signal control sub-area division method with bus stops as special control nodes is proposed to design signal coordination control of sub-areas. By introducing local green wave connection constraints between control sub-area groups, the local green wave bandwidth of bus lines in each control sub-area can be improved while ensuring the connectivity of the overall green wave bandwidth of the line. When applied to the coordinated control of bus signals on urban trunk lines, green wave bandwidth can be provided for multiple bus routes, significantly improving the traffic efficiency of buses on urban trunk roads and alleviating traffic congestion.

[0006] In order to solve the above technical problems, the present invention provides the following technical solutions: a multi-path signal coordination control method for public transport priority, comprising the following steps:

[0007] S1. Collect information related to trunk intersections and bus routes on the trunk, including: trunk road structure, number of trunk intersections, trunk intersection spacing, signal timing plan for each intersection, bus route on the trunk, bus stop locations for each bus route on the trunk, average stop time of buses at each stop, and peak hour traffic flow of each bus route;

[0008] S2, based on the stop locations of each bus line running on the trunk line, combined with dummy variables, divide the multi-path bus signal control sub-area, and divide the bus routes with consistent driving characteristics into the same control sub-area;

[0009] S3. Based on the division result of the multi-path bus signal control sub-areas in step S2, a multi-path signal coordination control optimization model for bus priority is established with the optimization goal of maximizing the weighted green wave bandwidth of each bus path. According to the sub-area division, constraints within the control sub-area group, constraints between control sub-area groups, and travel time constraints are established for each path respectively;

[0010] S4. Solve the multi-path signal coordination control optimization model for bus priority in step S3, obtain the green wave bandwidth of each bus path, and output the optimized signal control parameters of each intersection in the trunk line to complete the multi-path signal coordination control.

[0011] Furthermore, the aforementioned step S2 specifically includes: using a set of dummy variables N i,k The sub-division scheme of the bus route is expressed by O j and O j+1 Indicates different signal-controlled sub-areas; buses on path i need to stop between signal-controlled intersections k and k+1 to pick up and drop off passengers, and the control area needs to be interrupted, that is, N i,k =1; otherwise Ni,k =0;

[0012] For the upward direction of the trunk line: the adjacent bus stop N j and N j+1 All signalized intersections between the two are divided into the same signalized sub-area. j The first signalized intersection in the upbound direction of this group is bus stop N j The first signalized intersection downstream and the last signalized intersection is bus stop N j+1 The last signalized intersection upstream;

[0013] For the down direction of the trunk line: adjacent bus stop and All signalized intersections between the The first signalized intersection in the down direction of this group is a bus stop The first signalized intersection downstream and the last signalized intersection is a bus stop The last signalized intersection upstream;

[0014] When there is no signalized intersection between two adjacent bus stops, that is, when a bus stops multiple times on the same road section, the search for adjacent stops continues downstream until the two stops are located on different sections of the road with at least one signalized intersection between them. j 、N j+1 , and It is the boundary of the signal control sub-area and does not belong to any signal control sub-area.

[0015] Furthermore, the aforementioned multi-path signal coordination control optimization model for bus priority is as follows:

[0016]

[0017] in, is the weight coefficient of uplink path i in the jth control sub-area, is the weight coefficient of downlink path i in the jth control sub-area, b i,j,k is the green wave bandwidth of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area; is the green wave bandwidth of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area.

[0018] Furthermore, in the aforementioned step S3, the intra-control sub-area group constraints include: intra-group bandwidth constraints in signal-controlled intersections of the same control sub-area, and intra-group cyclic integer constraints;

[0019] The intra-group bandwidth constraint in the signalized intersection of the same control sub-area is as follows:

[0020]

[0021] Among them, w i,j,k is the green light time on the front side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the up direction;

[0022] is the green light time at the rear side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the downstream direction;

[0023] b i,j,k is the green wave bandwidth of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area;

[0024] is the green wave bandwidth of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area;

[0025] g i,k is the green light duration of the i-th path in the upward direction at the k-th intersection;

[0026] is the green light duration of the i-th path in the downstream direction at the k-th intersection;

[0027] I is the path set in the uplink direction, is the set of paths in the downlink direction, J is the set of signal control sub-areas, K i is the set of intersections that path i passes through.

