A joint optimization method of connected bus signal coordination and speed guidance considering multiple bus requests conflicts

Abstract

The application discloses a kind of considering multiple vehicle request conflict's network connection bus signal coordination and speed guidance combined optimization method, the method includes on the basis of actual operation of bus, complete bus priority multi-strategy optimization model is established, considering bus signal priority application conflict, multi-strategy bus operation optimization process is described by system, the delay of considering social vehicle and bus vehicle, to guide the actual driving behavior of bus and intersection signal optimization;On this basis, guide bus to run on bus lane, reduce the time of parking and waiting, improve bus priority efficiency, form a kind of bus signal coordination and speed guidance combined optimization method, to realize the organic combination of bus priority signal-speed guidance-trunk coordination strategy.The application solves the long parking and waiting time caused by the difficulty in processing existing intelligent network connection bus signal priority application conflict, a series of public transport inefficiency problems such as delay of arrival time.

Description

Technical Field

[0001] This invention relates to the field of public transport operation technology, and in particular to a joint optimization method for signal coordination and speed guidance of connected buses that takes into account conflicts in multiple vehicle requests. Background Technology

[0002] With the growth of urban population and travel demand, traffic problems are becoming increasingly serious, and public transportation has become an important means of alleviating traffic congestion and environmental pollution. However, due to urban road bottlenecks and the occupation of traffic resources by private cars, the efficiency of public transportation priority is very low. With the development of intelligent connected vehicle technology, methods such as bus speed guidance and bus signal priority, which can significantly improve the efficiency of public transportation priority, have emerged. However, when multiple buses arrive at intersections at similar times, conflicts often occur in bus signal priority requests. How to meet the priority needs of buses under these conflicting requests is an urgent problem to be solved. This multi-strategy operation optimization is a comprehensive approach that improves public transportation operating efficiency and road conditions while meeting the priority needs of public transportation vehicles. However, existing technologies still have the following shortcomings:

[0003] (1) The existing method does not take into account the actual situation of multiple intersections and multiple bus routes on the trunk line. When multiple buses arrive at the intersection at the same time, there may be conflicts in the application for bus signal priority, which cannot meet the bus priority needs of the vehicles.

[0004] (2) Existing methods lack integration with bus priority strategies, ignoring the potential contradictions between strategies such as green wave coordination, speed guidance and bus signal priority during optimization, leading to bus priority failure.

[0005] (3) Existing methods only focus on the optimization of local bus priority, lacking a comprehensive consideration of the green wave bandwidth of the bus corridor and the buses on other routes in the bus corridor. They often overlook the impact of bus priority on the green wave bandwidth and buses on other routes. Summary of the Invention

[0006] This invention provides a joint optimization method for signal coordination and speed guidance of connected buses that considers conflicts in multiple vehicle requests, in order to overcome the above-mentioned technical problems.

[0007] To achieve the above objectives, the technical solution of the present invention is as follows:

[0008] A joint optimization method for signal coordination and speed guidance of connected buses that considers conflicts in multiple vehicle requests includes the following steps:

[0009] S1: Consider the operation of buses on different routes and the location of bus stops on different routes, and confirm the grouping of bus routes on trunk lines to obtain several coordination groups.

[0010] By confirming the green wave band width and green wave travel speed of different lines on the trunk line, and based on the constructed green wave coordination target model, green wave coordination is carried out on different lines within each coordination group to obtain a green wave coordination scheme.

[0011] S2: Considering the actual operation of buses on dedicated bus lanes, establish bus operation plans that take into account different routes. Based on the green wave coordination plan, and by combining the signal timing information at intersections, determine whether buses in each bus operation plan can pass through the green wave, speed guidance, and whether they need to apply for bus signal priority, so as to obtain bus optimization plans.

[0012] S3: By considering the situation in the bus vehicle optimization plan that requires applying for bus signal priority, and confirming that only one bus at the intersection applies for bus signal priority, continue to execute S4;

[0013] If it is confirmed that multiple buses are requesting bus signal priority at the intersection, continue to implement S5;

[0014] S4: By constructing an impact assessment model with the goal of minimizing delay time, the impact of bus signal priority requests by public transport vehicles on the delay of private vehicles is evaluated, and the bus signal priority requests of public transport vehicles with the least delay impact are identified, thereby achieving bus operation optimization under the condition of no conflict of bus signal priority requests.

[0015] S5: Considering the conflict in bus signal priority requests, the delay of conflicting buses is evaluated by constructing a bus delay objective function and bus delay constraints. Based on the bus with the largest delay after evaluation, the joint optimization of bus signal coordination and speed guidance considering multiple vehicle request conflicts is achieved.

[0016] Furthermore, S1 specifically includes the following steps:

[0017] S11: Consider the operation of buses on different routes and set the bus stops on the trunk line as location nodes. Based on the location of the bus stops on the trunk line, each bus route is randomly divided into several bus route groups.

[0018] Furthermore, the different routes include both northbound and southbound bus routes determined based on experience.

[0019] S12: By confirming the grouping of bus routes on trunk lines, several sub-coordination groups can be obtained;

[0020] By confirming the green wave band width and green wave travel speed of different lines on the trunk line, and by constructing a green wave coordination target model, green wave coordination is carried out on different lines within each sub-coordination group to obtain a green wave coordination scheme.

[0021] Furthermore, the green wave coordination target model constructed in S12 includes a green wave coordination objective function and model constraints;

[0022] The expression for the green wave coordination objective function is as follows:

[0023]

[0024] In the formula: b l,j,k This indicates the width of the green wave band at intersection j of the coordination group k for the northbound bus route l; This indicates the width of the green wave band at intersection j of the downstream bus route coordination group l; This represents the weight of the coordination group k for the upbound bus route l; This represents the weight of the coordination group k for the downstream bus route l;

[0025] The model constraints include:

[0026] Constraint 1:

[0027] Constraint 2:

[0028] Constraint 3:

[0029] Constraint 4:

[0030] In the formula: W l,j,k This indicates the green light time before the green wave at intersection j for the coordination group k of the northbound bus route l. This indicates the green light duration after the green wave at intersection j, as indicated by the coordination group k for the downstream bus route l; b l,j,k The green wave width at intersection j represents the coordination group k for the northbound bus route l. This indicates the width of the green wave band at intersection j for the downstream bus route coordination group k; g l,j This indicates the green light time at intersection j for the northbound bus route l. Indicates the green light time at intersection j for the southbound bus route l; S l,k S represents the k-th coordination group for bus route l; l,k+1 This represents the (k+1)th coordination group for bus route l.

