Signal timing method for continuous passing intersection of public transport vehicles and passengers

Abstract

The invention discloses a public transport vehicle and passenger continuous passing intersection signal timing method, which comprises the following steps: according to passenger transfer traffic characteristics, acquiring a main path for passengers to cross a street at an intersection i, and providing a basis for intersection signal timing; corresponding phase constraint conditions are obtained according to the requirement that passengers can safely and continuously pass at the intersection i, and the time of each phase of the intersection i is larger than or equal to the sum of the corresponding pedestrian green light time and the street crossing time; obtaining a corresponding phase constraint condition according to the requirement that the public transport vehicle can continuously pass at the intersection i; the phase time and the phase sequence of the intersection i are jointly constrained and adjusted based on phase constraint conditions that buses and passengers can continuously pass at the intersection, and signal timing design is completed; according to the invention, the average delay and parking frequency of arterial road buses can be effectively reduced, and it can also be ensured that bus transfer passengers smoothly arrive at destinations.

Description

Technical Field

[0001] This invention relates to the field of traffic control technology, specifically to a signal timing method for intersections where buses and passengers pass through continuously. Background Technology

[0002] Signal timing schemes affect the efficiency of transit for public transport vehicles and transfer passengers on arterial roads. Therefore, a model that can find the optimal signal timing scheme is the key to improving the efficiency of arterial traffic systems. To address the shortcomings of existing technologies in optimizing signalized intersections with high demand for bus transfers, fully explore the optimization potential of signal timing parameters at arterial road intersections, and reduce the average delay between buses and bus transfer passengers, this application, based on the "Key Laboratory of Vehicle-Road-Cloud - Research on Distracted Driving Behavior Recognition on Highways Based on Deep Learning (No. 2024-B011)," "Guangdong Provincial Higher Education Institutions' Characteristic Innovation Project - Research on Fatigue Detection and Active Safety Early Warning Technology for Night-Operating Truck Drivers (No. 2022KTSCX256)," "2025 Guangdong Transportation Vocational College Undergraduate Science and Technology Innovation Project - Traffic Flow Synchronization Coordination Control Method Between Adjacent Intersections (No. GDCP-ZX-2025-011-N2)," and "2025 Guangdong Transportation Vocational College Undergraduate Science and Technology Innovation Project - Research on Optimization Model of Continuous Passage Signal for Buses and Passengers (No. GDCP-ZX-2025-013-N2)," designs a signal timing method for intersections with continuous passage for buses and passengers. Summary of the Invention

[0003] The purpose of this invention is to provide a signal timing method for intersections where buses and passengers pass through continuously. This method can effectively reduce the average delay and number of stops of buses on main roads, and also ensure that passengers transferring between buses can reach their destinations smoothly.

[0004] To achieve this objective, the present invention adopts the following technical solution: A method for signal timing at intersections where buses and passengers pass continuously is provided, characterized by the following steps: Based on passenger transfer traffic characteristics, obtain the intersection i The main routes for passengers to cross the street provide a basis for intersection signal timing; According to passengers at the intersection i The requirement for safe and continuous passage is met with corresponding phase constraints, among which, the intersection i The time for each phase is greater than or equal to the sum of the corresponding pedestrian green light time and crossing time; According to the bus at the intersection i The requirement for continuous passage is met with corresponding phase constraints. The intersection is adjusted based on the phase constraint condition that allows buses and passengers to pass continuously at the intersection. i The phase time and phase sequence are determined to complete the signal timing design.

[0005] As a preferred embodiment of the signal timing method at intersections where buses and passengers pass continuously, the method is based on the passenger's position at the intersection... i In the steps of obtaining the corresponding phase constraints to meet the requirements of safe and continuous passage, the intersection... i The eight pedestrian crossing points are designated as follows, clockwise: A to H, starting from the intersection. i The following phase time constraints can be obtained if the time of each phase is greater than or equal to the sum of the corresponding pedestrian green light time and crossing time: in, , , , They represent the intersections. i The green light time for pedestrians in the phases from F to E, D to C, B to A, and H to G; , , , They represent the intersections. i The time required for pedestrians to travel sequentially from F to E, D to C, B to A, and H to G; , , , Indicates an intersection i Phase time for separate release of imports from the west, south, east, and north; , Indicates an intersection i Symmetrical release phase time for west-east straight and north-south straight traffic.

