Bus guiding control method for multi-signal intersection between adjacent stations

Abstract

The invention provides a bus guidance control method for a multi-signal intersection between adjacent stations, and belongs to the technical field of urban intelligent traffic. The method comprises the following steps: firstly, acquiring real-time data of buses for implementing speed guide control, including bus running lines, bus positioning information, stop information, intersection positions along the lines and real-time signal schemes; the arrival time and the departure time of the public transport vehicles are dynamically adjusted, so that the timetable compliance and the operation homogeneity of the public transport vehicles are enhanced; and establishing a speed guidance calculation method by combining the determined arrival and departure moments with the intersection position between the stations and the signal scheme data. And finally, providing speed guidance for a bus driver through vehicle-mounted equipment, and ensuring the running state of the bus. The method can provide guarantee for the operation stability and punctuality rate of the bus so as to enhance the service level and quality, improves the taking attraction of public transportation to the public, and is of great significance for promoting the development of an urban public transportation system.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of urban intelligent transportation, and in particular to a bus guidance control method for a multi-signal intersection between adjacent stations. BACKGROUND

[0002] As the most common public transportation tool in the city, how to improve the service level and attractiveness of buses is an important factor in determining the healthy and sustainable development of the urban public transportation system.

[0003] The uncertainty of passenger arrival at the bus stop may lead to disordered or even chaotic departure intervals of the bus, causing bus aggregation and unbalanced bus carrying, which seriously affects the normal operation of the bus. In addition, the punctuality rate of the bus is also affected, which reduces the travel experience of passengers. Meanwhile, the timing scheme of the signal intersection may also cause unexpected parking of buses with different departure times, further weakening the reliability of bus operation.

[0004] Currently, the existing relevant patent retrieval and analysis results are as follows:

[0005] Patent 1: A bus ecological driving guidance method considering operation stability, with publication number CN115455795B, which includes: S1: obtaining the positions of bus stops and intersections and the distances between bus stops and downstream intersections; S2: minimizing the total energy consumption of the system and the headway fluctuation to establish a low-carbon optimization model for the bus schedule; S3: establishing a bus ecological speed curve optimization model between stations with the goal of minimizing the energy consumption and acceleration fluctuation of each bus; S4: obtaining the optimal ecological speed curve. This invention takes the minimum energy consumption of the bus system and the stability of bus operation as dual objectives, and realizes the low-carbon optimization of the bus schedule while meeting the stability of bus operation. It fully considers the ecological and stability requirements of bus operation, combines various strategies such as ecological driving, low-carbon scheduling, and bus station parking, and realizes ecological driving guidance throughout the entire bus driving process. The main content of this invention is from schedule optimization to bus operation stability and then to speed curve generation with the goal of minimizing energy consumption. The difference between this invention and the present application is that the present application is based on the optimization of historical schedule, so one of the goals is the compliance of the bus schedule, which is lacking in this invention.

[0006] Patent 2: A bus speed control method based on reinforcement learning, published in CN114937506A, includes: sensing real-time road traffic information of the bus route through roadside facilities, dynamically acquiring real-time bus operation information, establishing a time-continuous bus operation simulation system based on real bus routes to provide a realistic environment for reinforcement learning training; establishing a bus in-transit state transition model, building a reinforcement learning framework based on the simulation system, and using a neural network to output specific actions in a continuous space within the reinforcement learning framework. This neural network calculates the bus's speed to reach the next stop based on the bus's operating state, effectively controlling the bus's in-transit speed, ultimately making the headway between buses more uniform, thus resulting in a more balanced distribution of passengers among multiple buses, reducing congestion in the bus compartment, balancing vehicle occupancy, and achieving better operational results. This invention uses bus operation stability as the sole control objective. However, it does not consider the impact of signalized intersections and does not effectively control irregular stopping behavior at intersections caused by uncertain dwell times.

[0007] Patent 3: CN109584600B discloses an automated control method for the reliability of timetables on driverless buses. This method collects real-time data on passenger flow at each stop, as well as the actual arrival and departure times of the driverless buses. Using this data as input, a bus timetable optimization model is constructed based on the necessary stopping time and location information of the driverless buses at each stop. The actual driving status of the driverless buses is used as input to the optimization model for judgment: if the departure time is earlier than the planned departure time, the bus is controlled to remain at the stop until the scheduled departure time; if the departure time is later than the planned departure time, the inter-stop operating speed is increased to reduce or eliminate delays. This invention enhances the reliability of punctual operation of driverless buses, which is beneficial to improving the quality of public transportation services and is of great significance to promoting the construction and development of future smart cities. This invention uses the punctuality rate of bus operation as the sole control objective to guide the regular operation of driverless buses. Similarly, the invention does not take into account the impact of signalized intersections and only describes reducing or eliminating bus delays by increasing the speed between stations. It does not have specific speed guidance measures and cannot ensure the control effect.

