Tramcar adaptive signal timing intersection priority control method and device

Abstract

The invention discloses a tramcar self-adaptive signal timing intersection priority control method and device, and the method and device are corresponding schemes, and in the scheme, the period duration of an intersection traffic signal lamp is excavated, and the real-time position, speed and other state information of a tramcar are combined, so that the traffic signal lamp at the intersection is obtained. The optimal tramcar operation adjustment strategy and the intersection priority control strategy are calculated in real time, real-time priority control over the tramcar self-adaptive signal timing intersection is achieved, cooperative control over the tramcar and the social vehicles at the intersection is achieved, and the intersection passing efficiency is considered on the premise that operation safety of the tramcar and the social vehicles is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of rail transit control technology, and in particular to a method and device for adaptive signal timing and intersection priority control of trams. Background Technology

[0002] With the development of the national economy and society, urban traffic congestion has become increasingly serious, and vigorously developing public transportation has become the key to solving this problem. Trams, being more energy-efficient and environmentally friendly than buses and having greater carrying capacity, and with lower construction costs than subways and light rail, are gradually being developed as a supplement to backbone public transportation systems such as subways.

[0003] Tramways operate at low speeds and in non-enclosed environments at level crossings with public traffic. Their operation largely follows the model of public transport, relying on the driver's visual judgment of the route and responsibility for the tram's safety. Traditional tram intersection priority control systems mostly employ two strategies: active priority and passive priority.

[0004] 1. Proactive priority strategy.

[0005] The proactive priority strategy uses detection devices such as loop lines and electronic tags in the area before and after intersections to detect the entry, occupation, and exit status of trams. It employs various methods, such as phase extension, phase compression, early phase activation, and setting up dedicated phases for trams, to give trams priority when passing through intersections. However, this approach gives little consideration to the operating status of other vehicles and cannot guarantee a balance and coordination between the operating efficiency of trams and other vehicles, which has a significant impact on the operating efficiency and safety of other vehicles.

[0006] like Figure 1 The diagram shows a road priority control system scheme. Currently, most tram systems use road priority control systems to assist trams in passing through at-grade intersections. The key aspects are the acquisition of the tram's position status information when passing through the intersection, the selection of the road priority coordinated control strategy, and the execution of the road priority control strategy.

[0007] (1) Collection of tram location status.

[0008] Four tram detection devices are installed in the direction of tram operation: tram advance detection device, tram request detection device, tram approach detection device at the entrance, and tram departure detection device at the exit.

[0009] The tram warning and detection device is located in front of the level crossing to ensure that trams can pass through the intersection at normal speed.

[0010] The tram request detection device is located in front of the level crossing. The distance from the level crossing is the distance at which the tram can safely brake at its maximum operating speed at that location. It is used to ensure that when the dedicated traffic light at the intersection is "No Crossing," the tram can brake and stop in front of the traffic light.

[0011] The tram approach detection device is located 4-8 meters in front of the intersection, depending on the actual space conditions at the intersection. It is used to detect and confirm that a tram has entered and occupied the intersection.

[0012] The tram departure detection device is located 4-8 meters behind the level crossing, depending on the actual space conditions at the intersection. It is used to detect and confirm that the tram has completely left the level crossing area.

[0013] (2) Selection of intersection priority collaborative control strategy.

[0014] The intersection priority control system collects the location status information of trams passing through the intersection and sends it to the social traffic signal control unit in real time. The social traffic signal control unit at each intersection obtains the real-time traffic flow status of the intersection through the vehicle detection, acquisition and analysis module. Based on the saturation level of traffic flow in each phase and the congestion in each direction, it adopts various methods such as phase extension, phase compression, early activation of phases, and setting up dedicated phases for trams to provide priority for trams to pass through the intersection.

[0015] (3) Implementation of intersection priority control strategy.

[0016] The traffic signal control unit activates and keeps conflicting phase traffic lights off according to the traffic signal coordination control strategy. The intersection priority control system controls the tram signal display based on the received traffic phase information.

[0017] The driver manually drives the tram through the intersection according to the priority control traffic light display.

[0018] However, the current intersection priority control system used by trams only interacts with the social traffic control unit, collects tram location information and transmits it to the social traffic control unit, and provides simple protection for trams passing through intersections through traffic light phase control, which has many problems.

[0019] (1) The tram only sends its location to the social traffic control unit after it reaches the location of the tram advance detection device. This location is close to the intersection. If the social traffic control unit receives the tram advance information and immediately responds to the tram's request to switch phases, it will interrupt the normal operation of social vehicles and have a significant impact on the operating efficiency and safety of social vehicles.

[0020] (2) If the tram advance detection device is set far from the intersection, although the social traffic control unit can adjust the intersection phase within a certain period of time to reduce the impact on the normal operation of social vehicles, the farther the tram advance detection device is set, the lower the accuracy of the tram's arrival time at the intersection, and the lower the effect of the tram advance detection device.

[0021] (3) At busy intersections, private vehicles cannot clear the intersection within the normal signal timing cycle. Adjusting the traffic signal timing cycle based on tram arrival requests may cause traffic congestion at the intersection, significantly impacting the operational efficiency and safety of private vehicles. Therefore, in actual use, during high-traffic periods at busy intersections, the social traffic control system will not respond to tram priority requests, rendering tram priority ineffective.

[0022] (4) The tram advance detection device sends a request to the social traffic control unit every time the tram arrives at the intersection. This results in the tram making frequent requests to the social traffic at the intersection, which has a significant impact on the traffic efficiency of the intersection.

[0023] For example, for a specific scheme of the proactive priority strategy, please refer to Reference 1: Zhou Yangfan, “Research on Signal Priority Strategy and Modeling of Tram under Semi-Independent Right-of-Way”, Doctoral Dissertation of Beijing Jiaotong University, 2016.

[0024] 2. Passive-first strategy.

[0025] The passive priority strategy assumes that the traffic light cycle at intersections can be obtained in advance. By optimizing the offline scheme and considering the intersection signal phase when formulating the tram operation plan, the tram can encounter the green light at the intersection as much as possible, thereby improving the tram's traffic efficiency.

[0026] However, this method does not consider the changes in traffic light cycles at intersections at different times. In practical applications, most tram operation control systems cannot obtain traffic light cycles from social traffic signal control systems. Furthermore, social traffic signal control systems adjust traffic light cycle lengths according to traffic flow changes, causing tram operation plans to fail to adapt to changes in traffic light cycles and rendering the priority strategy ineffective. Moreover, this strategy optimizes tram operation plans based on fixed intersection traffic light cycles and tram operation parameters, which has significant limitations. Many unforeseen circumstances exist during operation, especially since trams do not have independent right-of-way. Tram delays are frequent, making it impossible to strictly adhere to the timetable. A delay in any one vehicle can cause all subsequent vehicles to miss the intersection on time, resulting in low usability in actual operation.

