CN114842639B - Triggered bus priority control method based on real-time position matching - Google Patents

Abstract

The invention discloses a trigger type bus priority control method based on real-time position matching, which comprises the following steps of: s1, acquiring real-time data of a bus; s2, matching the trigger area, acquiring the intersection corresponding to the matched trigger area, judging the locking state flag of the bus of the current intersection, if the locking state flag is in the locking state, returning to S1, and if the locking state flag is not in the locking state, monitoring real-time phase information, acquiring a current execution stage S and acquiring a signal control bus stage P; and S3, acquiring a bus priority scheme according to the current execution stage S and the signal control bus stage P.

Description

Triggered bus priority control method based on real-time position matching

Technical Field

The invention relates to the technical field of intelligent transportation, in particular to a trigger type bus priority control method based on real-time position matching.

Background

The method is characterized in that the priority of public transport signals is realized by optimizing and designing a signal control scheme of an urban road intersection, so that the purpose that public transport vehicles pass through the intersection preferentially compared with social vehicles is achieved. The bus signal priority control can greatly improve the traffic capacity of buses on urban roads, indirectly encourages residents to select bus travel modes, and is favorable for promoting the development of public transport utilities. At present, the urban traffic pressure is increasing steeply, and the control method has important significance for rapidly evacuating traffic pressure and relieving traffic jam.

At present, in the existing bus priority algorithm, in order to judge that a bus is behind a certain intersection, a corresponding bus phase is directly locked, and a phase jump event, a current phase instant disappearance event and other traffic flow confusion events can occur.

Therefore, how to provide a trigger type bus priority control method based on real-time position matching, which can be performed under the condition that no receiving device is installed at the intersection, is a problem that needs to be solved urgently by technical personnel in the field.

Disclosure of Invention

In view of the above, the invention provides a real-time position matching-based triggered bus priority control method, which achieves the purpose of bus priority without adding additional equipment to the original intersection and without adverse effects on the traffic flow of the original intersection.

In order to achieve the purpose, the invention adopts the following technical scheme:

a trigger type bus priority control method based on real-time position matching comprises the following steps:

s1, acquiring real-time data of all buses, including longitude and latitude g of real-time positions of the buses, acquiring all trigger areas of paths where the buses are located to form a set E, and correspondingly acquiring stop line midpoints of all intersections where the current paths pass through aiming at each pathc _i The longitude and latitude coordinates form a set F, and a g distance set F is obtainedc _i Linear distance ofD _i (ii) a Acquiring the number n of elements in the set E;if n =0, acquiring the real-time data of the bus again, otherwise, carrying out the next step;

s2, matching the trigger area, acquiring a crossing number inter _ id corresponding to the matched trigger area, judging a locking state flag of the bus of the current crossing which is preferentially executed, if the locking state is the locking state, returning to the step S1, if the locking state is not the locking state, monitoring real-time phase information, acquiring the current execution stage S and the residual time T of the green light, and if the T is not more than a preset green light countdown threshold valuek ₁ If the number of the trigger area is greater than the preset green light countdown threshold, acquiring the corresponding import and export direction according to the matched trigger area segment _ id, and further acquiring a signal to control the bus stage P;

s3, acquiring a bus priority scheme according to the current execution stage S and the signal control bus stage P;

if the S is the same as the P, the bus priority scheme is not acquired according to whether the bus passes through the intersection within the green light remaining time, and if the bus does not pass through the intersection, the green light remaining time is prolonged;

if the S is different from the P, the green light duration of each phase from the current phase to the next bus phase is shortened, so that the waiting time of the current bus at the current intersection is the minimum.

Preferably, S1 further includes: obtaining g distance set Fc _i Linear distance ofD _i In post-culling set ED _i Is greater thanmaxThe number n of the elements in the set E after the elimination is obtained in the triggering area;

max=d+Δd

wherein the content of the first and second substances,dto be the length of the trigger zone,Δdrepresenting the error of the actual gps positioning.

Preferably, the specific method for matching the trigger area in S2 includes the following steps:

when n =0, return to S1;

when n =1, directly taking the trigger area in the set E as the matched trigger area;

when n is greater than 1, if n =2, taking the trigger area of the downstream intersection as the matched trigger area; if n is not equal to 2, point coordinates representing each trigger area are obtained, the coordinates of each point are connected, if g is located in an area formed by the point coordinates, the current bus is matched with the trigger area where the current bus is located, and if the g is located outside, the current bus is not matched with the trigger area where the current bus is located.