[0028] 5. A multi-path signal coordination control method for public transport priority according to claim 4, characterized in that in step S3, the intra-group cyclic integer constraint in the signal control intersection of the same control sub-area is as follows:

[0029]

[0030] Among them, θ k is the phase difference between the kth intersection and the initial time;

[0031] r i,k is the duration of the red light on the left side of the green light for the i-th path in a single cycle at the k-th intersection;

[0032] is the duration of the red light on the right side of the green light for the i-th path in a single cycle at the k-th intersection;

[0033] n i,j,k is the integer periodic variable of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area;

[0034] is the integer periodic variable of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area;

[0035] t i,k is the travel time of the i-th path in the upward direction between the k-th intersection and the k+1-th intersection;

[0036] is the travel time of the i-th path in the downward direction between the k-th intersection and the k+1-th intersection;

[0037] τ i,k is the queue clearing time of the i-th path in the upward direction at the k-th intersection;

[0038] is the queue clearing time of the i-th path in the downstream direction at the k-th intersection.

[0039] Furthermore, in the aforementioned step S3, the control sub-area group constraints include: control sub-area group constraints of signalized intersections of different control sub-areas, group-by-group cyclic integer constraints, and group-by-group local green wave connection constraints;

[0040] The constraints between control sub-areas of signalized intersections in different control sub-areas are as follows:

[0041]

[0042] Among them, w i,j,k is the green light time on the front side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the up direction;

[0043] is the green light time at the rear side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the downstream direction;

[0044] b i,j,k is the green wave bandwidth of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area;

[0045] is the green wave bandwidth of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area;

[0046] g i,k is the green light duration of the i-th path in the upward direction at the k-th intersection;

[0047] is the green light duration of the i-th path in the downstream direction at the k-th intersection;

[0048] I is the path set in the uplink direction; is the set of paths in the downlink direction, J is the set of signal control sub-areas, K i is the set of intersections that path i passes through.

[0049] Furthermore, in the aforementioned step S3, the cyclic integer constraint between signalized intersection groups in different control sub-areas is as follows:

[0050]

[0051] in, is the bus stop time of the i-th path in the j-th signal control sub-area in the upward direction;

[0052] is the bus stop time of the i-th path in the downstream direction in the j-th signal control sub-area.

[0053] Furthermore, in the aforementioned step S3, the local green wave connection constraint between groups is as follows:

[0054]

[0055] Among them, θ k is the phase difference between the kth intersection and the initial time;

[0056] w i,j,k is the green light time on the front side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the up direction;

[0057] is the green light time at the rear side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the downstream direction;

[0058] b i,j,k is the green wave bandwidth of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area;

[0059] is the green wave bandwidth of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area.

[0060] Furthermore, in the aforementioned step S3, the travel time constraint is as follows:

[0061]

[0062] in, is the acceleration and deceleration time of the bus entering and leaving the station on the i-th upward path at the k-th signalized intersection; is the acceleration and deceleration time of the bus entering and leaving the station on the i-th downstream path at the k-th signalized intersection;

[0063] and They represent the minimum and maximum entry and exit times of the bus on the i-th upward path respectively;

[0064] and They represent the minimum and maximum entry and exit times of the bus on the i-th downstream path respectively;

[0065] N k Indicates the number of bus stops on the road section from intersection k to k+1 in the upward direction;

[0066] Indicates the number of bus stops on the road section from intersection k to k+1 in the down direction;

[0067] Z is the inverse of the signal period; L k is the distance from intersection k to k+1; v i,min and v i,max are the upper and lower speed limits of path i; a is the average acceleration of the bus; b is the average deceleration of the bus;

[0068] v i,k is the speed of the bus on the i-th upward path at the k-th signalized intersection;

[0069] is the speed of the bus on the i-th downstream path at the k-th signalized intersection.

