CN107341960A - A kind of active bus signal priority control method based on bus real-time positioning information - Google Patents
A kind of active bus signal priority control method based on bus real-time positioning information Download PDFInfo
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Abstract
The invention discloses a kind of active bus signal priority control method based on bus real-time positioning information, it is characterised in that comprises the following steps：Step 10：Gather bus real-time position information；Step 20：Predict that bus reaches the running time of intersection stop line；Step 30：A kind of preference strategy is chosen to all buses that crossing can be driven in next cycle, calculates the delay time at stop that bus is total under every kind of preference strategy；Wherein preference strategy includes green light extension, green light is called back and skips three kinds with phase；Step 40：The signal priority strategy for choosing bus total delay time minimum is optimal policy.Using the method for the present invention, it is preferential to complete active bus signals, its Optimized model and derivation algorithm not only inherit the preciseness of mathematical modeling, there is practicality during in face of actual conditions, the reduction bus of maximum possible and the delay of ordinary traffic and service disruption to obtain maximum return simultaneously.
Description
Technical field
The present invention relates to city bus priority pass technology, more particularly to it is a kind of based on bus real-time positioning information
Active bus signal priority control method,
Background technology
Along with the traffic system dilatation increasingly slowed down, the Urban Traffic demand of sustainable growth has made many city road networks
Operated in the case of near or above its operation ability, cause urban intersection excessively delay and peak period morning and evening section
The problems such as often hair property congestion.The delay of traffic and blocking causes extra energy consumption of vehicles, exhaust emissions and corresponding in turn
Socie-economic loss, meanwhile, correlation may occur traveler behavior change can also trigger some traffic safety hidden danger.So
And in thickly populated city's regional extent, in order to solve or slow down traffic congestion and its subsequent affect, suppress traffic trip
The method of demand and the capacity-enlarging system traffic capacity and strategy are often difficult because of its too high input and limited region feasibility
To be implemented.At this moment, more travel pattern system combinations are promoted and effectively using the measure of the existing system traffic capacity just by more
More researchers and policymaker developing direction feasible as one to reduce often hair property traffic congestion so that alleviate above
The various adverse environments mentioned and social influence.In this context, find out and promote private car trip requirements to go out to public transport
The effective ways and means of row demand conversion, and the efficiency of operation for improving public transport at the same time just becomes very crucial.For
Those are experiencing the developing country such as China, India and Brazil, the public friendship in city of high speed, highdensity Development of China's Urbanization
Way system is needed under the limited city road network traffic capacity, carries most urban transportation trip requirements, also causes this
Developing direction becomes even more important.
In worldwide, developed based on public traffic in priority theory and implement many a variety of preferential measures and plan
Slightly.These different measures and strategy mainly include such as bus dedicated Lanes of the public traffic in priority scheme based on section, are based on
The public traffic in priority scheme such as bus signals of intersection are preferential and both integrated applications.For those because each side reason and
Do not have condition or chance implement the public traffic in priority scheme based on section simultaneously (or) possess the city road network systems of a large amount of traffic lights
System, the signal lamp of bus, which preferentially just becomes, improves the most significant direction of bus efficiency of operation and measure.In addition, just
For reducing public transport delay and improving bus operation speed, the related measure of public traffic in priority is even more to be walked relative to other main traffics
The selection that less input for corridor public transport project.In recent years, in traffic detection, communication, data processing and analysis and go out
Technology fast development in the issue of passerby's information also makes it possible the more effective bus signals mode of priority.
The content of the invention
The technical problems to be solved by the invention are to be directed to above-mentioned the deficiencies in the prior art, and provide a kind of delay time at stop more
Short method for controlling bus priority.
In order to solve the above technical problems, the technical solution adopted by the present invention is：
A kind of active bus signal priority control method based on bus real-time positioning information, it is characterised in that include
Following steps：
Step 10：Gather bus real-time position information；
The bus real-time position information of collection includes data below：Longitude and latitude, public transport vehicle speed and the public affairs of bus
Hand over car travel direction；
Step 20：Predict that bus reaches the running time of intersection stop line；
Step 20.1：Bus queuing time is fitted based on historical dataWith queue length Di,kBetween function
Relation：
In formula, aiAnd biFor section coefficient, for different sections, aiAnd biValue simultaneously differs, specific calculation formula
For：
Step 20.2：Bus queue length is fitted based on historical dataWith red light remaining timeBetween
Functional relation：
In formula, ciAnd diFor section coefficient；For different sections of highway, ciAnd diValue differs, and specific calculation formula is：
Step 20.3：Time according to needed for bus real time position calculating bus drives to intersection：
When bus present position is between bus stop and intersection, current vehicle speed is zero and intersection is red light,
Bus k reaches the total time T needed for intersectioni,k,tFor：
In formula：Di,k,tDistance for bus k in section i moment t apart from downstream closest to intersection, by step 10
The longitude and latitude degrees of data determination of the bus of collection,For red light remaining time；
When bus present position is between bus stop and intersection, current vehicle speed is zero and intersection is green light,
Bus k reaches the total time T needed for intersectioni,k,tFor：
In formula,Match somebody with somebody duration for green light of the green light in section i moment t,It is green light in section i moment t
Remaining time；
When bus present position is between bus stop and intersection, current vehicle speed is not zero and intersection is red
Lamp, the total time that bus k reaches needed for intersection is Ti,k,tFor：
In formula,For red light remaining time；
When bus present position is between bus stop and intersection, current vehicle speed is not zero and intersection is green
Lamp, bus k reach the total time T needed for intersectioni,k,tFor：
In formula, Vi,k,tFor the speed of current bus；
When bus present position is in the trigger region of bus stop, if now intersection is red light, bus k is reached
Total time T needed for intersectioni,k,tFor：
In formula,For red light remaining time；
When bus present position is in the trigger region of bus stop, if now intersection is green light, bus k is reached
Total time T needed for intersectioni,k,tFor：
In formula,It is bus by the time needed for intersection, isBus is from current location to leaving
Time needed for station；
When bus present position is outside the trigger region of bus stop, current bus speed is not zero and intersection is red
Lamp, then bus k reach intersection needed for total time be：
In formula,For red light remaining time；
When bus present position is outside the trigger region of bus stop, current bus speed is not zero and intersection is green
Lamp, then bus k reach intersection needed for total time be：
In formula,It is green light in section i moment t remaining time,For the distance between bus and station,Distance for post distance downstream closest to intersection,For in w=some day { 1,2,3,4,5,6,7 } in difference
Average times of the time interval section s needed for the i passenger getting on/offs of section, Vi,k,tFor bus k in section i in moment t car
Speed, N are current bus to the bus quantity between station；
Step 30：A kind of preference strategy is chosen to all buses that crossing can be driven in next cycle, calculated
Bus total delay time at stop under every kind of preference strategy；Wherein preference strategy includes green light extension, green light is called back and skipped with phase
Three kinds；
Step 40：The signal priority strategy for choosing bus total delay time minimum is optimal policy：
The bus signals preference strategy implemented for each bus, the total delay time calculated, choose public transport
The minimum strategy of vehicle total delay, i.e.,Corresponding signal priority strategy as optimal signal priority strategy,
Wherein, wiThe default priority of bus i is represented,Traffic control is delayed caused by be controlled as signal lamp red light.