Preferably, the specific content of monitoring the real-time phase information in S2 includes: the timing scheme number time _ play _ id of the current execution, the stage number stage _ no of the current execution, which is represented by M, and the remaining time of the current green light, which is represented by T;

after monitoring the real-time phase information in S2, further according to the currently executed timing scheme number, obtain the corresponding phase sequence stage _ no _ list, where the phase sequence set is represented by L = { A, B, C, D },M∈Lwherein A, B, C, D are the phase numbers of the signal timing scheme, respectively.

Preferably, the specific content of controlling the bus phase P by acquiring the signal in S2 includes:

acquiring corresponding inlet and outlet directions according to the matched trigger region number segment _ id, wherein the inlet and outlet directions are the driving directions of the current bus, acquiring a stage number according to the inlet and outlet directions, the current stage number represents a signal control bus stage P, the P belongs to L, and the stage sequence set L is as follows: l = { A, P, C, D }, A, C, D are phase numbers of the signal timing scheme, respectively;

and acquiring corresponding green light time green _ time according to the stage number corresponding to the inter _ id, wherein the stage green light time set corresponding to each stage number in the stage sequence set L is L = { a, p, c, d }.

Preferably, if S is the same as P in S3, the specific contents of not acquiring the bus priority plan if the bus passes through the intersection within the remaining time of the green light, and extending the remaining time of the green light if the bus cannot pass through the intersection include:

acquiring the time t when the bus runs out of the current trigger area according to the distance between the bus and the stop line and the driving speed of the bus, wherein the time is the green time required for the bus to run out of the intersection;

if the difference between T and T is not less than the preset green light time difference threshold valuek ₂ If the current bus is driven out of the intersection, the current state is flag = false, and indicates that the bus priority scheme is not executed;

if the difference between T and T is less than the preset green time difference thresholdk ₂ If the current bus does not have enough green time to pass through the intersection, the green time of the current stage is prolonged, and the prolonged green time t is prolonged ^* Comprises the following steps: t is t ^* =t+k ₂ -T；

If it ist+k ₂ -T≤np，nIf the maximum extension multiple is obtained, the green time of the current stage is prolonged;

if it ist+k ₂ -T>npThen return to S1;

the obtained content of the current bus priority scheme comprises the following steps:

current phase sequence stage _ no _ list: { A, P, C, D };

the current phase duration sequence split _ time _ list: { a, p + t +k ₂ -T、c、d}；

The next phase sequence next _ stage _ no _ list: { A, P, C, D };

the next phase duration sequence next _ split _ time _ list: { a, p, c, d };

if the current state is flag = true, the current intersection already executes the bus priority scheme, and the driving condition of the current bus is continuously monitored, and if the current bus exits the intersection, the current state is flag = false, which indicates that the bus priority scheme is not executed.

Preferably, if S is different from P in S3, the duration of green light in each phase from the current phase to the next bus phase is shortened, so that the minimum waiting time of the current bus at the current intersection specifically includes the following contents:

the green light time of each stage is shortened to m times of the original green light time, and the shortened time meets the requirement of the minimum green light, wherein m is less than 1; the obtained content of the current bus priority scheme comprises the following steps:

if S = C, then:

current phase sequence stage _ no _ list: { A, P, C, D };

the current phase duration sequence split _ time _ list: { a, p, mc, md };

the next phase sequence next _ stage _ no _ list: { A, P, C, D };

the next phase duration sequence next _ split _ time _ list: { ma, p, c, d };

the current state of flag = true represents that the current intersection is already executing the bus priority scheme;

wherein: mc, md and ma are all longer than the minimum green light duration, and m is the maximum shortening multiple;

and continuously monitoring the running condition of the current bus, and if the current bus runs out of the intersection, the current state is flag = false.