[0070] Furthermore, in the aforementioned step S4, the multi-path signal coordination control optimization model for bus priority in step S3 is solved, specifically, the relevant information of the trunk intersection in step S1 and the relevant information of the bus operation route in the trunk are input into the multi-path signal coordination control optimization model for bus priority established in step S3, and the optimization model is solved by using the branch and bound method to output the green wave bandwidth of each bus path and the optimized signal control parameters of each intersection in the trunk.

[0071] Compared with the prior art, the beneficial technical effects of the present invention using the above technical solution are as follows:

[0072] (1) The present invention proposes a multi-path signal coordination control model for bus priority. Based on the consideration of the needs of bus stops for boarding and alighting, the multi-path bus control sub-areas are divided, which can significantly expand the feasible domain for solving the signal coordination control model. By introducing the local green wave bandwidth connection constraints between groups, the green wave bandwidth in each control sub-area can be optimized while maximizing the overall operating efficiency of the system.

[0073] (2) The classic passive bus priority model of the present invention can often only generate green waves for buses traveling in both directions. The multi-path signal coordination control model for bus priority proposed in the present invention can provide green wave bands for multiple bus routes under the same signal control scheme, realize their synchronous optimization, and significantly improve the operation service level of the bus system. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] Figure 1 The present invention is a flow chart of a multi-path signal coordination control method for public transport priority.

[0075] Figure 2 It is a trunk road geometric layout and a bus route map according to an embodiment of the present invention.

[0076] Figure 3 It is a signal timing plan diagram for each intersection of a trunk road according to an embodiment of the present invention.

[0077] Figure 4 This is the green wave time-space diagram of the multi-path signal control for public transport priority of the present invention. DETAILED DESCRIPTION

[0078] In order to better understand the technical content of the present invention, specific embodiments are given and described as follows in conjunction with the accompanying drawings.

[0079] Various aspects of the invention are described herein with reference to the accompanying drawings, in which many illustrative embodiments are shown. The embodiments of the invention are not limited to those described in the accompanying drawings. It should be understood that the invention is implemented by any of the various concepts and embodiments described above, as well as the concepts and embodiments described in detail below, because the concepts and embodiments disclosed in the invention are not limited to any implementation. In addition, some aspects disclosed in the invention may be used alone or in any appropriate combination with other aspects disclosed in the invention.

[0080] refer to Figure 1 The present invention discloses a multi-path signal coordination control method for public transport priority, comprising the following steps:

[0081] S1. Collect information related to trunk intersections and bus routes on the trunk, including: trunk road structure, number of trunk intersections, trunk intersection spacing, signal timing plan for each intersection, bus route on the trunk, bus stop locations for each bus route on the trunk, average stop time of buses at each stop, and peak hour traffic flow of each bus route;

[0082] S2, based on the stop locations of each bus line running on the trunk line, combined with dummy variables, divide the multi-path bus signal control sub-area, and divide the bus routes with consistent driving characteristics into the same control sub-area;

[0083] S3. Based on the division result of the multi-path bus signal control sub-areas in step S2, a multi-path signal coordination control optimization model for bus priority is established, with maximizing the weighted green wave bandwidth of each bus path as the optimization goal. According to the sub-area division, constraints within the control sub-area group, constraints between control sub-area groups, and travel time constraints are established for each path respectively;

[0084] S4. Solve the multi-path signal coordination control optimization model for bus priority in step S3, obtain the green wave bandwidth of each bus path, and output the optimized signal control parameters of each intersection in the trunk line to complete the multi-path signal coordination control.