[0031] Constraint 5:

[0032]

[0033] Constraint 6:

[0034]

[0035] Constraint 7:

[0036]

[0037] Constraint 8:

[0038]

[0039] In the formula: θ j The phase difference at intersection j is represented by r. l,j This indicates the red light time at intersection j for the northbound bus route l. Indicates the red light time at intersection j for the southbound bus route l; W l,j,k This indicates the green light time before the green wave band at intersection j of the coordination group l for the northbound bus route; This indicates the green light time following the green wave at intersection j for the downstream bus route l coordination group k; t j This indicates the travel time of the northbound bus between intersections j and j+1; This indicates the travel time of the outgoing bus between intersections j and j+1; Indicates the stopping time of the coordination group k for the northbound bus route l; Indicates the stopping time of the coordination group k for the downstream bus route l; n l,j An integer variable representing the intersection j of the upbound bus route l; An integer variable representing the intersection j of the downlink bus route l;

[0040] Constraint 9:

[0041]

[0042] Constraint 10:

[0043]

[0044] In the formula: θ j+1 This represents the phase difference at intersection j+1; r l,j+1 This indicates the red light time at intersection j+1 for the northbound bus route l; Indicates the red light time at intersection j+1 for the southbound bus route l; W l,j+1,k This indicates the green light time before the green wave band at intersection j+1 of the coordination group l for the northbound bus route; This indicates the green light time following the green wave at intersection j+1 of the coordination group k for the downstream bus route l. This represents half the width of the green wave band at intersection j+1 of the coordination group l for the northbound bus route; This represents half the green wave width at intersection j+1 of the downstream bus route coordination group l; n l,j+1An integer variable representing the intersection j+1 of the upward bus route l; An integer variable representing the intersection j+1 of the downlink bus route l;

[0045] Constraint 11:

[0046] Constraint 12:

[0047] In the formula: V k This indicates the speed of the bus in the uplink coordination group k; This represents the bus speed of the downlink coordination group k; This indicates the minimum green wave speed for bus k in the uplink coordination group; This represents the minimum green wave speed of bus k in the downlink coordination group; This indicates the maximum green wave speed of bus k in the upstream coordination group; This indicates the maximum green wave speed of bus k in the downlink coordination group.

[0048] Furthermore, S2 specifically includes the following steps:

[0049] S21: Considering the actual operating conditions of buses traveling on dedicated bus lanes, establish bus operation plans that take into account different routes;

[0050] Specifically, it includes:

[0051] S211: The bus operation plan is set so that buses on the main line can travel in the bus lane without changing lanes, while other vehicles cannot enter the bus lane. This allows buses to guide speed in the bus lane.

[0052] S212: The bus operation plan is set so that only the main lines have dedicated bus lanes and the branch lines do not have dedicated bus lanes, and buses are not allowed to overtake in the dedicated bus lanes.

[0053] S22: Based on the green wave coordination scheme, by combining the signal timing information of the intersection, the system determines whether buses can pass through the green wave, their speed is guided, and whether they need to apply for bus signal priority in each bus operation plan, so as to obtain the bus optimization plan.

[0054] Specifically, it includes:

[0055] S221: When a bus enters the pre-defined intersection optimization decision range, confirm the current route of the bus: whether the bus is on the main line or the bus is on the branch line.

[0056] If the vehicle is confirmed to be on the main line, proceed with S222; if the vehicle is confirmed to be on the branch line, proceed with S223.

[0057] S222: Based on the green wave coordination scheme, determine whether a bus can pass through the current intersection when the light is green. If so, confirm that it can pass through when the light is green and continue normal driving; otherwise, confirm that it cannot pass through when the light is green and request priority passage for the bus signal.

[0058] S223: Based on the green wave coordination scheme, determine whether a bus can pass through the current intersection when the light is green;

[0059] If yes, then confirm that you can pass through the green light and continue driving normally; otherwise, confirm that you cannot pass through the green light and determine whether you can pass through the current intersection with speed guidance.

[0060] If so, confirm that the bus can pass through the current intersection using speed guidance and instruct it to accelerate or decelerate to the target speed; otherwise, confirm that the bus cannot pass through the current intersection using speed guidance and request priority passage via the bus signal.

[0061] S224: Based on steps S222 and S223, obtain the bus vehicle optimization plan.

[0062] Furthermore, the impact assessment model minimized in S4 includes an impact assessment function and impact assessment constraints;

[0063] The expression for the impact assessment function is as follows:

[0064]

[0065] In the formula: CD a This indicates the degree of delay impact of the α-entry lane at the current intersection on other vehicles; This represents the traffic volume going straight through entrance α; This represents the traffic volume for left turns at entrance α; α represents the traffic volume for right turns at the entrance; ω s Weather loss factor representing saturation flow rate; This indicates the number of straight lanes at entrance α; This indicates the number of lanes for left turns at entrance α; Indicates the number of right-turn lanes at entrance α; s s Indicates the saturation flow rate of the straight-ahead lane; s l The saturation flow rate of the left-turn lane is represented by s. r This indicates the saturation flow rate of the right-turn lane; This indicates the red light duration before bus operation optimization, assuming no conflict over priority bus signal requests. This represents the optimized red light duration for bus operations under conditions where there is no conflict over priority bus signal requests; P represents the average number of passengers carried by the bus. The decision variable representing whether the right-turn lane is controlled.

[0066] Furthermore, S5 specifically includes the following steps:

[0067] S51: Consider the situation where there is a conflict in the application for bus signal priority, that is, when there are multiple buses applying for bus signal priority at the current intersection, confirm whether the buses applying for bus signal priority are all from the main line or the branch line.

[0068] If so, it is defined as a conflict between buses traveling in opposite directions, and step S52 is executed;

[0069] Otherwise, it is defined as a non-opposing conflict between public transport vehicles, and step S53 is executed;

[0070] S52: Based on the constructed bus delay objective function, the opposing conflict of the bus signal priority application is optimized by considering the bus with the largest delay and combining it with the bus delay constraint.

[0071] S53: Based on the constructed objective function for bus delays, the bus with the largest delay is considered, and the route of that bus is identified.

[0072] If it is confirmed that the route of the bus is located on a trunk line, the bus optimization scheme obtained in step S224 will be used to continue driving.