[0027] For example, for a specific scheme of the passive priority strategy, please refer to Reference 2: Li Jiajie, “Tram Signal Control and Timetable Energy Saving Optimization Based on Passive Priority”, Master’s Thesis, Beijing Jiaotong University, 2018.

[0028] Currently, tram intersection priority control systems obtain the traffic light status at each intersection via dry contacts (hard wire connections) and synchronously control the traffic light status at tram intersections. Therefore, a solution is needed that mines the cycle duration of traffic lights and combines it with tram's operating position, speed, and other status information to achieve real-time priority control of tram-adaptive signal timing at intersections.

[0029] In view of this, the present invention is hereby proposed. Summary of the Invention

[0030] The purpose of this invention is to provide a method and device for adaptive signal timing control of trams at intersections, which can realize the coordinated control of trams and other vehicles at intersections, ensuring the safe operation of trams and other vehicles while taking into account the traffic efficiency of intersections.

[0031] The objective of this invention is achieved through the following technical solution: A method for adaptive signal timing and intersection priority control for trams includes: Obtain sample data of traffic light conversions at various intersections along the tram line, and extract the cycle duration of traffic lights at each intersection. By utilizing the cycle duration of traffic lights at each intersection, a daily operation plan is generated to minimize the total time that trams can pass through intersections without stopping or by stopping at intersections. Based on the real-time operating status of the tram, combined with the cycle length of the traffic lights at the corresponding intersections and the daily operation plan, it is determined whether the tram can safely pass through the next intersection within the green light cycle. If not, determine whether the tram can safely pass through the next intersection within the green light cycle by adjusting the interval travel time and / or stop time. If so, output the adjustment strategy corresponding to the interval travel time and / or stop time. If not, perform coordinated optimization of tram operation adjustment and intersection priority control adjustment to minimize the impact on the traffic light cycle at the intersection and the total tram stop time at the intersection. The tram operation adjustment includes adjusting the interval travel time and station stop time of the tram to the next intersection based on the time required for the tram to pass through the intersection area, the real-time operation status of the tram, and the daily operation plan.

[0032] An adaptive signal timing intersection priority control device for trams, used to implement the aforementioned method, includes: The intersection traffic light cycle duration mining module is used to obtain traffic light conversion sample data at various intersections of the tram line and extract the cycle duration of the traffic lights at each intersection. The daytime operation plan generation module is used to generate daytime operation plans by utilizing the cycle duration of traffic lights at various intersections, so that the tram passes through intersections without stopping or the total time of tram stopping at intersections is minimized. The tram operation and intersection priority coordination control module is used to determine whether the tram can safely pass through the next intersection within the green light cycle, based on the real-time operation status of the tram, the corresponding traffic light cycle duration at the intersection, and the daily operation plan. If not, it determines whether the tram can safely pass through the next intersection within the green light cycle by adjusting the interval travel time and / or stop time. If so, it outputs the adjustment strategy corresponding to the interval travel time and / or stop time. If not, it performs coordinated optimization of tram operation adjustment and intersection priority control adjustment to minimize the impact on the traffic light cycle at the intersection and the total tram stopping time at the intersection. The tram operation adjustment includes adjusting the interval travel time and station stop time of the tram to the next intersection based on the time required for the tram to pass through the intersection area, the real-time operation status of the tram, and the daily operation plan.

[0033] As can be seen from the technical solution provided by the present invention, by mining the cycle duration of traffic lights at intersections and combining it with the real-time operating status of trams (real-time location, speed, and other status information), the optimal tram operation adjustment strategy and intersection priority control strategy are calculated in real time. This enables real-time priority control of trams at intersections with adaptive signal timing, achieving coordinated control between trams and other vehicles at intersections. This ensures the safety of tram and other vehicle operations while also considering intersection traffic efficiency. Attached Figure Description

[0034] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 A schematic diagram of an intersection priority control system scheme provided for the background technology of this invention.

[0036] Figure 2 A flowchart of an adaptive signal timing intersection priority control method for trams provided in an embodiment of the present invention.

[0037] Figure 3This is a schematic diagram of a tram adaptive signal timing intersection priority control device provided in an embodiment of the present invention. Detailed Implementation

[0038] 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, and 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 protection scope of the present invention.

[0039] First, the following explanations are provided for the terms that may be used in this article: The term "and / or" means that either or both can be achieved simultaneously. For example, X and / or Y means that it includes both "X" or "Y" as well as the three cases of "X and Y".

[0040] The terms "comprising," "including," "containing," "having," or other similar semantic descriptions should be interpreted as non-exclusive inclusion. For example, including a technical feature element (such as raw material, component, ingredient, carrier, dosage form, material, size, part, component, mechanism, device, step, process, method, reaction conditions, processing conditions, parameter, algorithm, signal, data, product or article of manufacture, etc.) should be interpreted as including not only the expressly listed technical feature element, but also other technical feature elements that are not expressly listed and are well-known in the art.

[0041] The term "composed of" excludes any technical features not expressly listed. When used in a claim, it closes the claim to exclude all technical features other than those expressly listed, except for associated conventional impurities. If the term appears only in a clause of a claim, it limits the claim to the elements expressly listed in that clause; elements recited in other clauses are not excluded from the overall claim.

[0042] The following is a detailed description of the adaptive signal timing intersection priority control method and device for trams provided by the present invention. Contents not described in detail in the embodiments of the present invention are prior art known to those skilled in the art. Where specific conditions are not specified in the embodiments of the present invention, they are performed according to conventional conditions in the art or conditions recommended by the manufacturer. Where the manufacturers of the instruments used in the embodiments of the present invention are not specified, they are all conventional products that can be purchased commercially.

[0043] Example 1 This invention provides a method for adaptive signal timing priority control at intersections for trams, such as... Figure 2 As shown, it mainly includes the following steps: Step 1: Determine the cycle length of the traffic lights at the intersection.

[0044] In this embodiment of the invention, traffic light conversion sample data at each intersection of the tramway is obtained, and the cycle duration of the traffic lights at each intersection is extracted. Specifically, the traffic light conversion sample data at each intersection can be obtained through the dry contact interface of the social traffic signal control unit. The traffic light conversion sample data at each intersection includes historical datasets of the traffic light conversion times at the intersection over multiple days and time periods. For each intersection, the periodicity characteristics of the traffic light conversion are determined based on the traffic light conversion sample data, thereby extracting the cycle duration of the traffic lights for each time period.