[0085] In the embodiment of the present invention, a total of 6 signalized intersections are included, and the information related to the structure of the trunk intersection and the path related information of the bus running line in the trunk are as follows: Figure 2 The hourly traffic flow of each bus route is shown in Table 1. The traffic flow table of the bus route to be optimized. The stop time of each bus route vehicle is shown in Table 2. The signal timing plan of each intersection of the trunk line is shown in Figure 3 shown.

[0086] Table 1

[0087]

[0088] Table 2

[0089]

[0090] As a preferred embodiment of the present invention, in step S2, dummy variables are introduced to divide the multi-path bus signal control sub-areas according to the stop locations of each bus line running on the trunk line, and bus routes with similar driving characteristics are divided into the same control sub-areas. i,k The sub-division scheme of the bus route is expressed by O j and O j+1Indicates different signal-controlled sub-areas; buses on path i need to stop between signal-controlled intersections k and k+1 to pick up and drop off passengers, and the control area needs to be interrupted, that is, N i,k =1; otherwise N i,k =0;

[0091] For the upward direction of the trunk line: the adjacent bus stop N j and N j+1 All signalized intersections between the two are divided into the same signalized sub-area. j The first signalized intersection in the upbound direction of this group is bus stop N j The first signalized intersection downstream and the last signalized intersection is bus stop N j+1 The last signalized intersection upstream;

[0092] For the down direction of the trunk line: adjacent bus stop and All signalized intersections between the The first signalized intersection in the down direction of this group is a bus stop The first signalized intersection downstream and the last signalized intersection is a bus stop The last signalized intersection upstream;

[0093] When there is no signalized intersection between two adjacent bus stops, that is, when a bus stops multiple times on the same road section, the search for adjacent stops continues downstream until the two stops are located on different sections of the road with at least one signalized intersection between them. j 、N j+1 , and It is the boundary of the signal control sub-area and does not belong to any signal control sub-area.

[0094] The final control sub-area division result is shown in Table 3, the sub-area division scheme of the path to be optimized:

[0095] Table 3

[0096]

[0097] As a preferred embodiment of the present invention, in step S3, a multi-path signal coordination control optimization model for bus priority is established based on the sub-area division results of each bus route, with maximizing the weighted green wave bandwidth of each bus route as the optimization goal, and according to the sub-area division situation, control sub-area group constraints, control sub-area group constraints and travel time constraints are established for each path respectively;

[0098] The multi-path signal coordination control optimization model of bus priority is as follows:

[0099]

[0100] in, is the weight coefficient of uplink path i in the jth control sub-area, is the weight coefficient of downlink path i in the jth control sub-area, b i,j,k is the green wave bandwidth of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area; is the green wave bandwidth of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area.

[0101] In step S3, the intra-control sub-area group constraints include: intra-group bandwidth constraints in signal-controlled intersections of the same control sub-area, and intra-group cyclic integer constraints;

[0102] The intra-group bandwidth constraint in the signalized intersection of the same control sub-area is as follows:

[0103]

[0104] Among them, w i,j,k is the green light time on the front side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the up direction; is the green light time at the rear side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the downstream direction;

[0105] b i,j,k is the green wave bandwidth of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area;

[0106] is the green wave bandwidth of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area;

[0107] g i,k is the green light duration of the i-th path in the upward direction at the k-th intersection;

[0108] is the green light duration of the i-th path in the downstream direction at the k-th intersection;

[0109] I is the path set in the uplink direction, is the set of paths in the downlink direction, J is the set of signal control sub-areas, K i is the set of intersections that path i passes through.

[0110] As a preferred embodiment of the present invention, refer to Figure 4, the intra-group cyclic integer constraints in the signalized intersections of the same control sub-area are as follows:

[0111]

[0112] Among them, θ k is the phase difference between the kth intersection and the initial time;

[0113] r i,k is the duration of the red light on the left side of the green light for the i-th path in a single cycle at the k-th intersection;

[0114] is the duration of the red light on the right side of the green light for the i-th path in a single cycle at the k-th intersection;

[0115] n i,j,k is the integer periodic variable of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area;

[0116] is the integer periodic variable of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area;

[0117] t i,k is the travel time of the i-th path in the upward direction between the k-th intersection and the k+1-th intersection;

[0118] is the travel time of the i-th path in the downward direction between the k-th intersection and the k+1-th intersection;

[0119] τ i,k is the queue clearing time of the i-th path in the upward direction at the k-th intersection;

[0120] is the queue clearing time of the i-th path in the downstream direction at the k-th intersection.

