A multi-path signal coordination control method for public transport priority

Abstract

The present invention discloses a multi-path signal coordination control method for bus priority, comprising the following steps: S1, collecting relevant information about trunk intersections and bus routes in the trunk; S2, dividing the multi-path bus signal control sub-areas based on the stop locations of each bus route and combining dummy variables; S3, establishing a multi-path signal coordination control optimization model for bus priority with the optimization goal of maximizing the weighted green wave bandwidth of each bus route, and then establishing intra-control sub-area group constraints, inter-control sub-area group constraints, and travel time constraints for each path; S4, solving the optimization model, obtaining the green wave bandwidth of each bus route, and outputting the optimized signal control parameters for each intersection in the trunk route. When applied to the bus signal coordination control of urban trunk routes, the present invention can provide green wave bandwidth for multiple bus routes, significantly improve the traffic efficiency of buses on urban trunk roads, and alleviate traffic congestion.

Description

Technical Field

[0001] The present 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 for public transport priority. Background Art

[0002] In recent years, with the development of Chinese society and the acceleration of urbanization, the contradiction between supply and demand in my country's urban transportation has become increasingly prominent, resulting in varying degrees of negative impacts on safety, the economy, and the environment. As a key component of urban public transportation, buses offer flexible deployment, appropriate transport capacity, low pollution, and low cost, effectively alleviating urban issues such as traffic congestion and pollution emissions. The concept of prioritizing public transportation has become widely recognized. Compared to private vehicles, buses tend to operate on fixed routes and are characterized by high accessibility, large passenger capacity, and high vehicle utilization.

[0003] On urban roads, intersections are often critical bottlenecks affecting traffic flow and are key nodes that cause bus speeds to drop and arrival times to be delayed. When bus system delays are excessive, residents may consider the extra wait time for buses and turn to using private transportation, further contributing to traffic congestion and creating a vicious cycle that negatively impacts the normal operation and healthy development of public transportation. Therefore, ensuring bus punctuality, improving the competitiveness of the public transportation system, and encouraging more travelers to choose public transportation can effectively improve the efficiency of urban road networks and reduce system delays.

[0004] Existing bus priority signal control systems mostly optimize timing schemes based on individual intersections, employing proactive priority strategies such as green light delays and early red light closures to provide additional travel time for buses. These strategies lack a comprehensive consideration of the upstream and downstream relationships of bus routes. For bus priority coordinated control at arterial intersections, existing methods, similar to those used for coordinated control of social vehicle arterials, prioritize bus flow in the straight direction of the arterial route, but ignore the needs of turning buses exiting the arterial route. This results in uneven signal resource allocation and increases overall system delays. Summary of the Invention

[0005] To address the problems of the existing technology, the present invention provides a multi-path signal coordination control method for bus priority. Based on the typical operating modes of buses, such as constant speed travel, acceleration and deceleration for entering and exiting stations, and passenger boarding and disembarking at stops, the present invention proposes a signal control sub-area division method with bus stops as special control nodes. This method then designs signal coordination control for these sub-areas. By introducing local green wave connectivity constraints between control sub-area groups, the method improves the local green wave bandwidth of each control sub-area while also ensuring the connectivity of the overall green wave bandwidth of the bus line. When applied to bus signal coordination control on urban arterial routes, the method can provide green wave bandwidth for multiple bus routes, significantly improving the travel efficiency of buses on urban arterial roads and alleviating traffic congestion.

[0006] To solve the above technical problems, the present invention provides the following technical solution: 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 lines, including: trunk road structure, number of trunk intersections, spacing between trunk intersections, signal timing plans for each intersection, routes of bus routes running on the trunk lines, stop locations for each bus route running on the trunk lines, average stop time of buses at each stop, and peak hour traffic volume of each bus route;

[0008] S2. Based on the stop locations of each bus route running on the trunk line, the multi-path bus signal control sub-area is divided in combination with dummy variables, and bus routes with consistent driving characteristics are grouped into the same control sub-area. S3. Based on the multi-path bus signal control sub-area division results in step S2, a multi-path signal coordinated control optimization model for bus priority is established with the optimization goal of maximizing the weighted green wave bandwidth of each bus route. Based on the sub-area division, intra-control sub-area group constraints, inter-control sub-area group constraints, and travel time constraints are established for each route.