[0045] In this embodiment of the invention, after the traffic light cycle duration changes, the traffic light timing cycle scheme can be quickly detected and obtained. The relevant methods include: acquiring real-time traffic light switching data at each intersection, analyzing the real-time traffic light switching cycle at each intersection, and comparing it with the extracted traffic light cycle duration for the corresponding time period; if they are inconsistent, the traffic light cycle duration at each intersection is predicted and calculated in real-time according to a real-time prediction algorithm, and the traffic light cycle duration at each intersection is corrected according to the prediction and calculation results. Subsequent steps will use the corrected traffic light cycle duration.

[0046] The real-time prediction algorithm mainly includes: aggregating sample data of traffic light switching cycles within a target time period each day to extract the cycle duration of the target traffic light within that target time period; and extracting the cycle duration of the target traffic light for different dates (such as weekdays, holidays, weekends, etc.) and different time periods by dividing the day into different time periods. As mentioned earlier, when the real-time switching cycle of the traffic light at the target intersection within the target time period is inconsistent with the extracted cycle duration of the traffic light for the corresponding time period, it is replaced with the cycle duration of the traffic light for the corresponding time period obtained by the above real-time prediction algorithm.

[0047] Step 2: Generate daily shift operation plan.

[0048] In this embodiment of the invention, a basic operation plan for the tram is obtained, and a daily operation plan is generated by combining it with the cycle duration of traffic lights at each intersection. This minimizes the total time the tram takes to pass through intersections without stopping or when it stops. Specifically, the basic operation plan for the tram can be obtained from the central system. Based on the cycle duration of traffic lights at each intersection and the basic operation plan for the tram, the time periods for the tram to pass through each intersection in the basic operation plan are compared with the cycle duration of traffic lights at the intersections. For a target intersection, if the traffic light is red when the tram passes through, the tram's interval running time and / or stop time are adjusted to generate a daily operation plan that takes into account the cycle duration of traffic lights at the intersections.

[0049] Those skilled in the art will understand that the basic operation plan of a tram is a set of pre-set transportation organization schemes (generally prepared every 3-6 months) to achieve safe, efficient and orderly operation of the line. It mainly includes: (1) determining the first and last bus times and the division of peak, off-peak and low-peak periods based on the spatiotemporal distribution characteristics of passenger flow; (2) planning single or multiple route combinations of driving routes in combination with the line layout and passenger flow; (3) setting different departure intervals according to the passenger flow intensity at different times; (4) selecting the vehicle type and train formation according to the passenger flow scale, and configuring operation, maintenance and standby vehicles; (5) planning the travel speed and setting a signal priority mechanism to reduce right-of-way conflicts; (6) determining the station stopping scheme, etc.

[0050] In this embodiment of the invention, the basic operation plan and the daily operation plan can be collectively referred to as the operation plan.

[0051] Step 3: Tram operation and intersection priority coordination control.

[0052] In this embodiment of the invention, based on the real-time operating status of the tram, combined with the corresponding intersection traffic light cycle duration and daily operation plan, it is determined whether the tram can safely pass through the next intersection within the green light cycle. If not, it is determined whether the tram can safely pass through the next intersection within the green light cycle by adjusting the interval travel time and / or stop time. If so, the adjustment strategy corresponding to the interval travel time and / or stop time is output. If not, the tram operation adjustment and intersection priority control adjustment are coordinated and optimized to minimize the impact on the intersection traffic light cycle and the total tram stop time at the intersection. The tram operation adjustment includes: adjusting the interval travel time and station stop time of the tram to the next intersection based on the time required for the tram to pass through the intersection area, the real-time operating status of the tram, and the daily operation plan.

[0053] In this embodiment of the invention, determining whether the tram can safely pass through the next intersection within the green light cycle, based on the real-time operating status of the tram, combined with the corresponding traffic light cycle length and daily operation plan, includes: (1.1) Based on the real-time operating status of the tram, combined with the stop information and section running time information in the daytime operation plan, as well as the basic line data, and under the constraints of section speed limit and maximum and minimum stop time limit of the station, calculate the time range for the tram to arrive at intersection i and pass through the exit intersection i normally. The basic data of the line includes: distance information to the next intersection in the direction of operation, length of the intersection section, line gradient and speed limit information, etc.; k refers to tram k, and intersection i refers to the i-th intersection, that is, the next intersection ahead of the tram. Let k be the earliest arrival time of tram k at intersection i. Let the latest departure time of tram k at intersection i be specified; calculate the time required for tram k to safely pass through the intersection area. For example, the time required for tram k to safely pass through the intersection area can be obtained by dividing the length of the intersection area by the speed and then adding a set safety margin, such as signal transition time and system transmission time.

[0054] (1.2) Obtain the real-time traffic light status at intersection i, and calculate the range of green light duration at intersection i based on the traffic light cycle length at intersection i. ,in, The duration of the first green light at intersection i. The starting time of the first green light at intersection i. The end time of the first green light at intersection i; Let be the range of the duration of the nth green light at intersection i. Let n be the start time of the nth green light at intersection i. Let be the time when the nth green light at intersection i ends.

[0055] (1.3) Compare the time range of tram k arriving at intersection i and the time range of tram k passing through and exiting intersection i normally. Range of green light duration If the time interval for tram k to reach intersection i is... If the green light signal is 0, it means that tram k can safely pass through intersection i within the green light cycle; otherwise, it means that tram k cannot safely pass through intersection i within the green light cycle. Let be the time when tram k arrives at intersection i.

[0056] In this embodiment of the invention, determining whether the tram can safely pass through the next intersection within the green light cycle by adjusting the interval running time and / or the stop time includes: (2.1) Within the range of green light duration In the selection, the time period when tram k arrives at intersection i is chosen. The range of green light duration with the largest intersection or the closest time period ;in, Let j be the duration of the green light at intersection i. Let j be the starting time of the j-th green light at intersection i. Let j be the time when the green light at intersection i ends.

[0057] (2.2) If Furthermore, based on section speed limits, maximum and minimum station dwell time restrictions, and basic line data, it is possible to adjust the running time and / or dwell time within sections to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within a section, the tram k can safely pass through the next intersection during the green light cycle.

[0058] (2.3) If and Furthermore, based on section speed limits, maximum and minimum station dwell time restrictions, and basic line data, it is possible to adjust the running time and / or dwell time within sections to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within a section, the tram k can safely pass through the next intersection during the green light cycle.

[0059] (2.4) If Furthermore, based on section speed limits, maximum and minimum station dwell time restrictions, and basic line data, it is possible to adjust the running time and / or dwell time within sections to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within a section, the tram k can safely pass through the next intersection during the green light cycle.