According to the technical scheme, compared with the prior art, the invention discloses the trigger type bus priority control method based on real-time position matching. In addition, in the existing scheme, the bus needs to be provided with sensing equipment besides the GPS positioning equipment, and meanwhile, whether the bus appears at the intersection needs to be judged according to the sensing receiving equipment at the intersection.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

Fig. 1 is a schematic flow chart of a triggered bus priority control method based on real-time location matching according to the present invention;

FIG. 2 is a schematic diagram of two adjacent intersections provided by the embodiment of the present invention;

FIG. 3 is a schematic diagram of several adjacent intersections provided by the embodiment of the present invention;

fig. 4 is a schematic diagram of determining a trigger area where a bus is currently located according to an embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The embodiment of the invention discloses a trigger type bus priority control method based on real-time position matching, wherein the data calculated by a bus priority scheme is dependent on:

1) real-time bus driving data

Aiming at a bus needing to execute bus priority, a GPS positioning device is installed on the bus and used for acquiring real-time position data of the bus, in addition, some statically configured data and acquired bus sensing data are needed, and the positioning data and the sensing data are updated every second. The data content includes the following:

TABLE 1 bus real-time data

ID	CODE	NAME	COMMENTS
				1	number_plate	License plate number	Is only one
2	route_id	Bus line number	Distinguish positive and negative directions
				3	lng	Location longitude	Location data
4	lat	Positioning latitude	Location data
				5	vehicle_speed	Speed of travel	Sensor data

2) Bus route data

Because the driving direction and the driving road section of each bus are determined, static data of the bus route can be manually maintained, and the data content is shown in the following table:

TABLE 2 bus line data

ID	CODE	NAME	COMMENTS
				1	route_id	Bus line number	Distinguish positive and negative directions
2	inter_id_list	Crossing sequence	Arranged in the order of the bus route
				3	segment_id_list	Sequence of road sections	Arranged in the order of the bus route

3) Intersection trigger zone data

The trigger area data of the intersection is manually maintained static data, the trigger area is an area at the entrance of the intersection, and can be generally drawn as a road section area which is 150-200 meters away from a stop line, and the area is represented by longitude and latitude coordinates of 4 points:

table 3 intersection triggering area data table

ID	CODE	NAME	COMMENTS
				1	inter_id	Crossing number
2	segment_id	Road segment numbering
				3	trigger_id	Trigger area numbering
4	route_id	Bus line number	Distinguish positive and negative directions
				5	in_direction	Direction of entry
6	out_direction	Direction of outlet
				7	triggr_area_shape	Trigger zone coordinates	4 o' clock longitude and latitude
8	passline_shape	Coordinates of stop line	2 points of latitude and longitude

4) Scheme phase data for crossroads

Each signal control intersection executes a signal control scheme, and the information content of the scheme is as follows:

table 4 scheme data sheet for crossroads

ID	CODE	NAME	COMMENTS
				1	inter_id	Crossing number
2	time_plan_id	Timing scheme number
				3	stage_no_list	Sequence of stages	Arranged in order of the stages of execution

TABLE 5 phase data sheet for crossroads

ID	CODE	NAME	COMMENTS
				1	inter_id	Crossing number
2	stage_no	Number of stage	Distinguish timing scheme number
				3	green_time	Duration of green light

5) Traffic flow direction data at intersections

At the intersection, the traffic flow direction controlled by the signal machine corresponds to the stage of executing the scheme, namely different traffic flow directions are controlled at different stages, so the table content is as follows:

table 6 traffic flow data table at crossroad

ID	CODE	NAME	COMMENTS
				1	inter_id	Crossing number
2	stage_no	Number of stage	Distinguishing timing scheme numbers
				3	in_direction	Direction of entry
4	out_direction	Direction of outlet

6) Real-time phase information for intersections

When the bus is judged to arrive at a specific intersection, the signal scheme executed at the current intersection and the real-time execution condition need to be acquired from the signal equipment, and the method comprises the following steps:

TABLE 7 real-time phase information at intersections

ID	CODE	NAME	COMMENTS
				1	inter_id	Crossing number
2	lamp_status	Current light color: 1-green lamp, 2-yellow lamp	When only green light is considered
				3	time_plan_id	Timing scheme number
4	stage_no	Number of stage	Distinguishing timing scheme numbers
				5	remain_time	Current light color remaining time	When only green light is considered

And finally, a bus priority real-time execution scheme is generated through business processing and algorithm processing by depending on the data input, and the data content of the scheme is as follows:

TABLE 8 bus priority real-time execution scheme

ID	CODE	NAME	COMMENTS
				1	inter_id	Crossing number
2	route_id	Line numbering
				3	number_plate	License plate number
4	stage_no_list	Current phase sequence
				5	split_time_list	Current stage time length sequence
6	next_stage_no_list	Sequence of next phase sequences
				7	next_split_time_list	Time length sequence of next stage

The invention will be further illustrated with reference to specific examples, as shown in figure 1:

s1: and monitoring real-time bus data (table 1) in the message queue to obtain a number _ plate of a license plate, a route number route _ id of the bus, longitude and latitude (lng, lat), which are represented by g, and a driving speed vehicle _ speed.