The system of selection of different three kinds of preference strategies of bus is in the step 30：
The required total time for making bus arrival intersection is Ti,k,t, orderIt is green light section i moment t's
Remaining time, α are green light extensible maximum time, ifCrossing is still green when bus reaches crossing
Lamp, bus is without signal priority strategy；IfBus extends strategy using green light；
IfBus takes green light to extend strategy can not then need whether to judge next phase by crossing
It can skip, can skip, strategy is skipped using phase, it is impossible to skip, strategy is called back using green light.
The specific method of the step 20.1 is：
Step 20.1.1：Historical data needed for bus queuing time the Fitting Calculation is as follows：
Queuing moment t of the first record bus in section i0,k, bus k reach intersection time t1,k,
Once record bus k in section i downstream closest to intersection in moment t0,kStill remaining red timeAnd
Distances of the first record bus k in section i apart from downstream closest to intersectionUtilize these data, meter
Calculation obtains after red light is changed into green light bus k as the time needed for current location drives to intersectionFor：
Now built based on historical data using least square methodWithBetween functional relation, willWithIt is reduced to respectivelyWith Di,k。
The specific method of the step 20.2 is：
Step 20.2.1：In w=some day { 1,2,3,4,5,6,7 }, for different time section s, bus k is in section
I is in red light remaining time corresponding to moment tWhen being not zero, extract farthest apart from intersection in current queue queue
Bus, make its be lined up distance beCorresponding to the different week time sections same on the same day of data-base recordingWithIt is k to keep corresponding size of datamax=1000；
Step 20.2.2：Built based on historical data using least square methodWithBetween function close
System, willWithIt is reduced to respectivelyWith
Method proposed by the present invention is applied to thickly populated city's road network, to find out for next traffic signals
Lamp cycle optimal BSP (bus signals are preferential) strategies are target, at the same consider to the same signal period from different directions
Close to combined influence caused by more buses of intersection.The target of model is to minimize the delay of bus passenger, Yi Jiyou
Target intersection and its periphery, which may be forced at, in BSP measures coordinates additionally prolonging in other vehicular traffics of intersection of control
By mistake.Using the method for the present invention, preferential to complete active bus signals, its Optimized model and derivation algorithm not only inherit
The preciseness of mathematical modeling, while there is practicality during in face of actual conditions, the reduction bus of maximum possible and common friendship
Logical delay and service disruption are to obtain maximum return.
Brief description of the drawings
Fig. 1 is the overview flow chart of the present invention；
Fig. 2 is optimization aim cycle of the present invention and target bus schematic diagram；
Fig. 3 is bus of the present invention schematic diagram between bus stop trigger region and crossing；
Fig. 4 is bus of the present invention schematic diagram in the trigger region of bus stop；
Fig. 5 is bus of the present invention schematic diagram outside the trigger region of bus stop；
Fig. 6 is bus signals preference strategy schematic diagram of the present invention；
Fig. 7 is the bus schematic diagram that the present invention will reach crossing；
Embodiment
The present invention will be further described with reference to the accompanying drawings and detailed description.
Accompanying drawing 1 is overview flow chart of the invention.As can be seen that a kind of active based on bus real-time positioning information is public
Hand over signal priority control method, it is characterised in that arrive according to the real time position of bus and historical traffic information prediction bus
Up to the time at crossing, then implement a kind of public traffic in priority strategy to each bus and to calculate bus under current strategies total
Delay time at stop, the public traffic in priority strategy of bus total delay time minimum is chosen as optimal policy.The invention is intended to determine to hand over
Prong reaches and minimizes all buses close to intersection and multiply in (k+1) individual cycle optimal bus signals preference strategy
Visitor by the target the time required to intersection, whole optimization will at the beginning of k-th of cycle between perform, the mesh shown in Fig. 2
Mark intersection, now at the time of be k-th of cycle beginning, in figure a simple inner ring be used to refer to show it is all will be the
The bus of stop line is reached during k cycle, for these buses and the traffic signal timing in k-th of cycle, most
Excellent BSP strategies have been determined and implemented, but are expected to arrive at target in (k+1) individual cycle for those
For the bus of intersection stop line, optimal BSP strategies will determine that these buses are in Fig. 2 in ensuing optimization
In shown by the annular section meaning of Dark grey.Specific optimization comprises the steps of：
Step 10) gathers bus real-time position information；
The bus real-time position information of collection includes data below：Longitude and latitude, public transport vehicle speed, the bus of bus
Ridership in travel direction, bus etc..