[0060] (2.5) If Furthermore, based on section speed limits, maximum and minimum station dwell time restrictions, and basic line data, it is possible to adjust the running time and / or dwell time within sections to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within a section, the tram k can safely pass through the next intersection during the green light cycle.

[0061] In this embodiment of the invention, the adjustment strategy corresponding to the output interval running time and / or stopping time includes: (3.1) Obtain the duration of the green light Based on the time interval of tram k arriving at intersection i Calculate the arrival time of the tram at the intersection. Time to advance or postpone .

[0062] In calculation time When the tram k arrives at intersection i, the time is satisfied. And the time when tram k exits intersection i. ,in, To allow for a buffer period to ensure the safe passage of trams through intersections.

[0063] Specifically: If Then calculate the delayed time. ;like and Then calculate the advance time. ;like Then calculate the advance time. Or the postponement ;like Then calculate the delayed time. .

[0064] (3.2) Based on time Based on the real-time operating status of tram k, combined with the stop information and section travel time information in the daytime operation plan, as well as the basic line data, and under the constraints of section speed limits and maximum and minimum station stop times, the time... The optimized strategies are distributed to the interval running time and / or stopping time, and the corresponding adjustment strategies are output, including: recommended running speed for the interval and recommended stopping time for each station.

[0065] In this embodiment of the invention, time The time is distributed to interval running time and / or stop time according to the set optimization strategy, including: by setting one or more target factors such as minimizing the total train stop time at intersections, minimizing train schedule adjustments, and minimizing the impact of intersection cycles, the time is distributed... Distributed into interval running time and / or stop time.

[0066] In this embodiment of the invention, the coordinated optimization of tram operation adjustment and intersection priority control adjustment includes: (4.1) Based on the time range of tram k arriving at intersection i and normally passing through and exiting intersection i. Range of green light duration Determine the time when tram k arrives at intersection i. .

[0067] In this embodiment of the invention, considering that the information within the system changes in real time, such as changes in train speed and arrival / departure times, the time when tram k arrives at intersection i is... Real-time calculation is required, and the specific methods can be referred to conventional techniques, which will not be elaborated in this invention.

[0068] (4.2) Based on the time required for tram k to safely pass through the intersection area. Based on the real-time operating status of tram k, combined with the stop information and section travel time information in the daytime operation plan, as well as the basic line data, and under the constraints of section speed limits and maximum and minimum station stop times, the section travel time and / or stop time of tram k to intersection i are adjusted according to the tram operation adjustment strategy to obtain the adjusted arrival time of tram k at intersection i. .

[0069] (4.3) Determine the time range With green light open duration range The relationship.

[0070] (4.4) If and Furthermore, the adjustment schedule for tram K exiting intersection i. The end time of the j-th green light at intersection i When the difference is small (i.e., the difference is less than the set threshold), the green light duration is extended using a phase extension strategy, based on the traffic light cycle length at intersection i, the real-time operating status of tram k, and the execution response time. , making This allows for the acquisition of corresponding intersection priority control strategies.

[0071] (4.5) If And the adjusted time when tram k arrives at intersection i. The opening time of the j-th green light at intersection i When the difference is small (i.e., the difference is less than the set threshold), the green light time is opened in advance by adopting the early activation phase strategy based on the traffic light cycle duration of intersection i, the real-time operating status of tram k, and the execution response time. , making This allows for the acquisition of corresponding intersection priority control strategies.

[0072] The threshold values ​​involved in the above judgment process can be set by the user based on actual conditions or experience, and this invention does not impose any restrictions.

[0073] (4.6) Based on the adjusted arrival time of tram k at intersection i Based on the real-time operating status of tram k, combined with the stop information and section running time information in the daytime operation plan, as well as the basic line data, and under the constraints of section speed limit and maximum and minimum station stopping time limit, the location that triggers the intersection priority control application is calculated, and the corresponding intersection priority control strategy is executed.

[0074] Preferably, when coordinating the adjustment of tram operation and the adjustment of intersection priority control, a coordinating optimization objective function is constructed by selecting one or any combination of the intersection traffic light cycle influence factor, the tram intersection total stopping time factor, and the daytime operation plan adjustment deviation factor, and this function serves as the tram operation adjustment strategy. Simultaneously, different weights are assigned to each factor (intersection traffic light cycle influence factor, tram intersection total stopping time factor, and operation plan adjustment deviation factor) according to different application scenarios and intersection traffic conditions. By solving the above coordinating optimization objective function, the interval running time and / or stop time can be adjusted according to the actual situation.

[0075] The above-mentioned solution provided by the embodiments of the present invention mines the cycle duration of traffic lights at intersections and calculates the optimal tram operation adjustment strategy and intersection priority control strategy in real time by combining the real-time operation status of trams. This enables real-time priority control of trams with adaptive signal timing at intersections, achieves coordinated control of trams and other vehicles at intersections, and ensures the safety of tram and other vehicle operation while taking into account the traffic efficiency at intersections.

[0076] To more clearly demonstrate the technical solution and its effects provided by the present invention, the method provided by the embodiments of the present invention will be described in detail below with reference to specific examples.

[0077] I. Overall Overview of the Plan

[0078] Tramways operate at low speeds and share level crossings with other public transport, creating a non-enclosed operating environment. Their operation largely mirrors that of public transport, relying on the driver's visual judgment of the route and responsibility for the tram's safety. To ensure safety and increase travel speed, traditional tram intersection priority control systems typically employ both active and passive priority strategies to achieve coordinated control of trams and other vehicles at intersections. However, both strategies suffer from drawbacks, including impacting the efficiency of other vehicles, low availability in handling unexpected situations like delays, and an inability to guarantee urban traffic safety.

[0079] To address the aforementioned problems, this invention, based on the current practical application of trams and combining computer technology, automatic control technology, artificial intelligence technology, and communication technology, proposes a tram adaptive signal timing intersection priority control method. By analyzing the cycle duration of traffic lights, it quickly detects and obtains the traffic light timing cycle scheme at the intersection after changes in the cycle duration. Furthermore, by combining the tram's operating position, speed, and other status information, it calculates the optimal tram operation adjustment strategy and intersection priority control strategy in real time. This enables real-time priority control of trams with adaptive signal timing at intersections, achieving coordinated control between trams and other vehicles at intersections. This ensures the safety of both tram and other vehicle operations while also considering intersection traffic efficiency.

[0080] II. Detailed introduction of the plan.

[0081] This invention provides a tram adaptive signal timing intersection priority control method, aiming to solve the problems in existing technologies where the inability to obtain the cycle duration of traffic lights in real time leads to low availability of passive priority strategies and active priority strategies affect the operational efficiency and safety of other vehicles. It mainly comprises three parts: extracting the cycle duration of traffic lights at the intersection, generating a daily operation plan, tram operation, and coordinated intersection priority control. These three parts are described in detail below.