[0073] If it is confirmed that the bus is on a branch line, then the bus at the intersection where the non-opposing conflict occurs is on a main line. Based on the bus delay constraint, it is determined whether the bus can be guided to pass through the current intersection on a green light by speed after the current intersection signal is changed.

[0074] If so, the bus will continue to travel using the bus optimization scheme obtained in step S224; otherwise, it will be confirmed that the bus cannot apply for priority passage of the bus signal, thereby realizing the joint optimization of bus signal coordination and speed guidance that takes into account the conflict of multiple vehicle requests.

[0075] Furthermore, the expression for maximizing the objective function of bus delay constructed in S52 or S53 is as follows:

[0076]

[0077] In the formula: D represents the total delay of bus route l vehicle b at intersection j phase i in coordination group k; s This indicates the penalty for not adhering to the pre-set bus timetable at bus stop s; This indicates the delay of bus route l vehicle b at intersection j phase i of coordination group k; This represents the number of passengers on bus route l, vehicle b, at intersection j, phase i of coordination group k. This indicates the actual arrival time of bus vehicle b on route l at phase i of intersection j in coordination group k; This indicates the planned arrival time of bus route l, vehicle b, at intersection j, phase i of coordination group k; μl ,b,s The decision variable representing whether bus route l or vehicle b arrives at bus stop s within the allowed time frame; T' l,b,s This indicates the planned arrival time of bus route l, vehicle b, at bus stop s; T l,b,s This represents the actual arrival time of bus route l, vehicle b, at bus stop s; M represents the design constant; T represents the actual arrival time of bus route l, vehicle b, at bus stop s. A This indicates the preset time range threshold.

[0078] Furthermore, the impact assessment constraints are the same as those for public transport vehicle delays, and include:

[0079] Constraint 13:

[0080] Constraint 14:

[0081] Constraint 15:

[0082] Constraint 16:

[0083] In the formula: This indicates the extended green light time requested by bus route l for vehicle b at intersection j phase i of coordination group k; This indicates the maximum green light extension time for phase i at intersection k in the coordination group; This indicates the early start time of the red light requested by bus route l vehicle b at intersection j phase i of coordination group k; This indicates the maximum early red light start time for phase i at intersection k in the coordination group;

[0084] Constraint 17:

[0085] Constraint 18:

[0086] In the formula: The variable representing the request for a green light extension by bus route l and vehicle b at intersection j phase i of coordination group k; The variable represents the early start of the red light for bus route l and vehicle b at intersection j phase i in coordination group k;

[0087] Constraint 19:

[0088] In the formula: This indicates the green light time for phase i at intersection k after the bus signal priority optimization coordination group. This represents the shortest green light time for phase i at intersection k in the coordination group;

[0089] Constraint 20:

[0090] Constraint 21:

[0091] In the formula: This indicates the green light time of phase i at intersection j in the coordination group k after the optimization of the upbound bus signal priority; This indicates the green light time for phase i at intersection k after the optimization of the downlink bus signal priority; b l,j,k This indicates the width of the green wave band at intersection j of the coordination group k for the northbound bus route l; This indicates the width of the green wave band at intersection j of the downstream bus route coordination group l;

[0092] Constraint 22:

[0093] Constraint 23:

[0094] In the formula: This indicates the early start time of the red light for bus route l (vehicle b) at intersection j (phase i) in coordination group k. This indicates the early start time of the red light for bus route l (vehicle b) at intersection j (phase i) in the direction of traffic flow. This indicates the minimum start time of the green wave band at intersection j of the uplink coordination group k; This indicates the minimum start time of the green wave band at intersection j of the downlink coordination group k; r l,j This indicates the red light time at intersection j for the northbound bus route l. Indicates the red light time at intersection j for the southbound bus route l; W l,j,k This indicates the green light time before the green wave band at intersection j of the coordination group l for the northbound bus route; This indicates the green light time following the green wave at intersection j of the coordination group k for the downstream bus route l.

[0095] Constraint 24:

[0096] Constraint 25:

[0097] In the formula: This indicates the extended green light time for bus route l (vehicle b) at intersection j (phase i) in coordination group k. This indicates the extended green light time for bus route l (vehicle b) at intersection j (phase i) in the direction of traffic flow. This indicates the maximum end time of the green wave band at intersection j of the uplink coordination group k; This indicates the maximum end time of the green wave band at intersection j of the downlink coordination group k; r l,j This indicates the red light time at intersection j for the northbound bus route l. Indicates the red light time at intersection j for the southbound bus route l; W l,j,k This indicates the green light time before the green wave band at intersection j of the coordination group l for the northbound bus route; Indicates the green light time after the green wave at intersection j for the downstream bus route l coordination group k; b l,j,k This indicates the width of the green wave band at intersection j of the coordination group k for the northbound bus route l; This indicates the width of the green wave band at intersection j of the coordination group k for the downlink bus route l.

[0098] Beneficial Effects: This invention provides a joint optimization method for networked bus signal coordination and speed guidance that considers conflicts arising from multiple vehicle requests. It establishes a complete multi-strategy bus operation optimization method, describing the optimization process of whether buses on different routes on the trunk line have conflicts in requesting bus signal priority at intersections. During the bus priority optimization process, based on the green wave coordination scheme and combined with the signal timing information at intersections, it determines whether buses in each bus operation plan can pass through the green wave, provides speed guidance, and needs to request bus signal priority. Simultaneously, by comprehensively considering the impact on trunk line green wave coordination and other bus routes, it achieves joint optimization of bus signal coordination and speed guidance considering conflicts arising from multiple vehicle requests, greatly improving the priority efficiency of buses and reducing the impact on other bus routes and other vehicles. Attached Figure Description

[0099] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0100] Figure 1 This is a flowchart illustrating the joint optimization method for signal coordination and speed guidance of connected buses that considers conflicts in multiple vehicle requests, as presented in this invention. Detailed Implementation

[0101] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0102] This embodiment provides a joint optimization method for signal coordination and speed guidance of connected buses that considers conflicts in multiple vehicle requests. Figure 1 As shown, the specific steps include:

[0103] S1: Consider the operation of buses on different routes and the location of bus stops on different routes, and confirm the grouping of bus routes on trunk lines to obtain several coordination groups; by confirming the green wave width and green wave speed of different routes on trunk lines, and based on the constructed green wave coordination target model, green wave coordination is carried out on different routes within each coordination group to obtain a green wave coordination scheme.