All trigger areas corresponding to route _ id in the table 2 of the route _ id association lookup table are represented by a set E, and a set F represents a midpoint longitude and latitude coordinate set of stop lines of all intersections passed by the lineF=｛c _i │c _i =(lng,lat) _i ｝；

Calculate g distance set Fc _i Linear distance ofD _i If, ifD _i And if the number of the elements in the set E is larger than max, removing the corresponding trigger area in the set E to obtain the number n of the elements in the final set E.

max=200+Δd

Where 200 depends on the length of the trigger zone,Δdrepresenting the error of the actual gps positioning.

S2: judging the number n of elements in the set E:

when n =0, return to S1;

when n =1, directly taking the trigger area in the set E as the matched trigger area;

when n >1, if n =2, this situation occurs generally when two intersections are adjacent and relatively close, and the bus is located at a position right in the middle of the two intersections, as shown in fig. 2, where the arrow direction in the figure represents the driving direction of the bus, and is represented by a road section a- > a road section c, or is represented by a road section b- > a road section c.

Since the driving direction of the bus is determined, the situation is that the trigger area under the downstream intersection is reserved as the matched trigger area, namely the corresponding trigger area of the reserved road section c is reserved.

The specific method comprises the following steps: according to route _ id, searching a corresponding intersection sequence in the table 2, taking a trigger area of an intersection arranged at the back in the intersection sequence in the set E as a currently matched trigger area, and turning to S3;

when n >2, this situation may occur in several adjacent intersections, as shown in fig. 3:

in this case, the following method can be used to determine the trigger area of which intersection the bus is currently at, as shown in fig. 4 (a), where a, b, c, and d respectively represent 4 point coordinates of the trigger area, and g represents the bus position. And if the g is positioned in the area formed by the point coordinates, the current bus is matched with the trigger area, and if the g is positioned outside, the current bus is not matched with the trigger area. As shown in fig. 4 (b), thereby matching to the trigger region.

S3: according to the intersection number (inter _ id) corresponding to the matched trigger area, judging a locking state flag of the intersection, which is executed by the bus preferentially, namely judging whether the bus is executing the priority scheme, if the current intersection is executing the bus priority scheme, the priority scheme does not need to be issued, namely if the flag = true, turning to S1, otherwise, monitoring the real-time phase information of the intersection (table 7), comprising: the currently executed timing scheme number time _ play _ id, the currently executed phase number: stage _ no, denoted by M, current green light remaining time, remaining _ time, denoted by T.

Considering the conflict problem between the bus priority and the signal lamp countdown control, when T is less than or equal to 9S (countdown 9S), the bus priority calculation is not executed, and the process goes to S1.

According to the time _ play _ id association table 4, obtaining the corresponding phase sequence stage _ no _ list, which is represented by the phase sequence set L = { A, B, C, D },M∈Lwherein A, B, C, D are the phase numbers of the signal timing scheme, respectively.

2) According to the matched trigger area segment _ id, corresponding in-out direction in _ direction and out _ direction are obtained from the table 3, the in-out direction represents the driving direction of the bus on the road, the in-out direction is associated with corresponding fields in the table 6 by the in-out direction, a stage number stage _ no is obtained, the stage number represents the stage of controlling the bus by signals, and is represented by P, and the P belongs to L, and as the bus stage is a fixed stage position, the set L can be represented as follows: l = { A, P, C, D }. And acquiring corresponding green light time green _ time according to the corresponding stage number in the inter _ id association table 5, wherein the stage green light time set corresponding to each stage number in the stage sequence set L is L = { a, p, c, d }.

The signal control bus phase refers to a signal phase for controlling the bus driving direction. For example, if the driving direction of the bus is straight, the signal phase corresponding to the straight driving is P.

3) Judging the position of the currently executed stage S in the stage sequence:

if S = P, the current execution stage S is equal to the bus stage P.

The quotient of the distance between the bus and the stop line calculated in S1 and the driving speed vehicle _ speed of the bus obtained in S1 is represented by t as the time when the current bus is driven out of the current trigger area, and the time is also the green time required for the bus to be driven out of the intersection.