[0082] 1. Determine the cycle length of traffic lights at intersections.

[0083] Taking the selected target intersection as an example, traffic light switching sample data of the target intersection is obtained through the dry contact (hard wire connection) interface between the intersection priority control system and the social traffic signal control unit. The sample data includes historical datasets of traffic light switching times for various time periods. Based on the historical dataset of traffic light switching times, the traffic light duration switching cycle of the intersection can be determined.

[0084] Furthermore, the sample data includes traffic light switching sample data from multiple days within the same time period; based on the periodicity characteristics of the multi-day sample data, the cycle duration of the traffic lights at the target intersection during the target time period can be determined; the target intersection here can refer to any intersection, which is selected by the user according to the actual situation.

[0085] Furthermore, when the same traffic light at the target intersection has different cycle lengths at different times of the day, the cycle lengths corresponding to the different time periods are aggregated to obtain the distribution information of the cycle lengths of the traffic light at the target intersection at different time periods. This method makes the accuracy of extracting the cycle length of traffic lights at intersections higher and can better adapt to the situation where the social traffic signal control system at the intersection adjusts the cycle length of the traffic lights in real time according to traffic flow.

[0086] Furthermore, traffic light switching data at intersections is collected in real time via a dry contact (hard-wired connection) interface with the social traffic signal control unit. The system analyzes whether the traffic light switching cycle at the intersection matches the traffic light cycle length extracted by the data mining module. If a change in cycle length occurs, the system uses a real-time prediction algorithm to predict and calculate the traffic light cycle length at the target intersection. Based on the prediction and calculation results, the existing traffic light cycle length at the intersection is corrected to determine the real-time cycle length of the traffic lights at the intersection. Compared to existing technologies, this solves the problem that the tram operation control system cannot obtain the intersection traffic light cycle from the social traffic signal control system in practical applications, and that adjustments to the traffic light cycle length cause the tram operation plan to fail to adapt to changes in the traffic light cycle, resulting in the failure of priority strategies.

[0087] Using the same method, the duration of traffic light cycles at each intersection and at each time period can be obtained.

[0088] 2. Generate daily shift operation plan.

[0089] Based on the foregoing, the cycle duration of the traffic lights at the target intersection during the target time period is obtained, and the basic daily operation plan of the tram is retrieved from the central system. The time period for the tram to pass through the target intersection in the basic operation plan is compared with the cycle duration of the traffic lights at the target intersection. If the traffic light is red when the tram passes through the target intersection, the daily operation plan is automatically adjusted and generated by means of scheduling methods such as increasing or decreasing the interval running time and increasing or decreasing the stop time, so that the tram can pass through the intersection without stopping as much as possible or the total stopping time of the tram at the intersection is minimized.

[0090] 3. Tram operation and intersection priority coordination control.

[0091] This section mainly includes the following steps: Step S1: Based on the real-time operating status of the tram, combined with the daily operation plan and the real-time collected traffic light cycle duration at the intersection, determine whether the tram can safely pass through the next intersection within the green light cycle; if not, proceed to step S2.

[0092] The preferred implementation method for this step is as follows: Step S11: Based on the tram's real-time operating speed and location (both are in real-time operating status), combined with basic data such as stop information, section travel time information, distance to the next intersection in the direction of travel, and intersection section length from the daytime operation plan, and considering operational information such as the speed limit of the section from the tram's current location to the next intersection and the maximum and minimum stopping time limits at stations, calculate the time range for the tram to arrive at i and normally pass through and exit intersection i. ,in, Let k be the earliest arrival time of tram k at intersection i. Let $k$ be the latest departure time of tram $k$ at intersection $i$, where $i$ refers to the $i$-th intersection, i.e., the next intersection before the tram. Calculate the time required for tram $k to safely pass through the intersection area. .

[0093] Step S12: Through the dry contact (hard wire connection) interface with the social traffic signal control unit, the traffic light status of intersection i is collected in real time. Combined with the traffic light cycle duration of intersection i calculated in Part 1 above, the range of green light duration for intersection i is calculated. ,in, The duration of the first green light at intersection i. The starting time of the first green light at intersection i. The end time of the first green light at intersection i; Let be the range of the duration of the nth green light at intersection i. Let n be the start time of the nth green light at intersection i. Let n be the end time of the nth green light at intersection i. To avoid affecting the normal operation of other trams, only the duration of several green lights within the tram's operating interval is generally calculated.

[0094] Step S13: Compare the time range of tram k arriving at intersection i with the time range of tram k normally passing through and exiting intersection i. Range of green light duration If the tram arrives at intersection i within a certain time period If the current tram can pass through intersection i within the green light duration without adjusting the daytime operation plan (i.e., it can safely pass through intersection i within the green light cycle), then the tram cannot safely pass through intersection i within the current green light cycle.

[0095] Step S2: Determine whether the tram can safely pass through the next intersection within the green light cycle by adjusting (increasing or decreasing) the interval running time and / or adjusting (increasing or decreasing) the stop time; if yes, proceed to step S3; if no, proceed to step S4.

[0096] The preferred implementation method for this step is as follows:

[0097] Step S21: Based on the time interval of tram k arriving at intersection i. During the green light duration In the middle, select the time period The range of green light duration with the largest intersection or the closest time period ;in, Let j be the duration of the green light at intersection i. Let j be the starting time of the j-th green light at intersection i. Let j be the time when the green light at intersection i ends.

[0098] Step S22, Judgment and The size relationship, if Furthermore, based on operational information such as speed limits for the section and maximum and minimum stopping time limits at stations, as well as basic line data, it is possible to adjust the running time and / or stopping time within the section to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within a section, the tram k can safely pass through the next intersection during the green light cycle.

[0099] Step S23, if and Furthermore, based on operational information such as speed limits for the section and maximum and minimum stopping time limits at stations, as well as basic line data, it is possible to adjust the running time and / or stopping time within the section to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within a section, the tram k can safely pass through the next intersection during the green light cycle.

[0100] Step S24, if Furthermore, based on operational information such as speed limits for the section and maximum and minimum stopping time limits at stations, as well as basic line data, it is possible to adjust the running time and / or stopping time within the section to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within a section, the tram k can safely pass through the next intersection during the green light cycle.

[0101] Step S25, if Furthermore, based on operational information such as speed limits for the section and maximum and minimum stopping time limits at stations, as well as basic line data, it is possible to adjust the running time and / or stopping time within the section to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within a section, the tram k can safely pass through the next intersection during the green light cycle.