[0104] Specifically, the following steps are included:

[0105] S11: Consider the operation of buses on different routes and set the bus stops on the trunk line as location nodes. Based on the location of the bus stops on the trunk line, each bus route is randomly divided into several bus route groups.

[0106] Furthermore, the different routes include both northbound and southbound bus routes determined based on experience.

[0107] S12: By confirming the grouping of bus routes on trunk lines, several sub-coordination groups can be obtained;

[0108] By confirming the green wave band width and green wave travel speed of different lines on the trunk line, and by maximizing the constructed green wave coordination target model, we can achieve green wave coordination for different lines within each sub-coordination group, while ensuring the green wave continuity between each sub-coordination group, in order to obtain a green wave coordination scheme.

[0109] The constructed green wave coordination target model includes a green wave coordination objective function and model constraints.

[0110] The expression for the green wave coordination objective function is as follows:

[0111]

[0112] In the formula: b l,j,k This indicates the width of the green wave band at intersection j of the coordination group k for the northbound bus route l; This indicates the width of the green wave band at intersection j of the downstream bus route coordination group l; This represents the weight of the coordination group k for the upbound bus route l; This represents the weight of the coordination group k for the downstream bus route l;

[0113] The model constraints include:

[0114] Constraint 1:

[0115] Constraint 2:

[0116] Constraint 3:

[0117] Constraint 4:

[0118] In the formula: W l,j,k This indicates the green light time before the green wave at intersection j for the coordination group k of the northbound bus route l. This indicates the green light duration after the green wave at intersection j, as indicated by the coordination group k for the downstream bus route l; b l,j,k The green wave width at intersection j represents the coordination group k for the northbound bus route l. This indicates the width of the green wave band at intersection j for the downstream bus route coordination group k; g l,j This indicates the green light time at intersection j for the northbound bus route l. Indicates the green light time at intersection j for the southbound bus route l; S l,k S represents the k-th coordination group for bus route l; l,k+1 Let k+1 represent the coordination group of bus route l; in this embodiment, constraints 1 and 2 mean that the sum of the green wave width of the upward (downward) direction within the coordination group and the time before (after) the green light does not exceed the green light time of the upward (downward) direction, and constraints 3 and 4 mean that the sum of the green wave width of the upward (downward) direction between coordination groups and the time before (after) the green light does not exceed the green light time of the upward (downward) direction.

[0119] Constraint 5:

[0120]

[0121] Constraint 6:

[0122]

[0123] Constraint 7:

[0124]

[0125] Constraint 8:

[0126]

[0127] In the formula: θ j The phase difference at intersection j is represented by r. l,j This indicates the red light time at intersection j for the northbound bus route l. Indicates the red light time at intersection j for the southbound bus route l; W l,j,k This indicates the green light time before the green wave band at intersection j of the coordination group l for the northbound bus route; This indicates the green light time following the green wave at intersection j for the downstream bus route l coordination group k; t j This indicates the travel time of the northbound bus between intersections j and j+1; This indicates the travel time of the outgoing bus between intersections j and j+1; Indicates the stopping time of the coordination group k for the northbound bus route l; Indicates the stopping time of the coordination group k for the downstream bus route l; n l,k An integer variable representing the intersection j of the upbound bus route l; This represents an integer variable representing the intersection j of the downlink bus route l; in this embodiment, constraints 5 and 6 are cyclic integer constraints within the coordination group, and constraints 7 and 8 are cyclic integer constraints between the coordination groups, ensuring the synchronization of signal period and phase difference;

[0128] Constraint 9:

[0129]

[0130] Constraint 10:

[0131]

[0132] In the formula: θ j+1 This represents the phase difference at intersection j+1; r l,j+1 This indicates the red light time at intersection j+1 for the northbound bus route l; Indicates the red light time at intersection j+1 for the southbound bus route l; W l,j+1,k This indicates the green light time before the green wave band at intersection j+1 of the coordination group l for the northbound bus route; This indicates the green light time following the green wave at intersection j+1 of the coordination group k for the downstream bus route l. This represents half the width of the green wave band at intersection j+1 of the coordination group l for the northbound bus route; This represents half the green wave width at intersection j+1 of the downstream bus route coordination group l; n l,j+1 An integer variable representing the intersection j+1 of the upward bus route l; Let j+1 be an integer variable representing the intersection of the downlink bus route l; in this embodiment, constraints 9 and 10 indicate that the green wave bands between coordination groups are connected by the center line, which can ensure the continuity of green wave coordination.

[0133] Constraint 11:

[0134] Constraint 12:

[0135] In the formula: V k This indicates the speed of the bus in the uplink coordination group k; This represents the bus speed of the downlink coordination group k; This indicates the minimum green wave speed for bus k in the uplink coordination group; This represents the minimum green wave speed of bus k in the downlink coordination group; This indicates the maximum green wave speed of bus k in the upstream coordination group; This represents the maximum green wave speed of bus k in the downlink coordination group; in this embodiment, constraints 11 and 12 indicate that the speed of buses going up (down) needs to be within a certain range.

[0136] S2: Considering the actual operation of buses on dedicated bus lanes, establish bus operation plans that take into account different routes. Based on the green wave coordination plan, and by combining the signal timing information at intersections, determine whether buses in each bus operation plan can pass through the green wave, speed guidance, and whether they need to apply for bus signal priority, so as to obtain bus optimization plans.

[0137] Specifically, the following steps are included:

[0138] S21: Considering the actual operating conditions of buses traveling on dedicated bus lanes, establish bus operation plans that take into account different routes, specifically including:

[0139] S211: Considering the exclusive and exclusive nature of bus lanes, the plan is to allow buses on main lines to travel on bus lanes without changing lanes, while other vehicles are not allowed to enter the bus lanes. This will enable buses to guide speed on bus lanes and provide the corresponding bus operation plan.

[0140] S212: Considering the limited road conditions, it is set that only the main lines have dedicated bus lanes and the branch lines do not have dedicated bus lanes. At the same time, buses cannot overtake on the dedicated bus lanes. The corresponding bus operation plan is as follows: The method of setting the bus operation plan in steps S211 to S212 in this embodiment can be implemented by existing technical means and is not the inventive point of this application. It will not be described in detail here.