[0121] As a preferred embodiment of the present invention, in step S3, the control sub-area group constraints include: signal control intersection control sub-area group constraints of different control sub-areas, inter-group cyclic integer constraints, and inter-group local green wave connection constraints;

[0122] The constraints between control sub-areas of signalized intersections in different control sub-areas are as follows:

[0123]

[0124] Among them, w i,j,k is the green light time on the front side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the up direction; is the green light time at the rear side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the downstream direction;

[0125] b i,j,k is the green wave bandwidth of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area;

[0126] is the green wave bandwidth of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area;

[0127] g i,k is the green light duration of the i-th path in the upward direction at the k-th intersection;

[0128] is the green light duration of the i-th path in the downstream direction at the k-th intersection;

[0129] I is the path set in the uplink direction; is the set of paths in the downlink direction, J is the set of signal control sub-areas, K i is the set of intersections that path i passes through.

[0130] As a preferred embodiment of the present invention, the cyclic integer constraints between signalized intersection groups in different control sub-areas are as follows:

[0131]

[0132]

[0133] in, is the bus stop time of the i-th path in the j-th signal control sub-area in the upward direction;

[0134] is the bus stop time of the i-th path in the downstream direction within the j-th signal control sub-area.

[0135] When the upstream and downstream signal-controlled intersections belong to different control sub-areas, the global green wave band is cut off at the boundary of the control sub-area to form two local green wave bands. When the two local green wave bands are fully connected, the resulting global green wave bandwidth is the largest, and the green wave can optimize the service level of public transportation vehicles with maximum efficiency. The full connection of the two local green waves means that the center lines of the two local green waves are continuous. The inter-group local green wave connection constraints of the multi-path signal coordinated control optimization model for public transportation priority are as follows:

[0136]

[0137] As a preferred embodiment of the present invention, the travel time constraint is as follows:

[0138]

[0139] in, is the acceleration and deceleration time of the bus entering and leaving the station on the i-th upward path at the k-th signalized intersection;

[0140] is the acceleration and deceleration time of the bus entering and leaving the station on the i-th downstream path at the k-th signalized intersection;

[0141] and They represent the minimum and maximum entry and exit times of the bus on the i-th upward path respectively;

[0142] and They represent the minimum and maximum entry and exit times of the bus on the i-th downstream path respectively;

[0143] N k Indicates the number of bus stops on the road section from intersection k to k+1 in the upward direction;

[0144] Indicates the number of bus stops on the road section from intersection k to k+1 in the down direction;

[0145] Z is the inverse of the signal period; L k is the distance from intersection k to k+1; v i,min and v i,max is the speed of path i

[0146] The upper and lower speed limits; a is the average acceleration of the bus; b is the average deceleration of the bus;

[0147] v i,k is the speed of the bus on the i-th upward path at the k-th signalized intersection;

[0148] is the speed of the bus on the i-th downstream path at the k-th signalized intersection.

[0149] The branch and bound method is used to solve the multi-path signal coordination control optimization model for bus priority constructed in step S3, obtain the green wave bandwidth of each bus path, and output the optimized signal control parameters of each intersection in the trunk line. The weighted green wave bandwidth values ​​of each bus path are shown in Table 4. The optimized phase difference parameters of each intersection are shown in Table 5.

[0150] Table 4

[0151]

[0152] Table 5 Optimized phase difference parameters of each intersection

[0153]

[0154] Although the present invention has been described above with preferred embodiments, it is not intended to limit the present invention. A person skilled in the art of the present invention may make various modifications and improvements without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention shall be determined by the definition of the claims.