[0102] Specifically, when determining whether trams can safely pass through the next intersection within a green light cycle by increasing / decreasing interval running time or increasing / decreasing stop time, a combination of one or more strategies, such as tram operation adjustment and intersection priority control, can be flexibly adjusted by setting one or more target factors, such as minimizing the total tram stop time at the intersection, minimizing tram schedule adjustments, and minimizing the impact of intersection cycles.

[0103] Step S3: Output the adjustment strategies corresponding to the interval running time and / or stopping time.

[0104] Based on the judgment in step S2 above, if the tram can safely pass through the next intersection within the green light cycle by adjusting (increasing or decreasing) the interval running time and / or adjusting (increasing or decreasing) the station stopping time, then a corresponding adjustment strategy is given, namely, the recommended running speed for the interval and the recommended stopping time at the station; the preferred implementation method is as follows: Step S31: Obtain the duration of the green light. Then, based on the time interval of tram k arriving at intersection i... Calculate the time when tram k arrives at the intersection. Need to advance or postpone time .

[0105] In calculation To ensure the safe passage of tram k through the intersection, the timing of tram arrival at intersection i must be determined. And the time when the tram exits intersection i ,in To allow for a buffer period to ensure the safe passage of trams through intersections.

[0106] Step S32, according to time Based on the real-time location and speed of tram K, combined with basic data from the daytime operation plan such as stop information, section travel time information, distance to the next intersection in the direction of travel, and intersection section length, and taking into account operational information such as speed limits and maximum and minimum stop time limits for the section from tram K's current location to the next intersection, the required adjustment time will be determined. The recommended running speed for each section and / or stopping time is distributed according to the set optimization strategy to minimize the impact on the daytime operation plan, and the recommended running speed for each section and the recommended stopping time for each station are calculated and given.

[0107] The strategy here can be to use one or more of the target factors mentioned above, such as minimizing the total train stop time at the intersection, minimizing train schedule adjustments, and minimizing the impact of intersection cycles.

[0108] Specifically, by interfaceing with the station passenger flow analysis system, the number of passengers boarding and alighting at the station can be obtained. According to the stop priority strategy, the stop time can be appropriately extended when there are many passengers boarding and alighting. By increasing the tram section operating speed, the section travel time can be reduced. The allocation of station stop time and section travel time can be flexibly adjusted to meet the needs of passengers boarding and alighting.

[0109] In particular, when delaying the arrival time of the tram at the intersection, the needs of energy saving can be considered, taking into account the line conditions such as uphill and downhill slopes and station charging.

[0110] Step S4: Using a collaborative optimization algorithm for tram operation adjustment and intersection priority control adjustment, a collaborative adjustment scheme for tram operation and intersection priority control is proposed, which takes into account both the social traffic efficiency at intersections and the total tram stopping time at intersections.

[0111] Based on the judgment in step S2 above, if it is impossible to ensure that the tram can safely pass through the next intersection within the green light cycle by adjusting (increasing or decreasing) the interval running time and / or adjusting (increasing or decreasing) the station stopping time, then a collaborative optimization algorithm for tram operation adjustment and intersection priority control adjustment is adopted. While adjusting the intersection priority control, the interval running time and station stopping time are adjusted to minimize the impact on the intersection traffic light cycle and the total tram stopping time at the intersection. The preferred implementation method is as follows:

[0112] Step S41: Based on the time range of tram k arriving at intersection i and normally passing through and exiting intersection i calculated in step S1. Range of green light duration Determine the time when tram k arrives at intersection i. If the relevant information has not changed, the time determined in the aforementioned steps can be obtained directly.

[0113] Step S42: Based on the time required for tram k to safely pass through the intersection area. Based on the real-time status information of the tram, such as its location and speed, combined with basic data from the daily operation plan, including stop information, interval travel time information, distance to the next intersection in the direction of travel, and intersection interval length, and considering operational information such as speed limits and maximum / minimum stop time limits for the section from the tram's current location to the next intersection, the interval travel time and / or stop time of tram k to intersection i are adjusted according to the tram operation adjustment strategy. The time when the tram arrives at the intersection after the adjustment is calculated. .

[0114] Step S43: Determine the time range With green light open duration range The relationship.

[0115] Step S44, if and Furthermore, the adjustment schedule for tram K exiting intersection i. The end time of the j-th green light at intersection i When the difference is small, based on the intersection traffic light cycle duration, the tram's real-time status information such as its position and speed, and taking into account the system's response time, a phase extension strategy is adopted to extend the green light duration, thereby... The calculation will give the extended green light time. This allows for the acquisition of corresponding intersection priority control strategies.

[0116] Step S45, if And the time when the tram arrives at intersection i The opening time of the j-th green light at intersection i When the difference is small, based on the intersection traffic light cycle duration, the tram's operating position, speed, and other real-time status information, and taking into account the system's response time, an early activation phase strategy is adopted to open the green light in advance, thus enabling... The calculation will give the advance green light opening time. This allows for the acquisition of corresponding intersection priority control strategies.

[0117] Step S46: The time when the adjusted tram k arrives at intersection i, based on the results obtained in the preceding steps. Based on the real-time operating speed and real-time location of the tram, combined with basic data such as the distance to the next intersection in the tram's direction of travel and the length of the intersection section, and taking into account operational information such as the speed limit of the section from the tram's current location to the next intersection, the location that triggers the intersection priority control application is calculated, and the corresponding intersection priority control strategy is executed.

[0118] Specifically, depending on the application scenario, a combination of one or more factors, such as the traffic light cycle influence factor at the intersection, the total stopping time factor of the tram at the intersection, and the operation plan adjustment deviation factor, can be selected to construct a collaborative optimization objective function, which can then be used as a tram operation adjustment strategy.

[0119] In particular, in the collaborative optimization objective function, different weights can be set for each factor according to different application scenarios and intersection traffic conditions. For example, intersections with high traffic volume need to prioritize ensuring the intersection's throughput efficiency.

[0120] Based on the above scheme, during daily operation, when the traffic light cycle length at an intersection changes, the traffic light timing cycle scheme can be quickly detected and obtained. By combining the tram's operating position, speed, and other status information, as well as basic line data and operational information such as line speed limits, the optimal tram operation adjustment strategy and intersection priority control strategy can be calculated in real time for different operating conditions. This enables real-time priority control of intersections with adaptive signal timing for trams, achieving coordinated control between trams and other vehicles at intersections. Under the premise of ensuring the safety of tram and other vehicle operation, intersection traffic efficiency is also taken into account. Compared to existing technologies, this new technology solves the problem of independent control and lack of integration between tram operation scheduling and social traffic signal control with minimal impact on existing technical conditions. It enables trams to achieve green wave passage as much as possible when passing through intersections, reducing waiting times and improving travel speed and operational efficiency. It also solves the problem of trams frequently sending intersection priority requests to the social traffic signal control system when passing through intersections, reducing the impact on social traffic. Furthermore, when trams deviate from their plans or the cycle length of social traffic lights at intersections changes, different strategies can be configured. Taking into account changes in passenger numbers at stations and energy conservation, it flexibly adjusts station stopping times and interval running times, and selects appropriate intersection priority control strategies based on real-time tram position, speed, and other statuses to minimize the impact on social traffic efficiency at intersections. This ensures the safe and efficient passage of trams through intersections, minimizing the impact on intersection traffic light cycles and the total tram stopping time at intersections.