[0141] S22: Based on the green wave coordination scheme, by combining the signal timing information at intersections, it determines whether buses can pass through in a green wave, their speed is guided, and whether they need to apply for bus signal priority in each bus operation plan, in order to obtain an optimized bus plan, specifically including:

[0142] S221: When a bus enters the pre-defined intersection optimization decision range, confirm the current route of the bus: whether the bus is on the main line or the bus is on the branch line.

[0143] If the vehicle is confirmed to be on the main line, proceed with S222; if the vehicle is confirmed to be on the branch line, proceed with S223.

[0144] S222: Based on the green wave coordination scheme, determine whether a bus can pass through the current intersection when the light is green. If so, confirm that it can pass through when the light is green and continue normal driving; otherwise, confirm that it cannot pass through when the light is green and request priority passage for the bus signal.

[0145] S223: Based on the green wave coordination scheme, determine whether a bus can pass through the current intersection when the light is green;

[0146] If yes, then confirm that you can pass through the green light and continue driving normally; otherwise, confirm that you cannot pass through the green light and determine whether you can pass through the current intersection with speed guidance.

[0147] If so, confirm that the bus can pass through the current intersection using speed guidance and instruct it to accelerate or decelerate to the target speed; otherwise, confirm that the bus cannot pass through the current intersection using speed guidance and request priority passage via the bus signal.

[0148] S224: Based on steps S222 and S223, obtain the bus vehicle optimization plan;

[0149] S3: By considering the situation in the bus vehicle optimization plan that requires applying for bus signal priority, and confirming that only one bus at the intersection applies for bus signal priority, continue to execute S4;

[0150] If it is confirmed that multiple buses are requesting bus signal priority at the intersection, continue to implement S5;

[0151] In this embodiment, when a bus needs to apply for bus signal priority, in order to ensure the order of subsequent optimization strategies, it is necessary to check whether there are other buses applying for bus signal priority at the intersection. If there is only one or more buses applying for bus signal priority at the intersection, the bus signal priority application can be processed with subsequent relevant constraints while minimizing the impact on other vehicles.

[0152] S4: By constructing an impact assessment model with the goal of minimizing delay time, the impact of bus signal priority requests by public transport vehicles on the delay of private vehicles is evaluated, and the bus signal priority requests of public transport vehicles with the least delay impact are identified, thereby achieving bus operation optimization under the condition of no conflict of bus signal priority requests.

[0153] Specifically, the impact assessment model minimized includes an impact assessment function and impact assessment constraints; the expression for the impact assessment function is as follows:

[0154]

[0155]

[0156] In the formula: CD a This indicates the degree of delay impact of the α-entry lane at the current intersection on other vehicles; This represents the traffic volume going straight through entrance α; This represents the traffic volume for left turns at entrance α; α represents the traffic volume for right turns at the entrance; ω s Weather loss factor representing saturation flow rate; This indicates the number of straight lanes at entrance α; This indicates the number of lanes for left turns at entrance α; Indicates the number of right-turn lanes at entrance α; s s Indicates the saturation flow rate of the straight-ahead lane; s l The saturation flow rate of the left-turn lane is represented by s. r This indicates the saturation flow rate of the right-turn lane; This indicates the red light duration before bus operation optimization, assuming no conflict over priority bus signal requests. This represents the optimized red light duration for bus operations under conditions where there is no conflict over priority bus signal requests; P represents the average number of passengers carried by the bus. The decision variable represents whether the right-turn lane is controlled; if the right-turn lane is controlled... =1, otherwise =0;

[0157] S5: Considering the conflicting situations of bus signal priority requests, the delays of conflicting buses are evaluated using a constructed bus delay objective function and bus delay constraints. Based on the bus with the largest delay identified after the evaluation, joint optimization of bus signal coordination and speed guidance considering multiple vehicle request conflicts is achieved. Specifically, the following steps are included:

[0158] S51: Consider the situation where there is a conflict in the application for bus signal priority, that is, when there are multiple buses applying for bus signal priority at the current intersection, confirm whether the buses applying for bus signal priority are all from the main line or the branch line.

[0159] If so, it is defined as a conflict between buses traveling in opposite directions, and step S52 is executed;

[0160] Otherwise, it is defined as a non-opposing conflict between public transport vehicles, and step S53 is executed;

[0161] S52: Based on the constructed bus delay objective function, the opposing conflict of the bus signal priority application is optimized by considering the bus with the largest delay and combining it with the bus delay constraint.

[0162] S53: Based on the constructed objective function for bus delays, the bus with the largest delay is considered, and the route of that bus is identified.

[0163] If it is confirmed that the route of the bus is located on a trunk line, the bus optimization scheme obtained in step S224 will be used to continue driving.

[0164] If it is confirmed that the bus is on a branch line, then the bus at the intersection where the non-opposing conflict occurs is on a main line. Based on the bus delay constraint, it is determined whether the bus can be guided to pass through the current intersection on a green light by speed after the current intersection signal is changed.

[0165] If so, the corresponding bus vehicle optimization scheme obtained in step S224 is adopted to continue driving; otherwise, it is confirmed that the bus vehicle cannot apply for priority passage of the bus signal, thereby realizing the joint optimization of bus signal coordination and speed guidance that takes into account the conflict of multiple vehicle requests.

[0166] In a specific embodiment, the objective function for maximizing bus delay constructed in S52 or S53 is expressed as follows:

[0167]

[0168] In the formula: D represents the total delay of bus route l vehicle b at intersection j phase i in coordination group k; s This indicates the penalty for not adhering to the pre-set bus timetable at bus stop s; This indicates the delay of bus route l vehicle b at intersection j phase i of coordination group k; This represents the number of passengers on bus route l, vehicle b, at intersection j, phase i of coordination group k. This indicates the actual arrival time of bus vehicle b on route l at phase i of intersection j in coordination group k; This indicates the planned arrival time of bus route l, vehicle b, at intersection j, phase i of coordination group k; μl ,b,s T' is a 0-1 variable representing the decision variable regarding whether bus route l or vehicle b arrives at bus stop s within the allowed time frame; l,b,s This indicates the planned arrival time of bus route l, vehicle b, at bus stop s; T l,b,s This represents the actual arrival time of bus route l, vehicle b, at bus stop s; M represents the design constant; T represents the actual arrival time of bus route l, vehicle b, at bus stop s. A This indicates the preset time range threshold.