[0008] Patent 4: A green driving control method for intelligent connected buses, published under CN116101313A, includes: sending road information, vehicle information, and traffic information to a roadside computing unit based on V2I communication; the roadside computing unit preprocessing the received data; the roadside computing unit using an intelligent connected bus green driving control model to plan and decide on a green driving scheme for the intelligent connected bus, obtaining green driving decision information including desired speed and desired lane; and sending the green driving decision information from the roadside computing unit to the intelligent connected bus based on V2I communication to guide or control the bus's driving state. Compared with existing technologies, this invention achieves green driving control of intelligent connected buses with lateral and longitudinal coupling in a vehicle-road cooperative environment, enabling the safe, green, and efficient passage of intelligent connected buses through urban road sections and intersections. This invention does not improve the quality of bus operation services; it is merely one method of implementing green ecological driving control, reducing energy consumption on normal road sections and at intersections. Summary of the Invention

[0009] In view of the shortcomings of existing technologies and taking into account the uncertainty of passenger demand at bus stops and the impact of signalized intersections on bus operation, this invention provides a bus guidance and control method for multiple signalized intersections between adjacent stops.

[0010] The present invention adopts the following technical solution:

[0011] A bus guidance control method for multi-signal intersections between adjacent stops treats each bus as a separate subsystem, with each subsystem being independent of the others. Each subsystem includes a data acquisition module, a service quality adjustment module, a speed guidance calculation module, and a speed guidance implementation module.

[0012] The control method includes the following steps:

[0013] Step 1: The data acquisition module acquires the basic data for implementing speed guidance control of buses. The basic data includes the location data of bus stops along the bus route, the real-time location data of buses, the location of intersections and signal timing scheme data, and the bus timetable data.

[0014] Step 2: The service quality adjustment module establishes a calculation model for adjusting the service quality of bus operations, which can change the departure and arrival times of stations specified in the timetable to improve the punctuality and operational homogeneity of buses;

[0015] Step 3: The speed guidance calculation module generates a suggested speed that can meet the requirements of improving the service quality of bus operation and provides a speed reference for the driver. Based on the output results of the service quality adjustment module, that is, the adjusted departure time of the bus at the current station and the arrival time at the next station, the speed guidance calculation module calculates the guidance speed of the bus with the signalized intersection between stations as the node.

[0016] Step 4: The speed guidance implementation module is responsible for obtaining the real-time guidance speed of the bus and pushing the guidance speed to the on-board terminal of the bus to provide speed guidance for the driver.

[0017] Preferably, step 1 specifically includes:

[0018] The formula for the location data S of bus stops on a bus route is:

[0019] (1);

[0020] in, This provides the location information for the m-th bus stop. Let m be the longitude of the m-th bus stop. Let m be the latitude of the m-th bus stop;

[0021] The formula for real-time location data of buses is:

[0022] (2);

[0023] in, Let n be the position of the nth bus at time t. Let t be the longitude of the bus. Let t be the latitude of the bus at time t;

[0024] Intersection location and signal timing scheme data The formula is as follows:

[0025] (3);

[0026] in, For the j-th intersection information data, Let j be the longitude of the j-th intersection. Let j be the latitude of the j-th intersection. This represents the green light duration for phase k at the j-th intersection. This represents the green flash duration of phase k at the j-th intersection. The duration of the yellow light at the j-th intersection, phase k.

[0027] The bus timetable data is as follows:

[0028] (4);

[0029] (5);

[0030] Let m be the arrival time of the nth bus at stop m+1. Let m be the departure time of the nth bus from stop m. Let the timetable for the nth bus to travel from stop m to the next stop be the travel time.

[0031] Let m be the departure time of the nth bus from stop m. Let m be the arrival time of the nth bus at stop m. Let m be the time the nth bus stays at station m according to the timetable.