Step 20) prediction bus reaches the running time of intersection stop line；
Functional relation between bus queuing time and queue length is fitted based on historical data；
Historical data needed for bus queuing time the Fitting Calculation is as follows：t0,k(first record bus is in section i
The queuing moment), t1,k(bus k reaches the time of intersection),(first record bus k in section i at present
Trip is closest to intersection in moment t0,k
Still remaining red time) and(first record bus k is in section i apart from downstream closest to friendship
The distance of cross road mouth), using these data, bus k after red light is changed into green light can be calculated friendship is driven to by current location
Time needed for prong isNow built based on historical data using least square methodWithBetween functional relation, the functional relation f to be now fitted1(o) it is
For different sections, aiAnd biValue simultaneously differs, and specific calculation formula is：
Bus queue length and the functional relation between red light remaining time are fitted based on historical data；
Every day, the heavy traffic situation of different periods was different, and the functional relation of queue length and red light remaining time are not
It is identical, it is therefore necessary to different functional relations is being taken in different periods for different sections of highway on the same day.In w=some day
{ 1,2,3,4,5,6,7 }, for different time section s, bus k is in section i in red light remaining time corresponding to moment tWhen being not zero, extract bus farthest apart from intersection in current queue queue, make its be lined up distance be
Corresponding to the different week time sections same on the same day of data-base recordingWithIn order to estimate bus queue length
With the functional relation between red light remaining time, to improve the accuracy of prediction, it is k to keep corresponding size of datamax=
1000, built based on historical data using least square methodWithBetween functional relation, for ease of calculate,
WillWithIt is reduced to respectivelyWithNow need the functional relation f being fitted2(o) it isFor different sections of highway, (ci,di) value differs, specific calculation formula
For：
Time according to needed for bus real time position calculating bus drives to intersection；
Bus present position is between bus stop and intersection；Bus shown in Fig. 3 is located at bus stop and intersection
Between mouthful.
Judge whether current bus speed is equal to zero.Judge current vehicle speed using the speed at current and preceding 4 moment,
If the speed at preceding 4 moment is progressively being successively decreased, and current vehicle speed is less than given threshold, then it is zero to judge current vehicle speed；If
Speed is less than given threshold corresponding to three moment in five moment, then judges that current vehicle speed is zero；Otherwise current bus speed
Degree is not zero, and is calculated using the average speed value at five moment.The bus k is made to be in moment t speed in section i
VI,k,t, minimum speed threshold value is set as Vmin, then the null determination methods of current bus speed be：
If 1) VI,k,t<VminAnd there is V for moment tx ∈ [t-3, t]i,k,tx<Vi,k,tx-1, then the reality of current bus
Speed is Vi,k,t=0；
If 2) there are # { V for moment tx ∈ [t-4, t]i,k,tx≤Vmin}>=3, wherein # { Vi,k,tx≤VminIt is the moment
Tx speed Vi,k,txLess than VminThe number of speed, then the actual speed of current bus is Vi,k,t=0.
Current vehicle speed is zero and intersection is red light, and it is inactive state to show the queue queue residing for now bus,
Then mainly it is made up of the time needed for intersection two parts：1) the red light remaining time2) after red light switchs to green light,
Bus passes through the time needed for intersectionOrderIt is red light in the remaining time at section i moment, Di,k,tFor public affairs
Distances of the car k in section i moment t apart from downstream closest to intersection is handed over, now bus k reaches total needed for intersection
Time Ti,k,tFor
I.e.
Current vehicle speed is zero and intersection is green light, shows that the queue queue residing for now bus is passing through friendship successively
Cross road mouth.OrderMatch somebody with somebody duration for green light of the green light in section i moment t,It is green light remaining in section i moment t
The remaining time, then bus k reach intersection needed for total time Ti,k,tFor
Current vehicle speed is not zero and intersection is red light.Make bus k in section i moment t apart from downstream closest to friendship
The distance of cross road mouth is Di,k,t, can estimate that the moment bus k distances for switching to green light in red light are intersected according to historical data fitting
The maximum queue length in crossingForNow bus is main by the time needed for intersection
It is made up of two parts：1) red light remaining time2) after red light switchs to green light, bus passes through the time needed for intersectionBus k reach intersection needed for total time be
Current vehicle speed is not zero and intersection is green light.The speed for making current bus is Vi,k,t, bus k is in section
I moment t is D closest to the distance of intersection apart from downstreami,k,t, then bus k reach intersection needed for total time
Ti,k,tFor
Bus present position is in the trigger region of bus stop；Bus shown in Fig. 4 is located in the trigger region of bus stop.
Bus calculates in platform berthing time, orderFor in w=some day { 1,2,3,4,5,6,7 } in different time
Average times of the section s needed for the i passenger getting on/offs of section, integrate the positional information and trigger region logic between each bus
Judge that information can obtain current bus to the bus quantity N between station, in order to calculate bus from current location to from
The time driven needed for stationThe first situation, Bus Service, which finishes, prepares to exit platform, nowSecond
Situation, bus are not serviced also and finished, and can now be simplified and are calculated
If now intersection is red light, the moment public affairs for switching to green light in red light can be calculated according to historical data fitting result
Car k is handed over apart from the maximum queue length in intersectionNow bus k passes through needed for intersection
Time is mainly made up of two parts, and 1) red light remaining time2) after red light switchs to green light, bus passes through intersection institute
The time neededBus k reach intersection needed for total time be
If now intersection is green light, orderFor green light section i moment t remaining time.If 1)When showing that bus leaves station, intersection is still green light, orderFor platform apart from intersection away from
From current bus k speed isThen bus k reaches the total time needed for intersection2)
IfShow that the green light of intersection when bus leaves platform is changed into red light, be fitted according to historical data
As a result it can calculate and switch to the moment bus k of green light apart from the maximum queue length in intersection in red lightNow bus k is mainly made up of the time needed for intersection three parts：1. bus from
Current time to the time prepared to exit needed for station2. red light remaining timeAfter 3. red light switchs to green light, public transport
Car passes through the time needed for intersectionBus k reach intersection needed for total time be
Bus present position is outside the trigger region of bus stop；Bus shown in Fig. 5 is located at outside the trigger region of bus stop.