[0169] In a specific embodiment, the impact assessment constraint is the same as the bus delay constraint, which includes:

[0170] Constraint 13:

[0171] Constraint 14:

[0172] Constraint 15:

[0173] Constraint 16:

[0174] In the formula: This indicates the extended green light time requested by bus route l for vehicle b at intersection j phase i of coordination group k; This indicates the maximum green light extension time for phase i at intersection k in the coordination group; This indicates the early start time of the red light requested by bus route l vehicle b at intersection j phase i of coordination group k; The maximum red light start time for phase i at intersection k is indicated by the coordination group. In this embodiment, constraints 13 and 14 indicate that the green light extension and red light start time requested by buses cannot exceed their respective maximum values. Constraints 15 and 16 indicate that red light start time is not allowed in the first phase and green light extension is not allowed in the fourth phase, ensuring that the intersection signal cycle does not change.

[0175] Constraint 17:

[0176] Constraint 18:

[0177] In the formula: The variable representing the request for a green light extension by bus route l and vehicle b at intersection j phase i of coordination group k; The variable represents the request for an early red light start by bus vehicle b at intersection j phase i of coordination group k; in this embodiment, constraints 17 and 18 indicate that only one green light extension or red light start can be performed within a signal cycle, and green light extension and red light start cannot be performed simultaneously in the same phase.

[0178] Constraint 19:

[0179] In the formula: This indicates the green light time for phase i at intersection k after the bus signal priority optimization coordination group. This represents the shortest green light time for phase i at intersection j in the coordination group k; in this embodiment, constraint 19 indicates that the green light time after bus signal priority optimization is not less than the shortest green light time.

[0180] Constraint 20:

[0181] Constraint 21:

[0182] In the formula: This indicates the green light time of phase i at intersection j in the coordination group k after the optimization of the upbound bus signal priority; This indicates the green light time for phase i at intersection k after the optimization of the downlink bus signal priority; b l,j,k This indicates the width of the green wave band at intersection j of the coordination group k for the northbound bus route l; The green wave bandwidth of the downlink bus route l coordination group k intersection j is represented; in this embodiment, constraints 20 and 21 indicate that the green light time after the optimization of the uplink (downlink) bus signal priority is not less than the uplink (downlink) green wave bandwidth.

[0183] Constraint 22:

[0184] Constraint 23:

[0185] In the formula: This indicates the early start time of the red light for bus route l (vehicle b) at intersection j (phase i) in coordination group k. This indicates the early start time of the red light for bus route l (vehicle b) at intersection j (phase i) in the direction of traffic flow. This indicates the minimum start time of the green wave band at intersection j of the uplink coordination group k; This indicates the minimum start time of the green wave band at intersection j of the downlink coordination group k; r l,j This indicates the red light time at intersection j for the northbound bus route l. Indicates the red light time at intersection j for the southbound bus route l; W l,j,k This indicates the green light time before the green wave band at intersection j of the coordination group l for the northbound bus route; This indicates the green light time after the green wave band at intersection j of the coordination group k for the downbound bus route l; in this embodiment, constraints 22 and 23 indicate that the optimized green light start time after the red light is activated for both upbound and downbound traffic is not less than the minimum opening time of the green wave band for both upbound and downbound traffic.

[0186] Constraint 24:

[0187] Constraint 25:

[0188] In the formula: This indicates the extended green light time for bus route b (vehicle k) at intersection j (phase i) in coordination group k. This indicates the extended green light time for bus route l (vehicle b) at intersection j (phase i) in the direction of traffic flow. This indicates the maximum end time of the green wave band at intersection j of the uplink coordination group k; This indicates the maximum end time of the green wave band at intersection j of the downlink coordination group k; r l,j This indicates the red light time at intersection j for the northbound bus route l. Indicates the red light time at intersection j for the southbound bus route l; W l,j,k This indicates the green light time before the green wave band at intersection j of the coordination group l for the northbound bus route; Indicates the green light time after the green wave at intersection j for the downstream bus route l coordination group k; b l,j,k This indicates the width of the green wave band at intersection j of the coordination group k for the northbound bus route l; The width of the green wave at intersection j of the coordination group k for the downlink bus route l is indicated. In this embodiment, constraints 24 and 25 indicate that the green light end time after the green light extension optimization for both uplink and downlink is not greater than the maximum end time of the green wave for both uplink and downlink.

[0189] In this embodiment, when a bus needs to apply for bus signal priority, it applies for an extended green light or an earlier red light based on its actual needs. Whether it's an extended green light or an earlier red light, it must meet the application time requirements of constraints 13 and 14, the application phase and application frequency requirements of constraints 15 to 18, and the green wave protection requirements of constraints 19 to 25. If these constraints are met, the optimization process for applying for bus signal priority proceeds; otherwise, it does not. This minimizes disruption to the green wave and reduces the impact on other bus routes while achieving bus priority. This method, considering real-world operating conditions, analyzes the relationships between vehicle driving status, station settings, and intersection signal cycles to achieve multi-strategy optimization for buses. Furthermore, this embodiment considers the delays of both private vehicles and buses to guide actual bus driving behavior, addressing issues such as the inability of existing intelligent connected buses to fully utilize road resources and the low efficiency of public transportation operations caused by unreasonable handling of bus priority application conflicts.

[0190] The beneficial effects of the method described in this embodiment are as follows: This embodiment establishes a complete multi-strategy bus operation optimization method, which describes the optimization process of whether different bus routes on the trunk line have conflicts in bus signal priority application at intersections, thus forming a bus operation optimization method that considers conflicts in bus signal priority application. At the same time, in the optimization process of bus priority, based on the green wave coordination scheme, by combining the signal timing information of the intersection, it completes the judgment on whether the bus can pass through the green wave, speed guidance, and whether it needs to apply for bus signal priority in each bus operation plan. At the same time, by comprehensively considering the impact on the green wave coordination of the trunk line and other bus routes, it realizes the joint optimization of bus signal coordination and speed guidance considering the conflict of multiple vehicle requests, which greatly improves the priority efficiency of bus vehicles, reduces the impact on other bus routes and social vehicles, and the method described in this embodiment can be widely promoted in the fields of bus operation.