[0032] Preferably, step 2 specifically includes:

[0033] Adjusted bus departure times and the time of arrival at the next station The formula is as follows:

[0034] (6);

[0035] (7);

[0036] (8);

[0037] (9);

[0038] in, Let m be the actual departure time of the nth bus from stop m. This is the adjustment factor for the departure time of the nth bus at stop m. Let m be the actual arrival time of the nth bus at stop m+1. This is the adjustment factor for the arrival time of the nth bus at stop m+1. This represents the maximum value of the adjustment factor at the departure time. To reach the maximum value of the adjustment factor at the arrival time, This is the minimum value of the arrival time adjustment factor;

[0039] Two optimization objectives were set as control variables. and The objective functions are respectively and The formula is as follows:

[0040] (10);

[0041] (11);

[0042] (12);

[0043] In the formula, The relationship between the arrival time of the preceding and following buses at the same stop and the service headway H after the adjustment represents the homogeneity of operation; This represents the relationship between the departure and arrival times of the same bus at the previous and next stops after the adjustment and the timetable, signifying timetable compliance.

[0044] Let m be the adjusted arrival time of the nth bus at stop m. Let m be the adjusted arrival time of the (n-1)th bus at stop m. Let this be the adjusted arrival time of the nth bus at stop m+1. The objective function consists of two optimization objectives.

[0045] Preferably, step 3 specifically includes:

[0046] Step 3.1: Obtain the location information of the current bus stop and the next stop through the data acquisition module, thereby obtaining the location of the intersection between these adjacent stops and the signal timing scheme data; divide the area into segments using the current bus stop, the next stop, and the intersection as nodes. When there are j intersections, the number of segments is j+1. Calculate the distance of each segment. ;

[0047] Step 3.2: Adjusted bus departure times, arrival times at the next stop, and distance data for each section. Calculate the arrival time of buses at each intersection. The calculation formula is:

[0048] (13);

[0049] in, Let m be the distance between bus stops m and m+1;

[0050] Step 3.3: Based on the arrival time of the bus at the intersection calculated in Step 3.2 Compare the signal timing data with the data of intersection j. If it is in a passing phase, the arrival time at the intersection remains unchanged, and proceed to step 3.4. If it is in a red light phase, the end time of the previous green light phase or the start time of the next green light phase closest to the current time is taken as the new arrival time at the intersection, and proceed to step 3.4.

[0051] Step 3.4: After determining the arrival times of each intersection between adjacent stops, the guiding speed of buses in each segment is calculated as the ratio of the distance between each segment to the difference between the arrival times of the nodes above and below the segment.

[0052] Preferably, step 4 specifically includes:

[0053] Step 4.1: Push the real-time bus guidance speed data for each road segment to the onboard terminal of the bus, and at regular intervals... The time is announced to the driver using a combination of sound and images;

[0054] Step 4.2: When broadcasting the announcement, compare the current real-time position of the bus with the position at the theoretical average speed. If the difference between the positions is within... If the speed is within the normal range, the announcement will say, "The vehicle speed is normal during the cumulative period, please continue to maintain it"; if it is greater than... The system will then announce, "The vehicle speed was too high during the cumulative period; it is recommended to reduce the speed." If the speed is less than [a certain value], the system will announce, "The vehicle speed was too high during the cumulative period; it is recommended to reduce the speed." If the speed is too low during the cumulative period, it is recommended to increase the speed.

[0055] The beneficial effects of this invention are:

[0056] This invention collects bus route, bus location, and stop information, and establishes a method for dynamically adjusting bus arrival and departure times using adjacent stops as the control scenario. This aims to improve two key indicators: the punctuality rate of individual buses and the homogeneity of operation between adjacent buses on the same route (preventing bus clustering). This enhances the quality of bus service even when stop times are uncertain. To ensure the effectiveness of dynamic adjustments, a speed guidance calculation module is constructed by combining information such as intersection locations and signal schemes, and speed guidance is provided to bus drivers via an onboard terminal. The implementation of this invention effectively addresses the shortcomings in bus speed guidance control, providing reliable algorithmic support for improving bus service quality and perfecting the urban public transportation service system.

[0057] This invention uses a single bus as the controlled object and adjacent bus stops along the route as the control scenarios, implementing step-by-step control until the bus reaches the route's terminus. This approach eliminates the cumulative effect of multiple stops, achieving efficient and stable regulation of bus operation. Attached Figure Description

[0058] Figure 1 This is a flowchart of the present invention.