If it is

The bus intersection control method indicates that the current bus has enough green time to pass through the intersection, a priority scheme does not need to be issued, and the intersection continues to executeCurrent scheme, flag = true. And continuously monitoring the running condition of the number _ plate of the bus at the intersection, and if the bus runs out of the intersection, the flag = false.

Description of the drawings: the time of 5s represents a delay time that may be caused by each real-time data transmission and calculation. flag = true indicates that the current intersection is already executing the bus priority scheme, so as to prevent conflicts of other bus priority schemes.

If it is

The bus is indicated to have insufficient green light time to pass through the intersection, the mode of prolonging the green light time in the phase is adopted at the moment, the bus is ensured to have sufficient time to pass through the intersection, and the prolonged green light time in the phase is as follows: t + 5-T.

And 0.3 is the maximum extension multiple, and can be finely adjusted according to actual conditions. If it is

Then go to S1. Therefore, the issued bus priority scheme is as follows:

stage_no_list：{A、P、C、D}

split_time_list：{a、p+t+5-T、c、d}

next_stage_no_list：{A、P、C、D}

next_split_time_list：{a、p、c、d}

flag = true. And continuously monitoring the running condition of the number _ plate of the bus at the intersection, and if the bus runs out of the intersection, the flag = false. If not, the position of the currently executed stage S in the stage sequence is judged again.

And if S is not equal to P, the current execution stage S is not equal to the bus stage P.

Under the condition, a method for shortening the green light time of each stage from the current stage to the next bus stage is adopted, so that the waiting time of the bus at the intersection is shortened to the minimum. The time for shortening the green light of each stage is 0.7 times of the time of the original green light, and the shortened time meets the requirement of minimum green. Therefore, the issued bus priority scheme is as follows:

if S = C, then

stage_no_list：{A、P、C、D}

split_time_list：{a、p、0.7c、0.7d}

next_stage_no_list：{A、P、C、D}

next _ split _ time _ list: {0.7a, p, c, d }, and so on for other cases.

flag = true. Wherein: 0.7c, 0.7d and 0.7a are all greater than 15, 0.7 is the maximum shortening multiple, can be finely adjusted according to the actual situation, if the shortened green time is less than or equal to 15, 15 is taken. And 15 is the minimum green light time length, which can be determined according to actual conditions.

And continuously monitoring the running condition of the number _ plate of the bus at the intersection, and if the bus runs out of the intersection, then flag = false.

It should be noted that:

and judging whether the current intersection executes the bus priority scheme at each intersection, and judging the next intersection if the current bus exits the intersection.

The above S = C refers to a form that S is not equal to P, and as for S = D, the bus priority scheme is analogized when S = a.

The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (5)

1. A trigger type bus priority control method based on real-time position matching is characterized by comprising the following steps:

s1, acquiring real-time data of all buses, including longitude and latitude g of real-time positions of the buses, acquiring all trigger areas of paths where the buses are located to form a set E, and correspondingly acquiring stop line midpoints c of all intersections where the current paths pass through aiming at each path _i The longitude and latitude coordinates form a set F, and c in the g distance set F is obtained _i Linear distance D of _i (ii) a Acquiring the number n of elements in the set E; if n is 0, acquiring the real-time data of the bus again, and otherwise, performing the next step;

wherein, c in the g distance set F is obtained _i Linear distance D of _i D in post-culling set E _i Acquiring the number n of elements in the removed set E in a trigger area larger than max;

max＝d+Δd

wherein d is the length of the trigger area, and Δ d represents the error of actual gps positioning;

s2, matching the trigger area, acquiring a crossing number inter _ id corresponding to the matched trigger area, judging a locking state flag of the bus of the current crossing which is preferentially executed, if the locking state is the locking state, returning to the step S1, if the locking state is not the locking state, monitoring real-time phase information, acquiring the current execution stage S and the residual time T of the green light, and if the T is not more than a preset green light countdown threshold k ₁ If the current time is greater than the preset green light countdown threshold, acquiring the corresponding inlet and outlet direction according to the matched triggering area segment _ id, and further acquiring a signal to control the bus stage P;

the specific method for matching the trigger area in S2 includes the following steps:

when n is 0, return to S1;

when n is 1, directly taking the trigger region in the set E as the matched trigger region;

when n is greater than 1, if n is 2, taking the trigger area of the downstream intersection as the matched trigger area; if n is not equal to 2, acquiring point coordinates representing each trigger area, connecting the point coordinates, if g is positioned in an area formed by the point coordinates, matching the current bus with the trigger area, and if g is positioned outside, mismatching the current bus with the trigger area;

s3, acquiring a bus priority scheme according to the current execution stage S and the signal control bus stage P;

if the S is the same as the P, the bus priority scheme is not acquired according to whether the bus passes through the intersection within the green light remaining time, and if the bus does not pass through the intersection, the green light remaining time is prolonged;

if the S is different from the P, the green light duration of each phase from the current phase to the next bus phase is shortened, so that the waiting time of the current bus at the current intersection is the minimum.