[0121] Through the above description of the embodiments, those skilled in the art can clearly understand that the above embodiments can be implemented by software, or by using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions of the above embodiments can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, mobile hard drive, etc.), including several instructions to cause a computer device (such as a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0122] Example 2 This invention provides a tram adaptive signal timing intersection priority control device, used in the methods provided in the foregoing embodiments, such as... Figure 3 As shown, it mainly includes: The intersection traffic light cycle duration mining module is used to obtain traffic light conversion sample data at various intersections of the tram line and extract the cycle duration of the traffic lights at each intersection. The daytime operation plan generation module is used to generate daytime operation plans by utilizing the cycle duration of traffic lights at various intersections, so that the tram passes through intersections without stopping or the total time of tram stopping at intersections is minimized. The tram operation and intersection priority coordination control module is used to determine whether the tram can safely pass through the next intersection within the green light cycle, based on the real-time operation status of the tram, the corresponding traffic light cycle duration at the intersection, and the daily operation plan. If not, it determines whether the tram can safely pass through the next intersection within the green light cycle by adjusting the interval travel time and / or stop time. If so, it outputs the adjustment strategy corresponding to the interval travel time and / or stop time. If not, it performs coordinated optimization of tram operation adjustment and intersection priority control adjustment to minimize the impact on the traffic light cycle at the intersection and the total tram stopping time at the intersection. The tram operation adjustment includes adjusting the interval travel time and station stop time of the tram to the next intersection based on the time required for the tram to pass through the intersection area, the real-time operation status of the tram, and the daily operation plan.

[0123] Since the main technical details of the above-mentioned device have been described in detail in the previous embodiments, they will not be repeated here.

[0124] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different modules to complete all or part of the functions described above.

[0125] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims. The information disclosed in the background section is intended only to enhance the understanding of the overall background technology of the present invention and should not be construed as an admission or implication in any way that such information constitutes prior art known to those skilled in the art.

Claims

1. A method for adaptive signal timing and intersection priority control of trams, characterized in that, include: Obtain sample data of traffic light conversions at various intersections along the tram line, and extract the cycle duration of traffic lights at each intersection. By utilizing the cycle duration of traffic lights at each intersection, a daily operation plan is generated to minimize the total time that trams can pass through intersections without stopping or by stopping at intersections. Based on the real-time operating status of the tram, combined with the cycle length of the traffic lights at the corresponding intersections and the daily operation plan, it is determined whether the tram can safely pass through the next intersection within the green light cycle. If not, determine whether the tram can safely pass through the next intersection within the green light cycle by adjusting the interval travel time and / or stop time. If so, output the adjustment strategy corresponding to the interval travel time and / or stop time. If not, perform coordinated optimization of tram operation adjustment and intersection priority control adjustment to minimize the impact on the traffic light cycle at the intersection and the total tram stop time at the intersection. The tram operation adjustment includes adjusting the interval travel time and station stop time of the tram to the next intersection based on the time required for the tram to pass through the intersection area, the real-time operation status of the tram, and the daily operation plan.

2. The method for adaptive signal timing and intersection priority control of trams according to claim 1, characterized in that, The process of acquiring traffic light conversion sample data at various tram intersections and extracting the traffic light cycle duration at each intersection includes: The traffic signal conversion sample data of each intersection is obtained through the dry contact interface of the social traffic signal control unit. The traffic signal conversion sample data of each intersection includes the historical dataset of the traffic light conversion time of the intersection in various time periods over multiple days. For each intersection, the periodicity of traffic light transitions is determined based on traffic light transition sample data, thereby extracting the traffic light cycle duration for each time period.

3. The method for adaptive signal timing and intersection priority control of trams according to claim 2, characterized in that, Also includes: Obtain real-time traffic light switching data for each intersection, analyze the real-time traffic light switching cycle for each intersection, and compare it with the extracted traffic light cycle duration for the corresponding time period. If there is a discrepancy, the traffic light cycle duration at each intersection will be predicted and calculated in real time based on the real-time prediction algorithm, and the traffic light cycle duration at each intersection will be corrected based on the prediction and calculation results.

4. A method for adaptive signal timing and intersection priority control of trams according to claim 1 or 3, characterized in that, The process of obtaining the basic operation plan of the tram and generating a daytime operation plan by combining it with the cycle duration of traffic lights at various intersections includes: The basic operation plan for the tram is obtained from the central system; the basic operation plan for the tram is a pre-set transportation organization scheme. Based on the traffic light cycle duration at each intersection and the basic operation plan of the tram, the time period for the tram to pass through each intersection in the basic operation plan is compared with the traffic light cycle duration at the intersection. For a certain target intersection, if the traffic light is red when the tram passes through, the tram's interval running time and / or stop time is adjusted to generate a daily operation plan that takes into account the traffic light cycle duration at the intersection.

5. A method for adaptive signal timing and intersection priority control of trams according to claim 1 or 3, characterized in that, The process of determining whether a tram can safely pass through the next intersection within the green light cycle, based on the real-time operating status of the tram, the corresponding traffic light cycle length at the intersection, and the daily operating plan, includes: Based on the real-time operating status of the tram, combined with the stop information and section travel time information in the daytime operation plan, as well as the basic line data, and under the constraints of section speed limits and maximum and minimum station stopping time limits, the time range for the tram to arrive at intersection i and to pass through and exit intersection i normally is calculated. The basic data of the line includes: distance information to the next intersection in the direction of operation, length of the intersection section, and information on the line gradient and speed limit; k refers to tram k, and intersection i refers to the i-th intersection, that is, the next intersection ahead of the tram. Let k be the earliest arrival time of tram k at intersection i. Let the latest departure time of tram k at intersection i be specified; calculate the time required for tram k to safely pass through the intersection area. ; Obtain the real-time traffic light status at intersection i, and calculate the range of green light duration at intersection i based on the traffic light cycle length. ,in, The duration of the first green light at intersection i. The starting time of the first green light at intersection i. The end time of the first green light at intersection i; Let be the range of the duration of the nth green light at intersection i. Let n be the start time of the nth green light at intersection i. Let n be the time when the nth green light at intersection i ends. Compare the time range of tram k arriving at intersection i and the time range of tram k passing through and exiting intersection i normally. Range of green light duration If the time interval for tram k to reach intersection i is... If the green light condition is met, it means that tram k can safely pass through intersection i within the green light cycle; otherwise, it means that tram k cannot safely pass through intersection i within the green light cycle. This represents the moment when the tram arrives at intersection i.