Claims

1. A multipath signal coordination control method for public transport priority, characterized in that: The following steps are involved: S1. Collect information related to trunk intersections and bus routes on the trunk, including: trunk road structure, number of trunk intersections, trunk intersection spacing, signal timing plan for each intersection, bus route on the trunk, bus stop locations for each bus route on the trunk, average stop time of buses at each stop, and peak hour traffic flow of each bus route; S2, based on the stop locations of each bus line running on the trunk line, combined with dummy variables, divide the multi-path bus signal control sub-area, and divide the bus routes with consistent driving characteristics into the same control sub-area; S3. Based on the division result of the multi-path bus signal control sub-areas in step S2, a multi-path signal coordination control optimization model for bus priority is established with the optimization goal of maximizing the weighted green wave bandwidth of each bus path. According to the sub-area division, constraints within the control sub-area group, constraints between control sub-area groups, and travel time constraints are established for each path respectively; S4. Solve the multi-path signal coordination control optimization model for bus priority in step S3, obtain the green wave bandwidth of each bus path, and output the optimized signal control parameters of each intersection in the trunk line to complete the multi-path signal coordination control.

2. A multipath signal coordination control method for public transport priority according to claim 1, characterized in that: Step S2 specifically includes: using a set of dummy variables N i,k The sub-division scheme of the bus route is expressed by O j and O j+1 Indicates different signal-controlled sub-areas; buses on path i need to stop between signal-controlled intersections k and k+1 to pick up and drop off passengers, and the control area needs to be interrupted, that is, N i,k =1; otherwise N i,k =0; For the upward direction of the trunk line: the adjacent bus stop N j and N j+1 All signalized intersections between the two are divided into the same signalized sub-area. j The first signalized intersection in the upbound direction of this group is bus stop N j The first signalized intersection downstream and the last signalized intersection is bus stop N j+1 The last signalized intersection upstream; For the down direction of the trunk line: adjacent bus stop and All signalized intersections between the The first signalized intersection in the down direction of this group is a bus stop The first signalized intersection downstream and the last signalized intersection is a bus stop The last signalized intersection upstream; When there is no signalized intersection between two adjacent bus stops, that is, when a bus stops multiple times on the same road section, the search for adjacent stops continues downstream until the two stops are located on different sections of the road with at least one signalized intersection between them. j 、N j+1 , and It is the boundary of the signal control sub-area and does not belong to any signal control sub-area.

3. The multipath signal coordination control method for public transport priority according to claim 1, characterized in that: The multi-path signal coordination control optimization model for bus priority is as follows: in, is the weight coefficient of uplink path i in the jth control sub-area, is the weight coefficient of downlink path i in the jth control sub-area, b i,j,k is the green wave bandwidth of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area; is the green wave bandwidth of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area.

4. The multipath signal coordination control method for public transport priority according to claim 1, characterized in that: In step S3, the intra-control sub-area group constraints include: intra-group bandwidth constraints in signal-controlled intersections of the same control sub-area, and intra-group cyclic integer constraints; The intra-group bandwidth constraint in the signalized intersection of the same control sub-area is as follows: Among them, w i,j,k is the green light time on the front side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the up direction; is the green light time at the rear side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the downstream direction; b i,j,k is the green wave bandwidth of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area; is the green wave bandwidth of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area; g i,k is the green light duration of the i-th path in the upward direction at the k-th intersection; is the green light duration of the i-th path in the downstream direction at the k-th intersection; I is the path set in the uplink direction, is the set of paths in the downlink direction, J is the set of signal control sub-areas, K i is the set of intersections that path i passes through.