2. The real-time location matching-based triggered bus priority control method as claimed in claim 1, wherein the monitoring of the specific content of the real-time phase information in S2 includes: the timing scheme number time _ play _ id of the current execution, the stage number stage _ no of the current execution, which is represented by M, and the remaining time of the current green light, which is represented by T;

after monitoring the real-time phase information in S2, further according to the currently executed timing scheme number, obtain a corresponding phase sequence stage _ no _ list, where the phase sequence set is represented by L { A, B, C, D }, and M ∈ L, where A, B, C, D are the phase numbers of the signal timing scheme, respectively.

3. The real-time location matching-based triggered bus priority control method according to claim 1, wherein the acquiring of the specific content of the signal controlling the bus phase P in S2 comprises:

acquiring corresponding inlet and outlet directions according to the matched trigger region number segment _ id, wherein the inlet and outlet directions are the driving directions of the current bus, acquiring a stage number according to the inlet and outlet directions, the current stage number represents a signal control bus stage P, the P belongs to an L, and a stage sequence set L is as follows: l ═ A, P, C, D, A, C, D are the phase numbers of the signal timing scheme, respectively;

and acquiring corresponding green light time green _ time according to the stage number corresponding to the inter _ id, wherein the stage green light time set corresponding to each stage number in the stage sequence set L is L ═ a, p, c and d }.

4. The method according to claim 1, wherein if S is the same as P in S3, the method further comprises, according to whether the bus passes through the intersection within the remaining time of the green light, if so, not acquiring a bus priority scheme, and if not, extending the remaining time of the green light, including:

acquiring the time t when the bus runs out of the current trigger area according to the distance between the bus and the stop line and the driving speed of the bus, wherein the time is the green time required for the bus to run out of the intersection;

if the difference value between T and T is not less than the preset green light time difference threshold value k ₂ If the current bus is driven out of the intersection, the current state is flag-false, which indicates that the bus priority scheme is not executed;

if the difference value between T and T is less than the preset green light time difference threshold value k ₂ If the current bus does not have enough green time to pass through the intersection, the green time of the current phase is prolonged, and the prolonged green time t ^* Comprises the following steps: t is t ^* ＝t+k ₂ -T；

If t + k ₂ T is less than or equal to np, and n is the maximum extension multiple, the green time of the current stage is extended;

if t + k ₂ -T>np, return to S1;

the obtained content of the current bus priority scheme comprises the following steps:

current phase sequence stage _ no _ list: { A, P, C, D };

the current phase duration sequence split _ time _ list: { a, p + t + k ₂ -T、c、d}；

The next phase sequence next _ stage _ no _ list: { A, P, C, D };

the next phase duration sequence next _ split _ time _ list: { a, p, c, d };

and if the current bus is driven out of the intersection, the current state is that flag is false, and the current state indicates that the bus priority scheme is not executed.

5. The method according to claim 1, wherein if S is different from P in S3, the duration of green lights in each phase from the current phase to the next bus phase is shortened, so that the minimum waiting time of the current bus at the current intersection specifically includes the following:

the green light time of each stage is shortened to m times of the original green light time, and the shortened time meets the requirement of minimum green light, wherein m is less than 1; the obtained content of the current bus priority scheme comprises the following steps:

if S ═ C, then:

current phase sequence stage _ no _ list: { A, P, C, D };

the current phase duration sequence split _ time _ list: { a, p, mc, md };

the next phase sequence next _ stage _ no _ list: { A, P, C, D };

the next phase duration sequence next _ split _ time _ list: { ma, p, c, d };

the current state is flag true, which indicates that the current intersection is already executing the bus priority scheme;

wherein: mc, md and ma are all longer than the minimum green light duration, and m is the maximum shortening multiple;

and continuously monitoring the running condition of the current bus, and if the current bus runs out of the intersection, setting the current state as flag as false.

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