[0059] Figure 2 This is a schematic diagram of vehicle speed guidance at a continuous signalized intersection between stations. Detailed Implementation

[0060] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings and specific examples:

[0061] Combination Figure 1 and Figure 2 This paper presents a bus guidance control method for multi-signaled intersections between adjacent stops. As the object of speed guidance, each bus is treated as a separate subsystem, and these subsystems are independent of each other. Each subsystem includes a data acquisition module, a service quality adjustment module, a speed guidance calculation module, and a speed guidance implementation module.

[0062] The control method includes the following steps:

[0063] Step 1: The data acquisition module obtains the basic data for implementing speed guidance control of buses. The basic data includes the location data of bus stops along the bus route, the real-time location data of buses, the location of intersections and signal timing scheme data, and the bus timetable data.

[0064] Specifically, it includes:

[0065] The formula for the location data S of bus stops on a bus route is:

[0066] (1).

[0067] in, This provides the location information for the m-th bus stop. Let m be the longitude of the m-th bus stop. Let m be the latitude of the m-th bus stop.

[0068] The formula for real-time location data of buses is:

[0069] (2).

[0070] in, Let n be the position of the nth bus at time t. Let t be the longitude of the bus. Let t be the latitude of the bus at time t.

[0071] Intersection location and signal timing scheme data The formula is as follows:

[0072] (3).

[0073] in, For the j-th intersection information data, Let j be the longitude of the j-th intersection. Let j be the latitude of the j-th intersection. This represents the green light duration for phase k at the j-th intersection. This represents the green flash duration of phase k at the j-th intersection. This represents the yellow light duration for phase k at the j-th intersection.

[0074] The bus timetable data is as follows:

[0075] (4).

[0076] (5).

[0077] Let m be the arrival time of the nth bus at stop m+1. Let m be the departure time of the nth bus from stop m. Let the timetable for the nth bus to travel from stop m to the next stop be the travel time.

[0078] Let m be the departure time of the nth bus from stop m. Let m be the arrival time of the nth bus at stop m. Let m be the time the nth bus stays at station m according to the timetable.

[0079] Step 2: The service quality adjustment module establishes a calculation model to adjust the service quality of bus operation. It can change the departure and arrival times of stations specified in the timetable to improve the punctuality and operational homogeneity of buses and prevent bus congestion.

[0080] The arrival status of passengers at a station is unknown and uncertain, but it can be represented by a Poisson distribution through statistical analysis of historical data. Therefore, a bus timetable considering uncertain passenger demand at stations can be expressed as:

[0081] (6).

[0082] (7).

[0083] Based on this, control variables are introduced. and The goal is to adjust bus arrival and departure times to reduce the impact of fluctuations in stop times on bus timetable compliance and operational stability. However, to avoid excessive adjustments that could adversely affect bus operations and deviate from the optimization direction, control variables should be constrained within a reasonable range. The adjusted bus departure times... and The formula for the arrival time at the next station is as follows:

[0084] (8).

[0085] (9).

[0086] (10).

[0087] (11).

[0088] in, Let m be the actual departure time of the nth bus from stop m. This is the adjustment factor for the departure time of the nth bus at stop m. Let m be the actual arrival time of the nth bus at stop m+1. This is the adjustment factor for the arrival time of the nth bus at stop m+1. This represents the maximum value of the adjustment factor at the departure time. To reach the maximum value of the adjustment factor at the arrival time, This represents the minimum value of the adjustment factor at the arrival time.

[0089] To improve the quality of public transportation services, two optimization objectives were set as control variables. and The objective functions are respectively and The formula is as follows:

[0090] (12).

[0091] (13).

[0092] (14).

[0093] In the formula, The relationship between the arrival time of the preceding and following buses at the same stop and the service headway H after the adjustment represents the homogeneity of operation; This represents the relationship between the departure and arrival times of the same bus at the previous and next stops and the timetable, indicating timetable compliance.

[0094] Let m be the adjusted arrival time of the nth bus at stop m. Let m be the adjusted arrival time of the (n-1)th bus at stop m. Let this be the adjusted arrival time of the nth bus at stop m+1. The objective function consists of two optimization objectives.

[0095] By establishing the above formula model, this invention controls each operating bus using adjacent stops as basic control units until it reaches the route terminus. The uncertain dwell time, represented by a Poisson distribution in the model, becomes a definite value after the bus arrives at a stop and completes passenger boarding and alighting services. Subsequently, powerful hardware and software computing capabilities are used to quickly complete model calculations, and the results are output to the speed guidance calculation module.