[0009] S4. Solve the bus priority-oriented multi-path signal coordination control optimization model of step S3, obtain the green wave bandwidth of each bus path, and output the optimized signal control parameters of each intersection on the trunk line to complete the multi-path signal coordination control.

[0010] Furthermore, the aforementioned step S2 specifically includes: using a set of dummy variables N i,k Express the sub-division scheme of bus routes, using O j and O j+1 Indicates different signal-controlled sub-areas; the bus on path i needs to stop to pick up or drop off passengers between signal-controlled intersections k and k+1, and the control area needs to be interrupted, that is, N i,k =1; otherwise N i,k =0;

[0011] For the upbound direction of the trunk line: adjacent bus stop N j and N j+1 All signal-controlled intersections between the two areas are divided into the same signal-controlled 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;

[0012] For the down direction of the trunk line: adjacent bus stop N j and N j+1 All signalized intersections between the two areas are grouped into the same signalized sub-area. The first signalized intersection in the downbound 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;

[0013] 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 road sections 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.

[0014] Furthermore, the aforementioned multi-path signal coordination control optimization model for bus priority is as follows:

[0015]

[0016] 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.

[0017] Furthermore, in the aforementioned step S3, the intra-control sub-area group constraints include: intra-group bandwidth constraints in signalized intersections of the same control sub-area, and intra-group cyclic integer constraints;

[0018] The intra-group bandwidth constraint in the signalized intersection of the same control sub-area is as follows:

[0019]

[0020] 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;

[0021] is the green light time at the rear side of the green wave band during the green light time of the k-th intersection in the j-th signal control sub-area for the i-th path in the downstream direction;

[0022] 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;

[0023] b i,j,k 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;

[0024] g i,k is the green light duration of the i-th path in the upward direction at the k-th intersection;

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

[0026] 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.

[0027] Furthermore, in the aforementioned step S3, the intra-group cyclic integer constraint in the signalized intersections of the same control sub-area is as follows:

[0028]

[0029] Among them, θ k is the phase difference between the kth intersection and the initial time;

[0030] 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;

[0031] is the duration of the red light to the right of the green light for the i-th path in a single cycle at the k-th intersection;

[0032] n i,j,kis 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;

[0033] 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;

[0034] 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;

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

[0036] τ i,k is the queue clearing time of the i-th path in the upstream direction at the k-th intersection;

[0037] is the queue clearing time of the i-th path in the downstream direction at the k-th intersection.

[0038] Furthermore, in the aforementioned step S3, the constraints between control sub-areas include: constraints between control sub-areas of signalized intersections in different control sub-areas, constraints between cyclic integers between groups, and constraints between local green wave connections between groups; the constraints between control sub-areas of signalized intersections in different control sub-areas are as follows:

[0039]

[0040]

[0041] 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;

[0042] is the green light time at the rear side of the green wave band during the green light time of the k-th intersection in the j-th signal control sub-area for the i-th path in the downstream direction;

[0043] 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;

[0044] 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;

[0045] g i,k is the green light duration of the i-th path in the upward direction at the k-th intersection;

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

[0047] 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.

[0048] Furthermore, in the aforementioned step S3, the cyclic integer constraint between signalized intersection groups in different control sub-areas is as follows:

[0049]

[0050] in, is the bus stop time of the i-th path in the j-th signal control sub-area in the upward direction;

[0051] is the bus stop time of the i-th path in the downlink direction within the j-th signal control sub-area.

[0052] Furthermore, in the aforementioned step S3, the local green wave connection constraint between groups is as follows:

[0053]

[0054] Among them, θ k is the phase difference between the kth intersection and the initial time;

[0055] 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;

[0056] is the green light time at the rear side of the green wave band during the green light time of the k-th intersection in the j-th signal control sub-area for the i-th path in the downstream direction;

[0057] 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;

[0058] 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.