Current bus speed is zero, and in this case, bus stop parked vehicles are excessive, and bus is needed in bus
Outer wait of standing is entered the station, and within multiple traffic lights cycles, the possibility that bus can not pass through intersection is present, is now not required to
Consider the calculating of this kind of bus；[0063] current bus speed is not zero and intersection is red light.According to history
Data fitting result can calculate switchs to the moment bus k of green light apart from the maximum queue length in intersection in red light Now bus k is mainly made up of the time needed for intersection two parts, and 1) red light remaining time2) after red light switchs to green light, bus passes through the time needed for intersectionBus k reaches intersection institute
Need total time be
Current bus speed is not zero and intersection is green light.OrderFor green light section i moment t residue
Time,Represent the distance between bus and station, orderDistance for post distance downstream closest to intersection,To be directed to being averaged needed for the i passenger getting on/offs of section in different time segment s in w=some day { 1,2,3,4,5,6,7 }
Time, bus are from current time to the time prepared to exit needed for station1) such as
FruitBus k reaches the total time T needed for intersectioni,k,tFor If 2)Show the green light transformation of intersection when bus leaves platform
For red light, it can be calculated according to historical data fitting result and switch to the moment bus k of green light apart from intersection maximum in red light
Queue lengthNow bus k is mainly made up of the time needed for intersection three parts：
1. bus is from current time to the time prepared to exit needed for station2. red light remaining time3. red light switchs to green
After lamp, bus passes through the time needed for intersectionBus k reach intersection needed for total time be
Step 30) chooses a kind of preference strategy to all buses that crossing can be driven in (k+1) individual cycle, calculates
Every kind of strategy lower bus total delay time at stop.
Three kinds of bus signals preference strategies are provided in this method, including green light extends, green light is called back and skipped with phase, green light
Extension scheme influences minimum to caused by other all directions traffic flows, and can give request signal preferential target bus
Maximum value, but the green time of a phase endless can not be extended, green light extends strategy and not applied to
In all situations, intersection stop line is reached in red light phase for those, and can be in extended range in green light public transport
Car, strategy can be called back using green light, or the phases of one or more designated phases can be skipped and skip strategy.Shown in Fig. 6
For bus signals preference strategy.
The required total time for making bus arrival intersection is Ti,k,t, orderIt is green light section i moment t's
Remaining time, α are green light extensible maximum time, ifCrossing is still green when bus reaches crossing
Lamp, bus is without signal priority strategy；IfBus can use green light to extend plan
Slightly；IfBus, which takes green light to extend strategy, then to be needed to judge next phase by crossing
Whether can skip, can skip, strategy is skipped using phase, it is impossible to skip, strategy is called back using green light.
The signal priority strategy implemented for each bus, calculate prolonging for current all buses in crossing under the strategy
Between mistaking, wiThe default priority of bus i is represented,Represent that traffic control is delayed as caused by controlling signal lamp red light, then
Bus total delay time at stop is
The signal priority strategy that step 40) chooses bus total delay time minimum is optimal policy.
The bus signals preference strategy implemented for each bus, the total delay time calculated, choose public transport
The minimum strategy of vehicle total delay, i.e.,Corresponding signal priority strategy, as optimal signal priority strategy.
The inventive method is described further below in conjunction with an example.
Accompanying drawing 7 show the bus that will reach crossing (crossing numbering 125), including six cars of A, B, C, D, E, F.
Bus real-time position information, the related data collected such as table 1 below are gathered by step 10)) shown in：
Table 1) bus real-time position information
The time of intersection stop line is driven to by step 20) calculating bus, is fitted first according to historical data
Functional relation between bus queuing time and queue length and between bus queue length and red light remaining time
Functional relation, bus is then calculated apart from the distance at crossing and the speed of bus according to bus and drives to crossing
Time, the result such as table 2 below of calculating) shown in：
Table 2) bus drives to crossing timetable
A kind of preference strategy is chosen to the bus that crossing can be driven in (k+1) individual cycle by step 30).Currently
Between at the beginning of the k cycles be 20170801120001, traffic lights cycle duration is 120s, then (k+1) cycle be
20170801120201-20170801120400, (k+1) cycle traffic lights phase information such as table 3 below) shown in：
Table 3) (k+1) cycle traffic lights phase meter
Note：EW represents east-west direction straight trip, and SN represents North and South direction straight trip, and ES represents southeastern direction and turned left, and other are successively
Analogize.