[0006] As a preferred embodiment of the signal timing method at intersections where buses and passengers pass continuously, the method is based on the passenger's position at the intersection... i In the steps to ensure safe and continuous passage, the pedestrian crossing has a certain width, allowing multiple passengers to enter the intersection simultaneously, with the last passenger located at the [missing information - likely a specific location or position]. m Okay, number n The column is positioned at the intersection, as shown in the following formula. , These represent the number of pedestrians from F to E, and the number of people who can enter the pedestrian walkway per second, respectively. Indicates an intersection i The time required for pedestrians to enter the crosswalk from point F to point E is calculated similarly for crossing between other points. Indicates an intersection i Depend on j arrive k The pedestrian green light time for each phase must meet the following constraints. .

[0007] As a preferred embodiment of the signal timing method for intersections where buses and passengers pass continuously, the method is based on the bus's position at the intersection... i In the process of obtaining the corresponding phase constraints to ensure continuous passage, buses need to meet the following constraints to pass through multiple intersections continuously without stopping: in, , These represent the arrival of buses at the intersection. i Intersection j The time of the west entrance parking line; , These represent buses passing through the intersection. i Intersection j The time of the west entrance parking line; , , They represent the intersections. k When the green light turns on for westbound straight traffic at intersections i Eastbound straight traffic green light activation time, intersection j The green light turns on when the vehicle is traveling straight from east to west. , , , They represent the intersections. j Westbound to Eastbound Green Light Time and Intersection k Westbound to Eastbound Green Light Time and Intersection i Eastbound straight green light time, intersection j Green light time for eastbound straight traffic; , , , These represent buses departing from the intersection. i to the intersection j Travel time, from the intersection j to the intersection k Travel time, from the intersection kto the intersection j Travel time, from the intersection j to the intersection i The travel time.

[0008] As a preferred embodiment of the signal timing method for intersections where buses and passengers pass continuously, the method is based on the bus's position at the intersection... i In the step of obtaining the corresponding phase constraints to ensure continuous passage, an objective function is established based on the coordination benefits of two-way public transport vehicles on the arterial road and the demand of public transport passengers: in, , These represent the average number of passengers on buses traveling from west to east and from east to west, respectively. , These are the green wave bandwidths for buses traveling from west to east and from east to west, respectively.

[0009] As a preferred scheme for signal timing at intersections where buses and passengers pass continuously, the expressions for the green wave bandwidth of buses traveling west to east and east to west are as follows: .

[0010] As a preferred method for signal timing at intersections where buses and passengers pass continuously, in order to ensure a stable green wave coordination control effect for buses, the bus departure interval... t D Should be in accordance with the cycle C The following constraints must be met: in, It is a natural number.

[0011] The beneficial effects of this invention: The signal timing method for intersections where buses and passengers can pass continuously proposed in this invention adjusts the intersection signal timing based on the phase constraint condition that allows buses and passengers to pass continuously at the intersection. i The phase time and phase sequence are determined to complete the signal timing; this can effectively reduce the average delay and number of stops of buses on main roads, and also ensure that passengers transferring between buses can reach their destination smoothly. Attached Figure Description