[0059] Furthermore, in the aforementioned step S3, the travel time constraint is as follows:

[0060]

[0061] 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;

[0062] is the acceleration and deceleration time of the bus entering and leaving the station at the kth signalized intersection on the i-th downlink path;

[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 downlink 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 downlink 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 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 using the branch and bound method to output the green wave bandwidth of each bus route 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 passenger boarding and alighting needs of buses at stops, 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 constraint 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 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 waves for multiple bus routes under the same signal control scheme, achieve their synchronous optimization, and significantly improve the operation service level of the bus system. BRIEF DESCRIPTION OF THE DRAWINGS

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

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

[0076] Figure 3 This 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 a green wave time-space diagram of multi-path signal control for public transport priority according to the present invention. DETAILED DESCRIPTION

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

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

[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 lines, including: trunk road structure, number of trunk intersections, spacing between trunk intersections, signal timing plans for each intersection, routes of bus routes running on the trunk lines, stop locations for each bus route running on the trunk lines, average stop time of buses at each stop, and peak hour traffic volume of each bus route;

[0082] S2. Based on the stop locations of each bus route running on the trunk line, the multi-path bus signal control sub-area is divided in combination with dummy variables, and bus routes with consistent driving characteristics are grouped into the same control sub-area. S3. Based on the multi-path bus signal control sub-area division results in step S2, a multi-path signal coordinated control optimization model for bus priority is established. With maximizing the weighted green wave bandwidth of each bus route as the optimization goal, intra-control sub-area group constraints, inter-control sub-area group constraints, and travel time constraints are established for each route based on the sub-area division.

[0083] S4. Solve the bus priority-oriented multi-path signal coordination control optimization model of step S3, obtain the green wave bandwidth of each bus path, and output the optimized signal control parameters of each intersection on the trunk line to complete the multi-path signal coordination control.

[0084] In the embodiment of the present invention, there are 6 signalized intersections, the structure-related information of the trunk intersections and the path-related information of the bus routes in the trunk lines 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 is shown in Table 2. 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.

[0085] Table 1

[0086]

[0087] Table 2

[0088]

[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-area. A set of dummy variables N is used. i,k Express the sub-division scheme of bus routes, using O j and O j+1Indicates different signal-controlled sub-areas; the bus on path i needs to stop to pick up or drop off passengers between signal-controlled intersections k and k+1, and the control area needs to be interrupted, that is, N i,k =1; otherwise N i,k =0;

[0091] For the upbound direction of the trunk line: adjacent bus stop N j and N j+1 All signal-controlled intersections between the two areas are divided into the same signal-controlled 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 main line: adjacent bus stop and All signalized intersections between the two areas are grouped into the same signalized sub-area. The first signalized intersection in the downbound 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 road sections 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 results are shown in Table 3:

[0095] Table 3

[0096]

[0097]

[0098] As a preferred embodiment of the present invention, in step S3, a bus-priority-oriented multi-path signal coordination control optimization model is established based on the sub-area division results of each bus route. The optimization goal is to maximize the weighted green wave bandwidth of each bus route. Based on the sub-area division, intra-control sub-area group constraints, inter-control sub-area group constraints, and travel time constraints are established for each route.

[0099] The multi-path signal coordination control optimization model for bus priority is as follows:

[0100]

[0101] 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.

[0102] In step S3, the intra-control sub-area group constraints include: intra-group bandwidth constraints in signalized intersections of the same control sub-area, and intra-group cyclic integer constraints;

[0103] The intra-group bandwidth constraint in the signalized intersection of the same control sub-area is as follows:

[0104]

[0105] 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 k-th intersection in the j-th signal control sub-area for the i-th path in the downstream direction;

[0106] 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;

[0107] 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;

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

[0109] is the green light duration of the i-th path in the downlink direction at the k-th intersection;

[0110] 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.

[0111] As a preferred embodiment of the present invention, refer to Figure 4 , the intra-group cyclic integer constraint in the signalized intersection of the same control sub-area is as follows:

[0112]

[0113] Among them, θ k is the phase difference between the kth intersection and the initial time;

[0114] 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;

[0115] is the duration of the red light to the right of the green light for the i-th path in a single cycle at the k-th intersection;

[0116] 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;

[0117] 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;

[0118] 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;

[0119] is the travel time of the i-th path in the downward direction between the k-th intersection and the k+1-th intersection;

[0120] τ i,k is the queue clearing time of the i-th path in the upstream direction at the k-th intersection;

[0121] is the queue clearing time of the i-th path in the downstream direction at the k-th intersection.