Selected to need to carry out the preferential bus of bus signals in (k+1) cycle, the standard of selection predicts for bus
Up to crossing time at (k+1) in the cycle.Need to carry out the preferential bus such as table 4 below of bus signals) shown in：
Table 4) need to carry out the preferential bus of bus signals
| Bus is numbered | Expect and reach the crossing time | Whether bus signals are needed to optimize |
| 101 | 20170801120256 | It is |
| 102 | 20170801120238 | It is |
| 103 | 20170801120235 | It is |
| 104 | 20170801120420 | It is no |
| 105 | 20170801120415 | It is no |
| 106 | 20170801120405 | It is no |
Intersection will be reached within (k+1) individual cycle by calculating bus A, B, C, this 3 buses will be entered respectively
Row major strategy is chosen, and for vehicle A, it is that just straight trip green light just terminates to reach intersection, and amber light lights, and can take green
Lamp extends strategy, and the green light of phase 2 is extended into 5s, can pass through bus；For vehicle B, the straight trip phase in EW directions
It is over, it is necessary to when next traffic lights cycle could be by that can take green light to call strategy back, by phase 2,3,4
Green time shortens so that 1 phase of next cycle, which can advance to, to be come；It is exactly green light during for vehicle C arrival crossings,
Without using preference strategy.Bus needs the preference strategy such as table 5 below taken) shown in.
Table 5) bus needs the preference strategy taken
For each policy calculation bus total delay time at stop.After taking bus A green light to extend strategy, total
Delay duration=87 (bus B delays)+0 (bus C delays)=87 seconds；After taking green light to call strategy back bus B, always
Delay duration=95 (bus A delay)+67 (bus B delay)=162 seconds；Strategy is not taken, during total delay
Long=95 (bus A delays)+82 (bus B delays)=177 seconds；
The signal priority strategy that bus total delay time minimum is chosen by step 40) is optimal policy.Pass through step
30) calculating, when taking bus A green light extension tactful, the total delay duration of bus is minimum, i.e., this bus signals is excellent
The scheme of change is to extend 5 seconds to the long green light time of phase 1.
Claims (5)
1. a kind of active bus signal priority control method based on bus real-time positioning information, it is characterised in that comprising such as
Lower step：
Step 10：Gather bus real-time position information；
The bus real-time position information of collection includes data below：Longitude and latitude, public transport vehicle speed and the bus of bus
Travel direction；
Step 20：Predict that bus reaches the running time of intersection stop line；
Step 20.1：Bus queuing time is fitted based on historical dataWith queue length Di,kBetween functional relation：
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<mo>-</mo>
<msubsup>
<mo>&Sigma;</mo>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
</mrow>
<mrow>
<mi>Q</mi>
<mi>u</mi>
<mi>e</mi>
<mi>u</mi>
<mi>e</mi>
</mrow>
</msubsup>
<mo>/</mo>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
<mo>)</mo>
</mrow>
</mrow>
<mrow>
<msubsup>
<mo>&Sigma;</mo>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<msup>
<mrow>
<mo>(</mo>
<msub>
<mi>D</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
</mrow>
</msub>
<mo>-</mo>
<msubsup>
<mo>&Sigma;</mo>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<msub>
<mi>D</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
</mrow>
</msub>
<mo>/</mo>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
<mo>)</mo>
</mrow>
<mn>2</mn>
</msup>
</mrow>
</mfrac>
<mo>;</mo>
</mrow>
<mrow>
<msub>
<mi>b</mi>
<mi>i</mi>
</msub>
<mo>=</mo>
<mfrac>
<mn>1</mn>
<msub>
<mi>k</mi>
<mrow>
<mi>m</mi>
<mi>a</mi>
<mi>x</mi>
</mrow>
</msub>
</mfrac>
<msubsup>
<mi>&Sigma;</mi>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
</mrow>
<mrow>
<mi>Q</mi>
<mi>u</mi>
<mi>e</mi>
<mi>u</mi>
<mi>e</mi>
</mrow>
</msubsup>
<mo>-</mo>
<msub>
<mi>a</mi>
<mi>i</mi>
</msub>
<mo>&times;</mo>
<mfrac>
<mn>1</mn>
<msub>
<mi>k</mi>
<mrow>
<mi>m</mi>
<mi>a</mi>
<mi>x</mi>
</mrow>
</msub>
</mfrac>
<msubsup>
<mi>&Sigma;</mi>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<msub>
<mi>D</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
</mrow>
</msub>
<mo>;</mo>
</mrow>
Step 20.2：Bus queue length is fitted based on historical dataWith red light remaining timeBetween function
Relation：
<mrow>
<msubsup>
<mi>D</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
</mrow>
<mrow>
<mi>w</mi>
<mo>,</mo>
<mi>s</mi>
</mrow>
</msubsup>
<mo>=</mo>
<msub>
<mi>c</mi>
<mi>i</mi>
</msub>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>w</mi>
<mo>,</mo>
<mi>s</mi>
<mo>,</mo>
<mi>Re</mi>
<mi>d</mi>
</mrow>
</msubsup>
<mo>+</mo>
<msub>
<mi>d</mi>
<mi>i</mi>
</msub>
</mrow>
In formula, ciAnd diFor section coefficient；For different sections of highway, ciAnd diValue differs, and specific calculation formula is：
<mrow>
<msub>
<mi>c</mi>
<mi>i</mi>
</msub>
<mo>=</mo>
<mfrac>
<mrow>
<msubsup>
<mo>&Sigma;</mo>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<mrow>