[0012] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments of the present invention will be briefly described below. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0013] Figure 1 This is a diagram illustrating the traffic characteristics of passenger transfers at intersections according to the present invention. Figure 2 This is a schematic diagram of the distribution of bus stops at intersections according to the present invention; Figure 3 This is a general view of the Lvjing Road section in Chancheng District, Foshan City, according to one embodiment of the present invention; Figure 4 This is a diagram of the channelization information and signal timing scheme at the Fenjiang-Lujing intersection in Chancheng District, Foshan City, according to an embodiment of the present invention. Figure 5 This is a time interval diagram of a signal timing method for continuous passage of buses and passengers at an intersection, according to an embodiment of the present invention. Figure 6 This is a time-distance diagram of the comparative MULIBAND design scheme of this invention; Figure 7 This is a time interval diagram of the comparative TRANSYT design scheme of this invention; Figure 8 This is a simulation diagram of the operation effect of a straight-moving bus in one embodiment of the present invention; Figure 9 This is a comparative example of the MULTIBAND scheme of this invention, showing the vehicle's trajectory. Figure 10 Comparative example of the TRANSYT scheme vehicle trajectory diagram of this invention; Figure 11 This is a vehicle trajectory diagram of the signal timing method for continuous passage of buses and passengers at intersections according to an embodiment of the present invention; Figure 12 This is a flowchart of a signal timing method for continuous passage of buses and passengers at an intersection according to an embodiment of the present invention; Detailed Implementation The embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0014] The following specific examples illustrate the implementation of this disclosure. Those skilled in the art can easily understand other advantages and effects of this disclosure from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this disclosure, and not all of them. This disclosure can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this disclosure. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0015] Reference Figure 12 An embodiment of the present invention provides a signal timing method for intersections where buses and passengers pass through continuously, characterized by comprising the following steps: S1: Obtain the intersection based on passenger transfer traffic characteristics. i The main routes for passengers to cross the street provide a basis for intersection signal timing; S2: Based on passengers at the intersection i The requirement for safe and continuous passage is met with corresponding phase constraints, among which, the intersection i The time for each phase is greater than or equal to the sum of the corresponding pedestrian green light time and crossing time; S3: Based on the bus at the intersection i The requirement for continuous passage is met with corresponding phase constraints. S4: Adjust the intersection based on the phase constraint condition that allows buses and passengers to pass continuously at the intersection. i The phase time and phase sequence are determined to complete the signal timing design.

[0016] Specifically, 1. Passenger Convenience Transfer Analysis To address the issue of how to meet passengers' needs for safe and rapid transfers, this paper first analyzes the traffic characteristics of passenger transfers at intersections, and then uses signal timing methods to achieve the goal of convenient passenger transfers.

[0017] Generally, passengers transferring to buses at intersections go to one of four bus stops. Figure 1 For example, the west-east direction is a major urban traffic corridor. Passengers who alight from buses at the west or east entrance of an intersection are less likely to return immediately after reaching the intersection; therefore, they primarily travel via... Figure 1 The path shown leads to the corresponding bus stop.

[0018] The characteristics of passenger transfer traffic were analyzed, and the main paths for passenger crossing the street were obtained, providing a basis for adjusting the signal timing scheme at intersections. First, by adjusting the phase timing, the safety of pedestrians in all directions can be ensured to cross the street. Then, by adjusting the phase sequence, continuous passage of passengers at the intersection can be achieved, reducing delay time at the intersection and enabling convenient access to the corresponding bus stops.

[0019] The main mechanism involves adjusting the cycle size to ensure sufficient crossing time for pedestrians in all directions; and adjusting the phase sequence appropriately to meet the needs of passengers for continuous passage at intersections. (Assuming passengers meet...) Figure 1 Based on the transfer traffic characteristics, and according to the phase sequence settings in the diagram, a green wave design for continuous passenger passage at intersections is implemented, constructing a green wave belt for continuous passenger crossing.

[0020] intersection i The time for each phase should be greater than or equal to the sum of the corresponding pedestrian green light time and crossing time. This leads to the following phase time constraints: (1) , , , They represent the intersections. i The green light times for pedestrians in the following phases are: F to E, D to C, B to A, and H to G. , , , They represent the intersections. i The time required for pedestrians to travel sequentially from F to E, D to C, B to A, and H to G. , , , Indicates an intersection i Phase time for separate release of imports from the west, south, east, and north; , Indicates an intersection i Symmetrical release phase time for west-east straight and north-south straight traffic.

[0021] Unlike motor vehicles crossing intersections, pedestrian crossings have a certain width, allowing multiple passengers to enter the intersection simultaneously. Taking F to E as an example... , These represent the number of pedestrians from F to E, and the number of people who can enter the pedestrian walkway per second, respectively. The last passenger is located at... m Okay, number n The column is positioned at the intersection, as shown in the following formula.