6. The method for adaptive signal timing and intersection priority control of trams according to claim 5, characterized in that, The determination of whether the tram can safely pass through the next intersection within the green light cycle by adjusting the interval running time and / or stop time includes: Within the range of green light duration In the selection, the time period when tram k arrives at intersection i is chosen. The range of green light duration with the largest intersection or the closest time period ;in, Let j be the duration of the green light at intersection i. Let j be the starting time of the first green light at intersection i. Let j be the time when the green light at intersection i ends. like Furthermore, based on section speed limits, maximum and minimum station dwell time restrictions, and basic line data, it is possible to adjust the running time and / or dwell time within sections to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within the section, the tram k can safely pass through the next intersection during the green light cycle; like and Furthermore, based on section speed limits, maximum and minimum station dwell time restrictions, and basic line data, it is possible to adjust the running time and / or dwell time within sections to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within the section, the tram k can safely pass through the next intersection during the green light cycle; like Furthermore, based on section speed limits, maximum and minimum station dwell time restrictions, and basic line data, it is possible to adjust the running time and / or dwell time within sections to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within the section, the tram k can safely pass through the next intersection during the green light cycle; like Furthermore, based on section speed limits, maximum and minimum station dwell time restrictions, and basic line data, it is possible to adjust the running time and / or dwell time within sections to achieve [the desired effect]. This means that by adjusting the stopping time and / or the speed of operation within a section, the tram k can safely pass through the next intersection during the green light cycle.

7. The method for adaptive signal timing and intersection priority control of trams according to claim 6, characterized in that, The adjustment strategies corresponding to the output interval running time and / or stopping time include: Obtain the green light duration range Based on the time interval of tram k arriving at intersection i Calculate the arrival time of the tram at the intersection. Time to advance or postpone ; In calculation time When the tram k arrives at intersection i, the time is satisfied. And the time when tram k exits intersection i. ,in, To allow for a buffer period to ensure the safe passage of trams through intersections; According to time Based on the real-time operating status of tram k, combined with the stop information and section travel time information in the daytime operation plan, as well as the basic line data, and under the constraints of section speed limits and maximum and minimum station stop times, the time... Distribute the interval running time and / or stopping time according to the set optimization strategy, and output the adjustment strategy corresponding to the interval running time and / or stopping time, including: calculating and giving the recommended running speed of the interval and the recommended stopping time of the station; Among them, time The time is distributed to interval running time and / or stop time according to the set optimization strategy, including: by setting one or more target factors such as minimizing the total train stop time at intersections, minimizing train schedule adjustments, and minimizing the impact of intersection cycles, the time is distributed... Distributed into interval running time and / or stop time.

8. The method for adaptive signal timing and intersection priority control of trams according to claim 6, characterized in that, The coordinated optimization of tram operation adjustment and intersection priority control adjustment includes: Based on the time range of tram k arriving at intersection i and normally passing through and exiting intersection i. Range of green light duration Determine the time when tram k arrives at intersection i. ; Based on the time required for tram K to safely pass through the intersection area Based on the real-time operating status of tram k, combined with the stop information and section travel time information in the daytime operation plan, as well as the basic line data, and under the constraints of section speed limits and maximum and minimum station stop times, the section travel time and / or stop time of tram k to intersection i are adjusted according to the tram operation adjustment strategy to obtain the adjusted arrival time of tram k at intersection i. ; Determine the time range With green light open duration range Relationship; like and Furthermore, the adjustment schedule for tram K exiting intersection i. The end time of the j-th green light at intersection i When the difference is less than the set threshold, based on the traffic light cycle length at intersection i, the real-time operating status of tram k, and the execution response time, a phase extension strategy is adopted to extend the green light duration. , making To obtain the corresponding intersection priority control strategy; like And the adjusted time when tram k arrives at intersection i. The opening time of the j-th green light at intersection i When the difference is less than the set threshold, based on the traffic light cycle length at intersection i, the real-time operating status of tram k, and the execution response time, an early activation phase strategy is adopted to open the green light in advance, so that... The calculation will then give the advance green light opening time. To obtain the corresponding intersection priority control strategy; Based on the adjusted arrival time of tram k at intersection i Based on the real-time operating status of tram k, combined with the stop information and section running time information in the daytime operation plan, as well as the basic line data, and under the constraints of section speed limit and maximum and minimum station stopping time limit, the location that triggers the intersection priority control application is calculated, and the corresponding intersection priority control strategy is executed.

9. A method for adaptive signal timing and intersection priority control of trams according to claim 1 or 8, characterized in that, Also includes: When coordinating the adjustment of tram operation and the adjustment of intersection priority control, one or any combination of one or more of the traffic light cycle influence factor, the total tram stopping time factor at the intersection and the daily operation plan adjustment deviation factor are selected to construct the coordinating optimization objective function, which is then used as the tram operation adjustment strategy. Furthermore, different weights are assigned to each factor based on different application scenarios and intersection traffic conditions.

10. A tram adaptive signal timing intersection priority control device, characterized in that, To implement the method according to any one of claims 1 to 9, comprising: The intersection traffic light cycle duration mining module is used to obtain traffic light conversion sample data at various intersections of the tram line and extract the cycle duration of the traffic lights at each intersection. The daytime operation plan generation module is used to generate daytime operation plans by utilizing the cycle duration of traffic lights at various intersections, so that the tram passes through intersections without stopping or the total time of tram stopping at intersections is minimized. The tram operation and intersection priority coordination control module is used to determine whether the tram can safely pass through the next intersection within the green light cycle, based on the real-time operation status of the tram, the corresponding traffic light cycle duration at the intersection, and the daily operation plan. If not, it determines whether the tram can safely pass through the next intersection within the green light cycle by adjusting the interval travel time and / or stop time. If so, it outputs the adjustment strategy corresponding to the interval travel time and / or stop time. If not, it performs coordinated optimization of tram operation adjustment and intersection priority control adjustment to minimize the impact on the traffic light cycle at the intersection and the total tram stopping time at the intersection. The tram operation adjustment includes adjusting the interval travel time and station stop time of the tram to the next intersection based on the time required for the tram to pass through the intersection area, the real-time operation status of the tram, and the daily operation plan.

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