<mo>(</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>w</mi>
<mo>,</mo>
<mi>s</mi>
<mo>,</mo>
<mi>Re</mi>
<mi>d</mi>
</mrow>
</msubsup>
<mo>-</mo>
<msubsup>
<mo>&Sigma;</mo>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>w</mi>
<mo>,</mo>
<mi>s</mi>
<mo>,</mo>
<mi>Re</mi>
<mi>d</mi>
</mrow>
</msubsup>
<mo>/</mo>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
<mo>)</mo>
</mrow>
<mrow>
<mo>(</mo>
<msubsup>
<mi>D</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>w</mi>
<mo>,</mo>
<mi>s</mi>
</mrow>
</msubsup>
<mo>-</mo>
<msubsup>
<mo>&Sigma;</mo>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<msubsup>
<mi>D</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>w</mi>
<mo>,</mo>
<mi>s</mi>
</mrow>
</msubsup>
<mo>/</mo>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
<mo>)</mo>
</mrow>
</mrow>
<mrow>
<msubsup>
<mo>&Sigma;</mo>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<msup>
<mrow>
<mo>(</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>w</mi>
<mo>,</mo>
<mi>s</mi>
<mo>,</mo>
<mi>Re</mi>
<mi>d</mi>
</mrow>
</msubsup>
<mo>-</mo>
<msubsup>
<mo>&Sigma;</mo>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>w</mi>
<mo>,</mo>
<mi>s</mi>
<mo>,</mo>
<mi>Re</mi>
<mi>d</mi>
</mrow>
</msubsup>
<mo>/</mo>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
<mo>)</mo>
</mrow>
<mn>2</mn>
</msup>
</mrow>
</mfrac>
<mo>,</mo>
</mrow>
<mrow>
<msub>
<mi>d</mi>
<mi>i</mi>
</msub>
<mo>=</mo>
<mfrac>
<mn>1</mn>
<msub>
<mi>k</mi>
<mrow>
<mi>m</mi>
<mi>a</mi>
<mi>x</mi>
</mrow>
</msub>
</mfrac>
<msubsup>
<mi>&Sigma;</mi>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<msubsup>
<mi>D</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>w</mi>
<mo>,</mo>
<mi>s</mi>
</mrow>
</msubsup>
<mo>-</mo>
<msub>
<mi>c</mi>
<mi>i</mi>
</msub>
<mo>&times;</mo>
<mfrac>
<mn>1</mn>
<msub>
<mi>k</mi>
<mrow>
<mi>m</mi>
<mi>a</mi>
<mi>x</mi>
</mrow>
</msub>
</mfrac>
<msubsup>
<mi>&Sigma;</mi>
<mrow>
<mi>k</mi>
<mo>=</mo>
<mn>1</mn>
</mrow>
<msub>
<mi>k</mi>
<mi>max</mi>
</msub>
</msubsup>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>w</mi>
<mo>,</mo>
<mi>s</mi>
<mo>,</mo>
<mi>Re</mi>
<mi>d</mi>
</mrow>
</msubsup>
<mo>;</mo>
</mrow>
Step 20.3：Time according to needed for bus real time position calculating bus drives to intersection：
When bus present position is between bus stop and intersection, current vehicle speed is zero and intersection is red light, public transport
Car k reaches the total time T needed for intersectioni,k,tFor：
<mrow>
<msub>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
<mo>=</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>Re</mi>
<mi>d</mi>
</mrow>
</msubsup>
<mo>+</mo>
<mrow>
<mo>(</mo>
<msub>
<mi>a</mi>
<mi>i</mi>
</msub>
<msub>
<mi>D</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
<mo>+</mo>
<msub>
<mi>b</mi>
<mi>i</mi>
</msub>
<mo>)</mo>
</mrow>
</mrow>
In formula：Di,k,tDistance for bus k in section i moment t apart from downstream closest to intersection, by being gathered in step 10
Bus longitude and latitude degrees of data determine,For red light remaining time；
When bus present position is between bus stop and intersection, current vehicle speed is zero and intersection is green light, public transport
Car k reaches the total time T needed for intersectioni,k,tFor：
<mrow>
<msub>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
<mo>=</mo>
<mrow>
<mo>(</mo>
<msub>
<mi>a</mi>
<mi>i</mi>
</msub>
<msub>
<mi>D</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
<mo>+</mo>
<msub>
<mi>b</mi>
<mi>i</mi>
</msub>
<mo>)</mo>
</mrow>
<mo>-</mo>
<mrow>
<mo>(</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>G</mi>
<mi>r</mi>
<mi>e</mi>
<mi>e</mi>
<mi>n</mi>
<mi>L</mi>
<mi>i</mi>
<mi>g</mi>
<mi>h</mi>
<mi>t</mi>
</mrow>
</msubsup>
<mo>-</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>G</mi>
<mi>r</mi>
<mi>e</mi>
<mi>e</mi>
<mi>n</mi>
</mrow>
</msubsup>
<mo>)</mo>
</mrow>
</mrow>
In formula,Match somebody with somebody duration for green light of the green light in section i moment t,It is green light remaining in section i moment t
The remaining time；
When bus present position is between bus stop and intersection, current vehicle speed is not zero and intersection is red light, public
The total time for handing over car k to reach needed for intersection is Ti,k,tFor：
<mrow>
<msub>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
<mo>=</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>Re</mi>
<mi>d</mi>
</mrow>
</msubsup>
<mo>+</mo>
<mrow>
<mo>(</mo>
<msub>
<mi>a</mi>
<mi>i</mi>
</msub>
<msub>
<mi>d</mi>
<mi>i</mi>
</msub>
<mo>+</mo>
<msub>
<mi>b</mi>
<mi>i</mi>
</msub>
<mo>)</mo>
</mrow>
</mrow>
In formula,For red light remaining time；
When bus present position is between bus stop and intersection, current vehicle speed is not zero and intersection is green light, public
Car k is handed over to reach the total time T needed for intersectioni,k,tFor：
<mrow>
<msub>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
<mo>=</mo>
<mfrac>
<msub>
<mi>D</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
<msub>