[0022] (2) (3) Indicates an intersection i The time required for pedestrians from F to E to enter the crosswalk. Indicates an intersection i Depend on j arrive k The pedestrian green light time. The pedestrian green light time for each phase needs to meet the following constraints.

[0023] (4) Taking an east-west arterial road as an example, the pedestrian delay is minimized when the last passenger transferring between bus stops S2 and S6 can cross the street consecutively. This requires meeting certain constraints, with the start time of the green light for straight traffic at the west entrance as a reference point. The corresponding constraints are shown below.

[0024] (5) , They represent the intersections. i The time difference between the start time of the green light for straight-ahead traffic at the west entrance and the start time of the green light for straight-ahead traffic at the south entrance, and the time difference between the start time of the green light for straight-ahead traffic at the west entrance and the start time of the green light for straight-ahead traffic at the north entrance. , These represent the walking time for pedestrians to travel from F to D and from B to H, respectively.

[0025] 2. Analysis of continuous bus traffic 2.1 Conditions for continuous passage of public transport vehicles To ensure that buses stopping at bus stops S2 and S6 to pick up and drop off passengers can pass through multiple intersections continuously without stopping, the following constraints must be met.

[0026] (6) , These represent the arrival of buses at the intersection. i Intersection j The time of the west entrance parking line; , These represent buses passing through the intersection. i Intersection j The time of the west entrance parking line; , , They represent the intersections. k When the green light turns on for westbound straight traffic at intersections iEastbound straight traffic green light activation time, intersection j The green light turns on when the vehicle is traveling straight from east to west. , , , They represent the intersections. j Westbound to Eastbound Green Light Time and Intersection k Westbound to Eastbound Green Light Time and Intersection i Eastbound straight green light time, intersection j Green light time for eastbound straight traffic; , , , These represent buses departing from the intersection. i to the intersection j Travel time, from the intersection j to the intersection k Travel time, from the intersection k to the intersection j Travel time, from the intersection j to the intersection i The travel time.

[0027] 2.2 Objective Function To fully improve the coordination efficiency of two-way public transport on the main road, and to take into account the needs of public transport passengers, the objective function of equation (9) is established. Equations (7) and (8) are the expressions for the green wave bandwidth of public transport vehicles traveling from west to east and from east to west, respectively.

[0028] (7) (8) (9) in, , These represent the average number of passengers on buses traveling from west to east and from east to west, respectively.

[0029] To ensure stable green wave coordination control for buses, bus departure intervals... t D Should be in accordance with the cycle C The constraints of equation (10) are satisfied.

[0030] (10) in, These are natural numbers, such as 1, 2, 3, 4, etc.

[0031] 2.3 Constraints on the continuous passage of public transport vehicles and transfer passengers In some traffic flow synchronization and coordination control models, the main focus is on the green wave bandwidth obtained by the synchronized traffic flow combination at the upstream intersection, neglecting the green wave bandwidth of a single traffic flow within the synchronized traffic flow combination. It is noteworthy that in the continuous passage design method for buses and passengers proposed in this paper, to ensure that bus passengers can cross the street continuously, the phase switches immediately after pedestrians reach the opposite side of the intersection. Therefore, from the perspective of the downstream intersection, the order in which passengers and buses in the same direction arrive at the stop line will lead to different results for the green wave bandwidth of the buses.

[0032] Scenario 1: When the bus arrives at the downstream intersection stop line before the last passenger transferring, the green wave coordination design method uses the bus as the object of coordination, so the green wave bandwidth of the bus can meet the demand. Scenario 2: When the bus arrives at the downstream intersection stop line after the last passenger transferring, the following constraints need to be met to ensure the green wave benefits for the bus. Assume there are three adjacent signalized intersections in the west-east direction, namely intersection I... i Intersection I j and intersection I k ,like Figure 3 As shown. Taking intersection I as an example. j The starting time is the moment when the green light of the west entrance phase turns on, and the constraints are as follows.

[0033] (11) In the formula, , They represent intersection I respectively j The travel time required for vehicles traveling straight through the west and east entrances; , They represent intersection I respectively j Phase timing of imports from the central and western regions, and from the eastern region; Represents intersection I j West-to-east direct phase time; , They represent the intersection I i and intersection I k Arrival at Intersection I j The time at the stop line.