5. The multipath signal coordination control method for public transport priority according to claim 4, characterized in that: In step S3, the intra-group cyclic integer constraint in the signalized intersection of the same control sub-area is as follows: Among them, θ k is the phase difference between the kth intersection and the initial time; r i,k is the red light duration on the left side of the green light for the i-th path in a single cycle at the k-th intersection; is the duration of the red light on the right side of the green light for the i-th path in a single cycle at the k-th intersection; n i,j,k is the integer periodic variable of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area; is the integer periodic variable of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area; t i,k is the travel time of the i-th path in the upward direction between the k-th intersection and the k+1-th intersection; is the travel time of the i-th path in the downward direction between the k-th intersection and the k+1-th intersection; τ i,k is the queue clearing time of the i-th path in the upward direction at the k-th intersection; is the queue clearing time of the i-th path in the downstream direction at the k-th intersection.

6. The multipath signal coordination control method for public transport priority according to claim 1, characterized in that: In step S3, the control sub-area group constraints include: control sub-area group constraints of signalized intersections in different control sub-areas, group-by-group cyclic integer constraints, and group-by-group local green wave connection constraints; The constraints between control sub-areas of signalized intersections in different control sub-areas are as follows: Among them, w i,j,k is the green light time on the front side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the up direction; is the green light time at the rear side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the downstream direction; b i,j,k is the green wave bandwidth of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area; is the green wave bandwidth of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area; g i,k is the green light duration of the i-th path in the upward direction at the k-th intersection; is the green light duration of the i-th path in the downstream direction at the k-th intersection; I is the path set in the uplink direction; is the set of paths in the downlink direction, J is the set of signal control sub-areas, K i is the set of intersections that path i passes through.

7. A multipath signal coordination control method for public transport priority according to claim 6, characterized in that: In step S3, the cyclic integer constraints between signalized intersection groups in different control sub-areas are as follows: in, is the bus stop time of the i-th path in the j-th signal control sub-area in the upward direction; is the bus stop time of the i-th path in the downstream direction within the j-th signal control sub-area.

8. The multipath signal coordination control method for public transport priority according to claim 5, characterized in that: In step S3, the local green wave connection constraint between groups is as follows: Among them, θ k is the phase difference between the kth intersection and the initial time; w i,j,k is the green light time on the front side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the up direction; is the green light time at the rear side of the green wave band during the green light time of the kth intersection in the jth signal control sub-area for the i-th path in the downstream direction; b i,j,k is the green wave bandwidth of the i-th path in the uplink direction at the k-th intersection in the j-th signal control sub-area; is the green wave bandwidth of the i-th path in the downstream direction at the k-th intersection in the j-th signal control sub-area.

9. The multipath signal coordination control method for public transport priority according to claim 5, characterized in that: In step S3, the travel time constraint is as follows: in, is the acceleration and deceleration time of the bus entering and leaving the station on the i-th upward path at the k-th signalized intersection; is the acceleration and deceleration time of the bus entering and leaving the station on the i-th downstream path at the k-th signalized intersection; and They represent the minimum and maximum entry and exit times of the bus on the i-th upward path respectively; and They represent the minimum and maximum entry and exit times of the bus on the i-th downstream path respectively; N k Indicates the number of bus stops on the road section from intersection k to k+1 in the upward direction; Indicates the number of bus stops on the road section from intersection k to k+1 in the down direction; Z is the inverse of the signal period; L k is the distance from intersection k to k+1; v i,min and v i,max are the upper and lower speed limits of path i; a is the average acceleration of the bus; b is the average deceleration of the bus; v i,k is the speed of the bus on the i-th upward path at the k-th signalized intersection; is the speed of the bus on the i-th downstream path at the k-th signalized intersection.

10. The multipath signal coordination control method for public transport priority according to claim 5, characterized in that: In step S4, the multi-path signal coordination control optimization model for bus priority in step S3 is solved. Specifically, the relevant information of the trunk intersection in step S1 and the relevant information of the bus operation routes in the trunk are input into the multi-path signal coordination control optimization model for bus priority established in step S3, and the optimization model is solved by using the branch and bound method to output the green wave bandwidth of each bus path and the optimized signal control parameters of each intersection in the trunk.

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