[0191] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method of joint optimization of connected bus signal coordination and speed guidance considering multi-vehicle request conflicts, the method comprising: Specifically comprising the following steps: S1: considering the operation of buses on different lines and the positions of bus stations on different lines, and confirming the grouping of bus lines on the trunk to obtain a number of coordination groups; By confirming the green wave bandwidth and green wave driving speed of different lines on the trunk, and based on the constructed green wave coordination target model, the green wave coordination of different lines in each coordination group is realized to obtain a green wave coordination scheme; Specifically comprising the following steps: S11: considering the operation of buses on different lines, and setting the bus stations on the trunk as position nodes, according to the positions of bus stations on different lines on the trunk, each bus line is randomly divided into a number of bus line groups; And different lines include uplink bus lines and downlink bus lines determined according to empirical values; S12: by confirming the grouping of bus lines on the trunk, a number of sub-coordination groups are obtained; By confirming the green wave bandwidth and green wave driving speed of different lines on the trunk, and through the constructed green wave coordination target model, the green wave coordination of different lines in each sub-coordination group is realized to obtain a green wave coordination scheme; The constructed green wave coordination target model includes a green wave coordination target function and a model constraint; The expression of the green wave coordination target function is In the formula: denotes an uplink bus route coordination group intersection green wave bandwidth of denotes a downlink bus route coordination group intersection green wave bandwidth of denotes an uplink bus route coordination group weight of denotes a downlink bus route coordination group weight of The model constraint includes: Constraint 1: Constraint 2: Constraint 3: Constraint 4: In the formula: represents the uplink bus route coordination group , at the intersection green light time before the green wave belt; represents the downlink bus route coordination group , at the intersection green light time after the green wave belt; represents the uplink bus route coordination group , at the intersection green wave belt width; represents the downlink bus route coordination group , at the intersection green wave belt width; represents the uplink bus route green light time at the intersection ; represents the downlink bus route green light time at the intersection ; represents the bus route the coordination group; represents the bus route the coordination group; Constraint 5: Constraint 6: Constraint 7: Constraint 8: In the formula: represents the phase difference of the intersection ; represents the red light time of the uplink bus line intersection ; represents the red light time of the downlink bus line intersection ; represents the green light time before the green wave band of the uplink bus line coordination group intersection ; represents the green light time after the green wave band of the downlink bus line coordination group intersection ; represents the driving time of the uplink bus between the intersections and ; represents the driving time of the downlink bus between the intersections and ; represents the stop time of the uplink bus line coordination group ; represents the stop time of the downlink bus line coordination group ; represents an integer variable of the intersection of the uplink bus line ; represents an integer variable of the intersection of the downlink bus line ; represents an integer variable of the intersection of the downlink bus line ; Constraint 9: Constraint 10: In the formula: represents the phase difference of the intersection ; represents the red light time of the intersection of the uplink bus line ; represents the red light time of the intersection of the downlink bus line ; represents the green light time before the green wave band of the intersection of the uplink bus line coordination group ; represents the green light time after the green wave band of the intersection of the downlink bus line coordination group ; represents the half green wave band width of the intersection of the uplink bus line coordination group ; represents the half green wave band width of the intersection of the downlink bus line coordination group ; represents an integer variable of the intersection of the uplink bus line ; represents an integer variable of the intersection of the downlink bus line ; Constraint 11: Constraint 12: wherein: denotes the bus speed of the uplink coordination group ; denotes the bus speed of the downlink coordination group ; denotes the minimum green wave travel speed of the uplink coordination group ; denotes the minimum green wave travel speed of the downlink coordination group ; denotes the maximum green wave travel speed of the uplink coordination group ; denotes the maximum green wave travel speed of the downlink coordination group ; S2: considering the actual operation of the bus vehicle driving on the bus lane, establishing a bus vehicle running scheme considering different paths, and based on the green wave coordination scheme, by combining the signal timing information of the intersection, the judgment of whether the bus vehicle in each bus vehicle running scheme can green wave through, speed guidance and whether it needs to apply for bus signal priority is completed, to obtain a bus vehicle optimization scheme; S3: by considering the need to apply for bus signal priority in the bus vehicle optimization scheme, and when confirming that there is only one bus at the intersection applying for bus signal priority, continue to execute S4; When confirming that there are multiple buses at the intersection applying for bus signal priority, continue to execute S5; S4: through the constructed impact evaluation model, the delay impact degree of the bus signal priority application of the bus vehicle on the social vehicle is evaluated with the minimum delay time as the target, and the bus signal priority application of the bus vehicle with the minimum delay impact degree is confirmed, thereby realizing the bus operation optimization under the condition of no bus signal priority application conflict; S5: considering the conflict of bus signal priority application, by constructing a bus vehicle delay target function and a bus vehicle delay constraint, the delay of the bus vehicle with conflict is evaluated, and according to the bus vehicle with the maximum delay confirmed after evaluation, the joint optimization of bus signal coordination and vehicle speed guidance considering multiple vehicle request conflicts is realized. 2.The method of claim 1, wherein, The S2 specifically comprises the following steps: S21: considering the actual operation of the bus vehicle driving on the bus lane, a bus vehicle running scheme considering different paths is established; Specifically comprising: S211: In the case that the trunk line bus vehicle does not change lanes, the bus vehicle can run on the bus lane, and the social vehicle cannot enter the bus lane, so that the bus vehicle can be speed guided on the bus lane, and a corresponding bus vehicle running scheme is obtained; S212: In the case that only the trunk line is provided with the bus lane and the branch line is not provided with the bus lane, and the bus vehicle cannot overtake on the bus lane, a corresponding bus vehicle running scheme is obtained; S22: Based on the green wave coordination scheme, whether the bus vehicle can pass through the green wave, speed guidance, and whether the bus vehicle needs to apply for bus signal priority is judged by combining the signal timing information of the intersection, so as to obtain a bus vehicle optimization scheme; Specifically, it includes: S221: When the bus vehicle enters the preset intersection optimization decision range, it is confirmed that the bus vehicle is currently located on the path: the vehicle is located on the trunk line or the vehicle is located on the branch line; If it is confirmed that the vehicle is located on the trunk line, S222 is executed; if it is confirmed that the vehicle is located on the branch line, S223 is executed; S222: Based on the green wave coordination scheme, it is judged whether the bus vehicle can pass through the current intersection under the green light, if yes, it is confirmed that the bus vehicle can pass through the green light and keep normal driving; otherwise, it is confirmed that the bus vehicle cannot pass through the green light and applies for bus signal priority; S223: Based on the green wave coordination scheme, it is judged whether the bus vehicle can pass through the current intersection under the green light; If yes, it is confirmed that the bus vehicle can pass through the green light and keep normal driving; otherwise, it is confirmed that the bus vehicle cannot pass through the green light, and it is judged whether the bus vehicle can pass through the current intersection by speed guidance; If yes, it is confirmed that the bus vehicle can pass through the current intersection by speed guidance, and the bus vehicle is accelerated or decelerated to the target speed; otherwise, it is confirmed that the bus vehicle cannot pass through the current intersection by speed guidance, and the bus vehicle applies for bus signal priority; S224: According to steps S222 and S223, a bus vehicle optimization scheme is obtained. 3.The method of claim 2, wherein, The impact evaluation model constructed in S4 includes an impact evaluation function and an impact evaluation constraint; The expression of the impact evaluation function is In the formula: represents the current intersection the delay impact degree of the approach on social vehicles; represents the traffic volume of the approach straight; represents the traffic volume of the approach left turn; represents the traffic volume of the approach right turn; represents the weather reduction factor of the saturated flow rate; represents the number of lanes of the approach straight; represents the number of lanes of the approach left turn; represents the number of lanes of the approach right turn; represents the saturated flow rate of the straight lane; represents the saturated flow rate of the left turn lane; represents the saturated flow rate of the right turn lane; represents the red light duration before the bus operation optimization under the conflict of no bus signal priority application; represents the red light duration after the bus operation optimization under the conflict of no bus signal priority application; represents the average number of passengers of the bus vehicle; represents the decision variable of whether the right turn lane is controlled.