[0034] 4. Instance Verification The Lvjing Road section in Chancheng District, Foshan City, Guangdong Province, is selected as a case study for signal timing optimization. The common period is [150, 170] s. The basic data for each intersection on the arterial road are as follows: Figure 3 As shown, the minimum green light time for the main road direction and basic information about the Fenjiang-Lvjing intersection are as follows: Figure 4 As shown.

[0035] There are 9 bus routes traveling from west to east, with a departure frequency of 20 minutes. There are 12 bus routes traveling from east to west, also with a departure frequency of 20 minutes. The speed of buses in both directions is 10 m / s. The pedestrian walking speed is 1 m / s. Westbound buses stop at platform S1 for 20 seconds, with 10 passengers disembarking at S1 and transferring at platform S4. Eastbound buses stop at platform S3 for 20 seconds, with 10 passengers disembarking at S3 and transferring at platform S2.

[0036] To compare the advantages and disadvantages of the method presented in this paper, we will compare the above examples with those using the MULTIBAND method and the TRANSYT software design scheme, respectively. Figure 6 , Figure 7 As shown.

[0037] Depend on Figure 6 It is evident that the MULTIBAND design primarily utilizes a two-way green wave band for buses between intersections I1 and I3, with the widest green wave bandwidth among the three options, at 30%. Figure 5 As can be seen, the green wave bandwidth of the design scheme presented in this paper is the smallest, at 24%.

[0038] Simulation Experiment To further compare and illustrate the optimization effect of the proposed method, simulation experiments were conducted using VISSIM software on the design schemes of MULTIBAND, SYNCHRO, and TRANSYT, with a stop time fluctuation standard deviation of 2–20 s and random seeds of 38, 40, 42, 44, and 46. The simulation time was 7200 s and the number of simulations was 10. The average delay time and average number of stops for straight-going buses in the coordinated direction of each scheme were obtained as follows: Figure 8 As shown.

[0039] According to the VISSIM user manual, in the simulation, the number of stops for each bus does not include stops at bus stops. Delay is defined as the difference between the actual travel time and the theoretical travel time. Delay time does not include passenger boarding and alighting time at bus stops, but the time loss due to acceleration / deceleration when the bus enters / exits a stop is included in the delay time. Buses decelerate when entering a stop and accelerate when leaving, increasing travel time. Therefore, even if the average number of stops is 0, there is still a certain average delay time.

[0040] Depend on Figure 8It can be seen that the average delay and average number of stops for buses in the MULTIBAND scheme, TRANSYT scheme, and the scheme designed by the method in this paper all increase with the increase of the standard deviation of bus stop time fluctuation. The average delay of buses in the TRANSYT scheme is least affected by the standard deviation of bus stop time fluctuation, the average number of stops for buses in the MULTIBAND scheme is least affected by the standard deviation of bus stop time fluctuation, and the average delay and average number of stops for buses in the scheme designed by the method in this paper are most affected by the standard deviation of bus stop time fluctuation.

[0041] Compared with the MULTIBAND and TRANSYT schemes, the method proposed in this paper reduces the average delay of buses by at least 41.6% and 40.6%, and the average number of stops by at least 60.1% and 63.7%, respectively.

[0042] In the description of this invention, it should be understood that the terms "middle," "length," "upper," "lower," "front," "rear," "vertical," "horizontal," "inner," "outer," "radial," "circumferential," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0043] In this invention, unless otherwise expressly specified and limited, the first feature "on" the second feature may be in direct contact with the first and second features, or indirect contact with the first and second features through an intermediate medium. "A plurality of" means at least two, such as two, three, etc., unless otherwise expressly and specifically limited.