<mi>V</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
</mfrac>
</mrow>
In formula, Vi,k,tFor the speed of current bus；
When bus present position is in the trigger region of bus stop, if now intersection is red light, bus k, which is reached, to intersect
Total time T needed for crossingi,k,tFor：
<mrow>
<msub>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
<mo>=</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>Re</mi>
<mi>d</mi>
</mrow>
</msubsup>
<mo>+</mo>
<mrow>
<mo>(</mo>
<msub>
<mi>a</mi>
<mi>i</mi>
</msub>
<msub>
<mi>d</mi>
<mi>i</mi>
</msub>
<mo>+</mo>
<msub>
<mi>b</mi>
<mi>i</mi>
</msub>
<mo>)</mo>
</mrow>
</mrow>
In formula,For red light remaining time；
When bus present position is in the trigger region of bus stop, if now intersection is green light, bus k, which is reached, to intersect
Total time T needed for crossingi,k,tFor：
<mrow>
<msub>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
<mo>=</mo>
<mrow>
<mo>(</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mn>1</mn>
</msubsup>
<mo>-</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>G</mi>
<mi>r</mi>
<mi>e</mi>
<mi>e</mi>
<mi>n</mi>
</mrow>
</msubsup>
<mo>)</mo>
</mrow>
<mo>+</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>Re</mi>
<mi>d</mi>
</mrow>
</msubsup>
<mo>+</mo>
<mrow>
<mo>(</mo>
<msub>
<mi>a</mi>
<mi>i</mi>
</msub>
<msub>
<mi>d</mi>
<mi>i</mi>
</msub>
<mo>+</mo>
<msub>
<mi>b</mi>
<mi>i</mi>
</msub>
<mo>)</mo>
</mrow>
</mrow>
In formula,It is bus by the time needed for intersection, isBus is from current location to leaving station
The required time；
When bus present position is outside the trigger region of bus stop, current bus speed is not zero and intersection is red light,
Then the total time needed for bus k arrival intersection is：
<mrow>
<msub>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
<mo>=</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>Re</mi>
<mi>d</mi>
</mrow>
</msubsup>
<mo>+</mo>
<mrow>
<mo>(</mo>
<msub>
<mi>a</mi>
<mi>i</mi>
</msub>
<msub>
<mi>d</mi>
<mi>i</mi>
</msub>
<mo>+</mo>
<msub>
<mi>b</mi>
<mi>i</mi>
</msub>
<mo>)</mo>
</mrow>
</mrow>
In formula,For red light remaining time；
When bus present position is outside the trigger region of bus stop, current bus speed is not zero and intersection is green light,
Then the total time needed for bus k arrival intersection is：
<mrow>
<msub>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
<mo>=</mo>
<mrow>
<mo>(</mo>
<mfrac>
<mrow>
<mn>2</mn>
<msubsup>
<mi>D</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>B</mi>
<mi>S</mi>
</mrow>
</msubsup>
</mrow>
<msub>
<mi>V</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
</msub>
</mfrac>
<mo>+</mo>
<mo>(</mo>
<mrow>
<mi>N</mi>
<mo>+</mo>
<mn>1</mn>
</mrow>
<mo>)</mo>
<mo>&times;</mo>
<msubsup>
<mi>C</mi>
<mi>i</mi>
<mrow>
<mi>w</mi>
<mo>,</mo>
<mi>s</mi>
</mrow>
</msubsup>
<mo>-</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
<mrow>
<mi>G</mi>
<mi>r</mi>
<mi>e</mi>
<mi>e</mi>
<mi>n</mi>
</mrow>
</msubsup>
<mo>)</mo>
</mrow>
<mo>+</mo>
<msubsup>
<mi>T</mi>
<mrow>
<mi>i</mi>
<mo>,</mo>
<mi>k</mi>
<mo>,</mo>
<mi>t</mi>
</mrow>
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In formula,It is green light in section i moment t remaining time,For the distance between bus and station,
Distance for post distance downstream closest to intersection,For some day w be directed to section i in different time segment s
Average time needed for passenger getting on/off, Vi,k,tFor bus k in section i in moment t speed, N is current bus to car
Bus quantity between standing；
Step 30：A kind of preference strategy is chosen to all buses that crossing can be driven in next cycle, calculated every kind of
Bus total delay time at stop under preference strategy；Wherein preference strategy includes green light extension, green light is called back and skips three kinds with phase；
Step 40：The signal priority strategy for choosing bus total delay time minimum is optimal policy：
The bus signals preference strategy implemented for each bus, the total delay time calculated, choose public transit vehicle
The minimum strategy of total delay, i.e.,Corresponding signal priority strategy as optimal signal priority strategy, wherein,
wiThe default priority of bus i is represented,Traffic control is delayed caused by be controlled as signal lamp red light.
2. active bus signal priority control method according to claim 1, it is characterised in that different in the step 30
The system of selection of three kinds of preference strategies of bus is：
The required total time for making bus arrival intersection is Ti,k,t, orderFor green light section i moment t residue
Time, α are green light extensible maximum time, ifCrossing is still green light when bus reaches crossing, public
Car is handed over without signal priority strategy；IfBus extends strategy using green light；IfBus, which takes green light to extend strategy, then to be needed to judge that next phase whether may be used by crossing
It to skip, can skip, strategy is skipped using phase, it is impossible to skip, strategy is called back using green light.