4. The method of claim 3, wherein, S5 specifically includes the following steps: S51: Considering the case that the bus signal priority application exists conflict, that is, when multiple bus vehicles apply for bus signal priority through the current intersection, it is confirmed whether the bus signal priority application of the bus vehicle is from the trunk line or the branch line; If yes, it is defined as bus vehicle opposite conflict, and step S52 is executed; Otherwise, it is defined as bus vehicle non-opposite conflict, and step S53 is executed; S52: Based on the constructed bus vehicle delay objective function, the bus vehicle with the maximum delay is considered, and the bus vehicle delay constraint is combined to optimize the opposite conflict of the bus signal priority application; S53: Based on the constructed bus vehicle delay objective function, the bus vehicle with the maximum delay is considered, and the path of the bus vehicle is confirmed; If it is confirmed that the path of the bus vehicle is located on the trunk line, the bus vehicle optimization scheme obtained in step S224 is used to continue driving; If it is confirmed that the path where the bus is located is a branch line, it is confirmed that the bus located at the intersection where the non-antiparallel conflict occurs is located on the trunk line, and whether the bus can pass through the current intersection under the speed guidance after the current intersection signal is changed is judged in combination with the bus delay constraint; If yes, the bus continues to travel by using the bus optimization scheme obtained in step S224; otherwise, it is confirmed that the bus cannot apply for the bus signal priority, and the joint optimization of the bus signal coordination and the vehicle speed guidance considering the multi-vehicle request conflict is realized.

5. The method of claim 4, wherein, The expression for maximizing the constructed bus delay objective function in S52 or S53 is wherein: represents the bus line represents the vehicle in the coordination group represents the intersection represents the phase of the total delay; represents the bus stop penalty term for not adhering to the preset bus schedule; represents the bus line represents the vehicle in the coordination group represents the intersection represents the phase of the delay; represents the bus line represents the vehicle in the coordination group represents the intersection represents the phase of the number of passengers; represents the bus line represents the vehicle in the coordination group represents the intersection represents the phase of the actual arrival time; represents the bus line represents the vehicle in the coordination group represents the intersection represents the phase of the planned arrival time; represents the bus line represents the vehicle represents the decision variable of whether the bus stop is reached within the allowed time range; represents the bus line represents the vehicle represents the planned arrival time of the bus stop ; represents the bus line represents the vehicle represents the actual arrival time of the bus stop ; represents the design constant; represents the preset time range threshold.

6. The method of claim 5, wherein, The influence evaluation constraint is the same as the bus delay constraint, which includes: Constraint 13: Constraint 14: Constraint 15: Constraint 16: In the formula: represents a bus line vehicle in the coordination group intersection phase the maximum green light extension time of the application; represents a coordination group intersection phase the maximum green light extension time of the application; represents a bus line vehicle in the coordination group intersection phase the maximum red light early start time of the application; represents a coordination group intersection phase the maximum red light early start time of the application; Constraint 17: Constraint 18: In the formula: bus route vehicle in the coordination group intersection phase variable for requesting green light extension bus route vehicle in the coordination group intersection phase variable for requesting early red light Constraint 19: In the formula: denotes the shortest green time of the coordination group after the bus signal priority optimization intersection phase green time; denotes the coordination group intersection phase shortest green time; Constraint 20: Constraint 21: In the formula: denotes the uplink bus signal priority optimized coordination group intersection phase green light time; denotes the downlink bus signal priority optimized coordination group intersection phase green light time; denotes the uplink bus line coordination group intersection green wave bandwidth; denotes the downlink bus line coordination group intersection green wave bandwidth; Constraint 22: Constraint 23: In the formula: bus line going up vehicle in the coordination group intersection phase red light early time; bus line going down vehicle in the coordination group intersection phase red light early time; minimum green wave band start time of intersection of uplink coordination group intersection minimum green wave band start time of intersection of uplink coordination group minimum green wave band start time of intersection of downlink coordination group intersection minimum green wave band start time of intersection of downlink coordination group red light time of intersection of uplink bus line intersection red light time of intersection of uplink bus line red light time of intersection of downlink bus line intersection red light time of intersection of downlink bus line green light time of intersection of uplink bus line before green wave band of coordination group coordination group intersection green light time of intersection of uplink bus line before green wave band of coordination group green light time of intersection of downlink bus line after green wave band of coordination group coordination group intersection green light time of intersection of downlink bus line after green wave band of coordination group Constraint 24: Constraint 25: In the formula: bus line going up vehicle in the coordination group intersection phase green light extension time; bus line going down vehicle in the coordination group intersection phase green light extension time; maximum end time of green wave band of intersection in the coordination group going up going up maximum end time of green wave band of intersection in the coordination group going down going down red light time of intersection of bus line going up going up red light time of intersection of bus line going down going down green light time before green wave band of intersection of bus line going up coordination group going up green light time after green wave band of intersection of bus line going down coordination group going down green wave band width of intersection of bus line going up coordination group going up green wave band width of intersection of bus line going down coordination group going down

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