[0044] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0045] The above description is merely illustrative of the embodiments of the present invention and is not intended to limit the present invention. For those skilled in the art, any modifications, equivalent substitutions, improvements, etc., made without creative effort within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A signal timing method for an intersection where buses and passengers pass continuously, characterized in that, Includes the following steps: Based on passenger transfer traffic characteristics, obtain the intersection i The main routes for passengers to cross the street provide a basis for intersection signal timing; According to passengers at the intersection i The requirement for safe and continuous passage is met with corresponding phase constraints, among which, the intersection i The time for each phase is greater than or equal to the sum of the corresponding pedestrian green light time and crossing time; According to the bus at the intersection i The requirement for continuous passage is met with corresponding phase constraints. The intersection is adjusted based on the phase constraint condition that allows buses and passengers to pass continuously at the intersection. i The phase time and phase sequence are determined to complete the signal timing design.

2. The signal timing method for intersections where buses and passengers pass continuously, as described in claim 1, is characterized in that... According to the passengers at the intersection i In the steps of obtaining the corresponding phase constraints to meet the requirements of safe and continuous passage, the intersection... i The eight pedestrian crossing points are designated as follows, clockwise: A to H, starting from the intersection. i The following phase time constraints can be obtained if the time of each phase is greater than or equal to the sum of the corresponding pedestrian green light time and crossing time: in, , , , They represent the intersections. i The green light time for pedestrians in the phases from F to E, D to C, B to A, and H to G; , , , They represent the intersections. i The time required for pedestrians to travel sequentially from F to E, D to C, B to A, and H to G; , , , Indicates an intersection i Phase time for separate release of imports from the west, south, east, and north; , Indicates an intersection i Symmetrical release phase time for west-east straight and north-south straight traffic.

3. The signal timing method for intersections where buses and passengers pass continuously, as described in claim 2, is characterized in that... According to the passengers at the intersection i In the steps to ensure safe and continuous passage, the pedestrian crossing has a certain width, allowing multiple passengers to enter the intersection simultaneously, with the last passenger located at the [missing information - likely a specific location or position]. m Okay, number n The column is positioned at the intersection, as shown in the following formula. , These represent the number of pedestrians from F to E, and the number of people who can enter the pedestrian walkway per second, respectively. Indicates an intersection i The time required for pedestrians to enter the crosswalk from point F to point E is calculated similarly for crossing between other points. Indicates an intersection i Depend on j arrive k The pedestrian green light time for each phase must meet the following constraints: 。 4. The signal timing method for intersections where buses and passengers pass continuously, as described in claim 3, is characterized in that... According to the bus at the intersection i In the process of obtaining the corresponding phase constraints to ensure continuous passage, buses need to meet the following constraints to pass through multiple intersections continuously without stopping: in, , These represent the arrival of buses at the intersection. i Intersection j The time of the west entrance parking line; , These represent buses passing through the intersection. i Intersection j The time of the west entrance parking line; , , They represent the intersections. k When the green light turns on for westbound straight traffic at intersections i Eastbound straight traffic green light activation time, intersection j The green light turns on when the vehicle is traveling straight from east to west. , , , They represent the intersections. j Westbound to Eastbound Green Light Time and Intersection k Westbound to Eastbound Green Light Time and Intersection i Eastbound straight green light time, intersection j Green light time for eastbound straight traffic; , , , These represent buses departing from the intersection. i to the intersection j Travel time, from the intersection j to the intersection k Travel time, from the intersection k to the intersection j Travel time, from the intersection j to the intersection i The travel time.

5. The signal timing method for intersections where buses and passengers pass continuously, as described in claim 4, is characterized in that... According to the bus at the intersection i In the step of obtaining the corresponding phase constraints to ensure continuous passage, an objective function is established based on the coordination benefits of two-way public transport vehicles on the arterial road and the demand of public transport passengers: in, , These represent the average number of passengers on buses traveling from west to east and from east to west, respectively. , These are the green wave bandwidths for buses traveling from west to east and from east to west, respectively.

6. The signal timing method for intersections where buses and passengers pass continuously, as described in claim 5, is characterized in that... The expressions for the green wave bandwidth of buses traveling from west to east and from east to west are as follows: 。 7. The signal timing method for intersections where buses and passengers pass continuously, as described in claim 5, is characterized in that... To ensure stable green wave coordination control for buses, bus departure intervals... t D Should be in accordance with the cycle C The following constraints must be met: in, It is a natural number.

Images