3. active bus signal priority control method according to claim 1, it is characterised in that the tool of the step 20.1
Body method is：
Step 20.1.1：Historical data needed for bus queuing time the Fitting Calculation is as follows：
Queuing moment t of the first record bus in section i0,k, bus k reach intersection time t1,k, for the first time
Record bus k in section i downstream closest to intersection in moment t0,kStill remaining red timeAnd first
Distances of the secondary record bus k in section i apart from downstream closest to intersectionUsing these data, calculate
Bus k is as the time needed for current location drives to intersection after being changed into green light to red lightFor：
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Now built based on historical data using least square methodWithBetween functional relation, will
WithIt is reduced to respectivelyWith Di,k。
4. active bus signal priority control method according to claim 3, it is characterised in that the tool of the step 20.2
Body method is：
Step 20.2.1：In w=some day { 1,2,3,4,5,6,7 }, exist for different time section s, bus k in section i
Red light remaining time corresponding to moment tWhen being not zero, public affairs farthest apart from intersection in current queue queue are extracted
Hand over car, make its be lined up distance beCorresponding to the different week time sections same on the same day of data-base recordingWith
It is k to keep corresponding size of datamax=1000；
Step 20.2.2：Built based on historical data using least square methodWithBetween functional relation, willWithIt is reduced to respectivelyWith
5. active bus signal priority control method according to claim 4, it is characterised in that judge current bus speed
Whether null method is degree：
Make bus k section i in moment t speed be Vi,k,t, minimum speed threshold value is set as Vmin, then current bus is fast
Spending null determination methods is：If 1) Vi,k,t<VminAnd for tx ∈ [t-3, t], there is Vi,k,tx<Vi,k,tx-1, then it is current public
The actual speed for handing over car is Vi,k,t=0；If 2) there are # { V for tx ∈ [t-4, t]i,k,tx≤Vmin}>=3, then current public transport
The actual speed of car is Vi,k,t=0.
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| CN109035818A (en) * | 2018-08-24 | 2018-12-18 | 江苏大学 | A kind of BRT vehicle method for controlling priority based on intersection dual station platform |
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| CN115798235A (en) * | 2022-11-01 | 2023-03-14 | 西部科学城智能网联汽车创新中心(重庆)有限公司 | Bus priority control method and device |
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| CN108335499B (en) * | 2017-12-15 | 2020-10-30 | 上海电科智能系统股份有限公司 | Bus signal priority method with dynamic priority |
| CN109035818A (en) * | 2018-08-24 | 2018-12-18 | 江苏大学 | A kind of BRT vehicle method for controlling priority based on intersection dual station platform |
| CN109035818B (en) * | 2018-08-24 | 2021-02-12 | 江苏大学 | BRT vehicle priority control method based on intersection double-station |
| CN111583677A (en) * | 2020-04-23 | 2020-08-25 | 河海大学 | Intersection vehicle induction method based on multi-path scheme under cooperative vehicle and road environment |
| CN111583677B (en) * | 2020-04-23 | 2022-02-01 | 河海大学 | Intersection vehicle induction method based on multi-path scheme under cooperative vehicle and road environment |
| CN111681430A (en) * | 2020-04-30 | 2020-09-18 | 安徽科力信息产业有限责任公司 | Method for predicting number of stop lines of signal lamp intersection in future in real time |
| CN111681430B (en) * | 2020-04-30 | 2022-03-29 | 安徽科力信息产业有限责任公司 | Method for predicting number of stop lines of signal lamp intersection in future in real time |
| CN111540219A (en) * | 2020-05-06 | 2020-08-14 | 亚哲科技股份有限公司 | Bidirectional bus signal priority coordination method based on artificial intelligence bus-road coordination |
| CN112309116A (en) * | 2020-10-30 | 2021-02-02 | 武汉理工大学 | Estimation method and estimation device for bus stop time |
| CN112309116B (en) * | 2020-10-30 | 2022-08-05 | 武汉理工大学 | Estimation method and estimation device for bus stop time |
| CN112598913A (en) * | 2020-12-17 | 2021-04-02 | 多伦科技股份有限公司 | Bus priority control method and device based on waiting factors and electronic equipment |
| CN113192333A (en) * | 2021-04-29 | 2021-07-30 | 江苏智通交通科技有限公司 | Bus priority signal control method |
| CN113192333B (en) * | 2021-04-29 | 2022-04-12 | 江苏智通交通科技有限公司 | Bus priority signal control method |
| CN113538939A (en) * | 2021-06-08 | 2021-10-22 | 同济大学 | Bus priority phase setting method under condition of constant period |
| CN113593272B (en) * | 2021-07-20 | 2022-07-01 | 青岛海信网络科技股份有限公司 | Vehicle priority passing method and signal machine |
| CN113593272A (en) * | 2021-07-20 | 2021-11-02 | 青岛海信网络科技股份有限公司 | Vehicle priority passing method and signal machine |
| CN115798235A (en) * | 2022-11-01 | 2023-03-14 | 西部科学城智能网联汽车创新中心(重庆)有限公司 | Bus priority control method and device |
| CN115798235B (en) * | 2022-11-01 | 2024-03-12 | 西部科学城智能网联汽车创新中心(重庆)有限公司 | Bus priority control method and device |
| CN116524743A (en) * | 2023-06-25 | 2023-08-01 | 南京理工大学 | Bus signal lamp priority release method and equipment based on simulation |
| CN116524743B (en) * | 2023-06-25 | 2023-09-15 | 南京理工大学 | Bus signal lamp priority release method and equipment based on simulation |
| CN117475654A (en) * | 2023-11-02 | 2024-01-30 | 合肥工业大学设计院(集团)有限公司 | Bus priority dynamic green wave control method based on intersection flow state |
| CN117475654B (en) * | 2023-11-02 | 2024-03-29 | 合肥工业大学设计院(集团)有限公司 | Bus priority dynamic green wave control method based on intersection flow state |
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Address after: 211100 Nanjing Zijin (Jiangning) Science and Technology Entrepreneurship Special Community, Jiangsu Province (No. 12, Jizhou East Road, Jiling Street, Jiangning District) Applicant after: Jiangsu future wisdom Mdt InfoTech Ltd Address before: 211100 Nanjing Zijin (Jiangning) Science and Technology Entrepreneurship Special Community, Jiangsu Province (No. 12, Jizhou East Road, Jiling Street, Jiangning District) Applicant before: Jiangsu Future Intelligent Traffic Technology Co., Ltd. |
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Application publication date: 20171110 |