[0096] Step 3: The speed guidance calculation module generates a suggested speed that can improve the service quality of bus operation and provides a speed reference for the driver. Based on the output of the service quality adjustment module, that is, the adjusted departure time of the bus at the current station and the arrival time at the next station, the speed guidance calculation module calculates the guidance speed of the bus with the signalized intersection between stations as the node.

[0097] Specifically, it includes:

[0098] Step 3.1: Obtain the location information of the current bus stop and the next stop through the data acquisition module, thereby obtaining the location of the intersection between these adjacent stops and the signal timing scheme data; divide the area into segments using the current bus stop, the next stop, and the intersection as nodes. When there are j intersections, the number of segments is j+1. Calculate the distance of each segment. This data can be stored to avoid repeated calculations that waste hardware and software resources.

[0099] Step 3.2: Adjusted bus departure times, arrival times at the next stop, and distance data for each section. Calculate the arrival time of buses at each intersection. The calculation formula is:

[0100] (15).

[0101] in, Let m be the distance between bus stops m and m+1.

[0102] Step 3.3: Based on the arrival time of the bus at the intersection calculated in Step 3.2 Compare the signal timing data with that of intersection j. If the current time is in a passing phase, the arrival time at the intersection remains unchanged, and proceed to step 3.4. If the current time is in a red light phase, the new arrival time at the intersection is taken as the end time of the previous green light phase or the start time of the next green light phase, and proceed to step 3.4.

[0103] Step 3.4: After determining the arrival times of each intersection between adjacent stops, the guiding speed of buses in each segment is calculated as the ratio of the distance between each segment to the difference between the arrival times of the nodes above and below the segment.

[0104] Through the above process, the guiding speed for bus operation between adjacent stops can be generated sequentially. Considering the driver's compliance with the guiding speed, the average speed of the section is used as a reference to guide the bus operation, thereby improving punctuality and operational consistency.

[0105] Step 4: The speed guidance implementation module is responsible for obtaining the real-time guidance speed of the bus and pushing the guidance speed to the on-board terminal of the bus to provide speed guidance for the driver.

[0106] Specifically, it includes:

[0107] Step 4.1: Push the real-time bus guidance speed data for each road segment to the onboard terminal of the bus, and at regular intervals... The time is announced to the driver using a combination of sound and images.

[0108] Step 4.2: When broadcasting the announcement, compare the current real-time position of the bus with the position at the theoretical average speed. If the difference between the positions is within... If the speed is within the normal range, the announcement will say, "The vehicle speed is normal during the cumulative period, please continue to maintain it"; if it is greater than... The system will then announce, "The vehicle speed was too high during the cumulative period; it is recommended to reduce the speed." If the speed is less than [a certain value], the system will announce, "The vehicle speed was too high during the cumulative period; it is recommended to reduce the speed." If the speed is too low during the cumulative period, it is recommended to increase the speed.

[0109] Of course, the above description is not intended to limit the present invention, and the present invention is not limited to the examples given above. Any changes, modifications, additions or substitutions made by those skilled in the art within the scope of the present invention should also fall within the protection scope of the present invention.

Claims

1. A bus guidance control method for a multi-signal intersection between adjacent stations, characterized by, Each bus vehicle is taken as a single subsystem, the subsystems are independent of each other, each subsystem includes a data acquisition module, a service quality adjustment module, a speed guide calculation module and a speed guide implementation module; The control method comprises the following steps: Step 1: the data acquisition module acquires basic data for implementing speed guide control of the bus vehicle, the basic data comprising stop site position data of a bus operation line, real-time position data of the bus vehicle, positions of intersections and signal timing scheme data, and operation schedule data of the bus vehicle; Step 2: the service quality adjustment module establishes a calculation model for adjusting the operation service quality of the bus, which can change the departure time and arrival time of the stop site specified in the schedule to improve the punctuality and operation homogeneity of the bus vehicle; Step 3: the speed guide calculation module generates a recommended speed that can meet the requirement of improving the operation service quality of the bus vehicle, and provides a speed reference for the driver; the speed guide calculation module calculates the guide speed of the bus vehicle based on the output result of the service quality adjustment module, i.e. the adjusted departure time of the bus vehicle at the current stop site and the arrival time at the next stop site, and takes the signal intersection between the stop sites as a node; Step 4: the speed guide implementation module is responsible for acquiring the real-time guide speed of the bus vehicle, pushing the guide speed of the bus vehicle to the vehicle terminal of the bus vehicle, and providing speed guide for the driver.