[0122] As a preferred embodiment of the present invention, in step S3, the control sub-area group constraints include: signalized intersection control sub-area group constraints of different control sub-areas, inter-group cyclic integer constraints, and inter-group local green wave connection constraints;

[0123] The constraints between control sub-areas of signalized intersections with different control sub-areas are as follows:

[0124]

[0125] 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 k-th intersection in the j-th signal control sub-area for the i-th path in the downstream direction;

[0126] 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;

[0127] 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;

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

[0129] is the green light duration of the i-th path in the downlink direction at the k-th intersection;

[0130] 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.

[0131] As a preferred embodiment of the present invention, the cyclic integer constraints between signalized intersection groups in different control sub-areas are as follows:

[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 downlink 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, forming two local green wave bands. When the two local green wave bands are fully connected, the resulting global green wave bandwidth is the largest. At this time, the green wave can optimize the service level of public transportation vehicles with the greatest efficiency. The complete 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]

[0140] 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;

[0141] is the acceleration and deceleration time of the bus entering and leaving the station at the kth signalized intersection on the i-th downlink path;

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

[0143] and They represent the minimum and maximum entry and exit times of the bus on the i-th downlink path respectively;

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

[0145] Indicates the number of bus stops on the road section from intersection k to k+1 in the down direction;

[0146] 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;

[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 downlink path at the k-th signalized intersection.

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

[0150] Table 4

[0151]

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

[0153]

[0154] While the present invention has been described above with reference to preferred embodiments, this is not intended to limit the present invention. Persons skilled in the art will readily appreciate that various modifications and variations can be made 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 appended claims.

Claims

1. A multi-path 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 lines, including: trunk road structure, number of trunk intersections, spacing between trunk intersections, signal timing plans for each intersection, routes of bus routes running on the trunk lines, stop locations for each bus route running on the trunk lines, average stop time of buses at each stop, and peak hour traffic volume of each bus route; S2. Based on the stop locations of each bus route running on the trunk line, combined with dummy variables, multi-path bus signal control sub-areas are divided, and bus routes with consistent driving characteristics are divided into the same control sub-area; Specifically: use a set of dummy variables N i,k Express the sub-division scheme of bus routes, using O j and O j+1 Indicates different signal-controlled sub-areas; the bus on path i needs to stop to pick up or drop off passengers between signal-controlled intersections k and k+1, and the control area needs to be interrupted, that is, N i,k =1; otherwise N i,k =0; For the upbound direction of the trunk line: adjacent bus stop N j and N j+1 All signal-controlled intersections between the two areas are divided into the same signal-controlled 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 main line: adjacent bus stop and All signalized intersections between the two areas are grouped into the same signalized sub-area. The first signalized intersection in the downbound 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 road sections with at least one signalized intersection between them. Similarly, bus stop N 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; S3. Based on the division results 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. Based on the sub-area division, intra-control sub-area group constraints, inter-control sub-area group constraints, and travel time constraints are established for each path. 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 at the kth signalized intersection on the i-th downlink path; 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 downlink 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; 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 multi-path 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.

3. The multi-path 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 signalized 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 k-th intersection in the j-th 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 downlink 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.

4. The multi-path signal coordination control method for public transport priority according to claim 3, characterized in that: In step S3, the intra-group cyclic integer constraint in the signalized intersections 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 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; is the duration of the red light to the right 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 upstream 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.

5. The multi-path signal coordination control method for public transport priority according to claim 1, characterized in that: In step S3, the constraints between control sub-area groups include: constraints between control sub-area groups of signalized intersections in different control sub-areas, constraints between group cyclic integers, and constraints between group local green wave connections; The constraints between control sub-areas of signalized intersections with 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 k-th intersection in the j-th 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 downlink 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.

6. The multi-path signal coordination control method for public transport priority according to claim 5, characterized in that: In step S3, the cyclic integer constraint between signalized intersection groups in different control sub-areas is as follows: The bus stop time control for the i-th path in the up direction within the j-th signal control sub-area; is the bus stop time of the i-th path in the downlink direction within the j-th signal control sub-area.

7. The multi-path 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 k-th intersection in the j-th 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.

8. The multi-path 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 using the branch and bound method to output the green wave bandwidth of each bus route and the optimized signal control parameters of each intersection in the trunk.

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