2. The bus guidance control method for a multi-signal intersection between adjacent stations according to claim 1, characterized by, Step 1 specifically comprises: The formula of the stop site position data S of the bus operation line is: （1）； wherein, is the position information of the mth bus stop, is the longitude of the mth bus stop, is the latitude of the mth bus stop; The formula of the real-time position data of the bus vehicle is: （2）； wherein, is the position of the nth bus at time t, is the longitude of the bus at time t, is the latitude of the bus at time t; The position of the intersection and signal timing scheme data The formula is as follows: （3）； wherein, is the jth intersection information data, is the longitude of the jth intersection, is the latitude of the jth intersection, represents the green time of phase k of the jth intersection, represents the green flash time of phase k of the jth intersection, represents the yellow time of phase k of the jth intersection; The operation schedule data of the bus vehicle is: （4）； （5）； is the schedule arrival time for the nth bus at the m+1 stop, is the schedule departure time for the nth bus at the m stop, is the schedule travel time for the nth bus from the m stop to the next stop. is the schedule departure time for the n-th bus at the m-th stop, is the schedule arrival time for the n-th bus at the m-th stop, is the schedule dwell time for the n-th bus at the m-th stop.

3. The bus guidance control method for a multi-signal intersection between adjacent stations according to claim 1, characterized by, Step 2 specifically comprises: Adjusted bus vehicle departure time and arrival time at the next stop is given by the formula: （6）； （7）； （8）； （9）； wherein, is the actual departure time of the nth bus at the mth stop, is the adjustment factor for the departure time of the nth bus at the mth stop, is the actual arrival time of the nth bus at the m+1th stop, is the adjustment factor for the arrival time of the nth bus at the m+1th stop, is the maximum value of the adjustment factor for the departure time, is the maximum value of the adjustment factor for the arrival time, is the minimum value of the adjustment factor for the arrival time; Two optimization objectives were set as control variables and , respectively, as follows: and ​ （10）； （11）； （12）； In the formula, is the relationship between the arrival time of the front and rear buses at the same stop and the headway H after adjustment, representing the running homogeneity; is the relationship between the departure time and the arrival time of the same bus at the front and rear stops and the timetable after adjustment, representing the timetable compliance. is the adjusted arrival time of the nth bus at the mth stop, is the adjusted arrival time of the n-1th bus at the mth stop, is the adjusted arrival time of the nth bus at the m+1th stop; is the objective function consisting of two optimization objectives.

4. The bus guidance control method for a multi-signal intersection between adjacent stations according to claim 1, characterized by, Step 3 specifically comprises: Step 3.1: obtaining the position information of the station where the current bus is located and the next station by the data acquisition module, thereby obtaining the position of the intersection between the adjacent stations and the signal timing scheme data; dividing the section with the current bus station, the next station and the intersection as the node, when there are j intersections, the number of sections is j+1, and the distance of each section is calculated respectively ; Step 3.2: Adjusted bus vehicle departure time, arrival time at next stop, and section distance data , calculate the time of the bus vehicle arriving at each intersection , the calculation formula is: （13）； wherein, is the distance between bus stops m and m+1. Step 3.3: The arrival time of the bus vehicle at the intersection calculated according to step 3.2 Comparing with the signal timing plan data of intersection j, if it is in the passing phase, the arrival time at the intersection is not changed, and goes to step 3.4; if it is in the red light, the ending time of the last green light phase or the starting time of the next green light phase closest to the current time is taken as the new arrival time at the intersection, and goes to step 3.4; Step 3.4: after the arrival time of each intersection between adjacent stop sites is determined, the guide speed of the bus vehicle in each section is calculated as the ratio of the distance of each section to the difference between the arrival times of the upper and lower nodes in the section.

5. The bus guidance control method for a multi-signal intersection between adjacent stations according to claim 1, characterized by, Step 4 specifically comprises: Step 4.1: Push the real-time acquired bus vehicle guidance speed of each section to the on-board terminal of the bus vehicle, and make the driver make voice broadcast every interval Time for the driver to make voice broadcast Step 4.2: When the voice broadcast is made, by comparing the difference between the real-time position of the current bus and the position under the theoretical average speed, if the difference between the positions is within , then broadcast "The speed is normal in the cumulative period, please continue to maintain"; if greater than , then broadcast "The speed is too high in the cumulative period, please reduce the speed"; if less than , then broadcast "The speed is too low in the cumulative period, please increase the speed".

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