CN108335499B - Bus signal priority method with dynamic priority - Google Patents

Bus signal priority method with dynamic priority Download PDF

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CN108335499B
CN108335499B CN201711360248.9A CN201711360248A CN108335499B CN 108335499 B CN108335499 B CN 108335499B CN 201711360248 A CN201711360248 A CN 201711360248A CN 108335499 B CN108335499 B CN 108335499B
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bus
time
intersection
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CN108335499A (en
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沈峰
祁坤
潘振兴
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Shanghai Seari Intelligent System Co Ltd
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Shanghai Seari Intelligent System Co Ltd
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/087—Override of traffic control, e.g. by signal transmitted by an emergency vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/08—Controlling traffic signals according to detected number or speed of vehicles

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Abstract

The invention discloses a bus signal priority method with dynamic priority, which comprises the problems of two layers, wherein firstly, a bus calculates the priority requirement of arriving at an intersection according to the actual running condition, namely the judgment of the bus grade; and secondly, calculating priority potential according to the current traffic running condition of the intersection, namely judging the grade of the intersection. The invention reduces the negative influence on social traffic and the whole system due to bus priority, improves the bus priority effect and the intersection passing efficiency, realizes the balanced distribution of the buses in each interval, and improves the service level of the bus system.

Description

Bus signal priority method with dynamic priority
Technical Field
The invention relates to a bus signal priority method of a dynamic grade based on the combination of bus priority requirements and intersection priority potentials, and belongs to the field of bus signal priority control.
Background
With the continuous acceleration of the urbanization process of China, the number of Chinese cities is rapidly increased, the scale of the cities is continuously enlarged, and the total trip amount and trip distance of urban residents are greatly increased. Meanwhile, the urban traffic structure is also changed remarkably, the motorized trip proportion is increased rapidly, the non-motor vehicle trip proportion is decreased continuously, the urban traffic jam is aggravated, the traffic accidents are increased, the energy consumption is increased, the urban environment is worsened, and the traffic becomes an important factor restricting the economic development of large and medium cities. Public transport has the advantages of low energy consumption, low pollution, low resource occupation and the like, becomes a first choice measure for solving the current traffic problems of large and medium cities, and public transport preferentially becomes the inevitable choice for city development. Under the background, the transportation department issues a notice about the development of the related matters of the public transportation urban construction demonstration project, the public transportation urban construction demonstration project is formally started, and the work is actively developed at the aspects of public transportation infrastructure construction and improvement of the accessibility of the public transportation coverage all over the country. At present, the rapid access of the public transport vehicles is brought into full play to become an important subject, so that the construction strength of public transport special roads is greatly increased, and the space priority of public transport is realized; the bus needs to give priority to the passing time when the bus really gets up due to the function of the special lane, namely, the bus has the priority passing right at the intersection by the bus signal priority control means, the delay time and the stop times at the intersection are reduced,
the bus signal belongs to time priority in bus priority technology, and the priority traffic signal is provided for the bus at the intersection. The signal priority is divided into bus signal priority and mandatory signal priority. The bus signal priority (relative priority) and signal priority (absolute priority) representations are approximate, similar or identical using device detectors, etc., but completely different in nature.
The bus signal priority only partially adjusts the normal signal operation process, and provides the bus with the opportunity of preferentially passing through the intersection as much as possible on the premise of meeting the passing capacity and passing safety of other vehicles. The method is mainly applied to buses or other large passenger capacities. The mandatory signal is mainly applied to emergency or special vehicles, the normal signal operation is forcibly interrupted, and the phase requested by the emergency or special vehicles is immediately operated, so that the mandatory signal is a priority control mode which has great interference on the conventional operation and coordination state of signal control and is generally less adopted.
With the increasing emphasis on the control method of the bus signal priority, the method has already begun to be popularized and applied in various major cities, and in the concrete implementation of bus signal priority, the problem of time resource allocation of intersections by various circles is always questioned, mainly including two problems, namely how to deal with the traffic relation between buses and social vehicles from the perspective of road network benefits, and the bus priority problem of key intersections (usually intersections with higher saturation).
Under the condition of a medium-sized special road, at a road plane intersection, public transport vehicles and social vehicles are controlled by the same signal control system. The two have different 'advocate' requirements on how the signal control system allocates the intersection time resources based on respective benefits. After the bus lane is set, the saturation of the social vehicles corresponding to the entrance lane is always greater than the saturation of the bus corresponding to the special entrance lane, so the bus expects the intersection signal control to use the short period corresponding to the low saturation of the bus flow, and on the contrary, the social vehicles expect the intersection signal control to use the long period corresponding to the high saturation of the social vehicle flow, so the benefits of the bus and the social vehicles must be considered comprehensively in implementing signal priority.
The key intersections are generally intersections with high saturation and are congestion nodes and bottlenecks of an urban road network, on one hand, the signal priority potential of the key intersections is low, the effective passing time of social vehicles can be shortened due to the fact that bus signal priority is implemented, the key intersections with high saturation can be greatly influenced, on the other hand, lots of delays of the bus can be generated at the key intersections, the bus delays of the key intersections are reduced due to the fact that signal priority is implemented, and the bus priority benefit is obviously improved. Under the contradictory requirements of the two, detailed benefit and disadvantage analysis is carried out on the bus priority at the key intersection so as to determine whether the bus priority can be implemented at the key intersection, what the priority degree is and the like.
The signal priority is not given to all buses arriving at the intersection based on the actual requirements, and the method is not an optimal mode, because the running conditions of all the buses in the road are not considered, the conditions of unbalanced running intervals such as 'following' and 'bunching' and uneven passenger flow of the buses are caused. In addition, if the passenger flow at the front platform and the vehicle-mounted passenger flow are large, the vehicles need to be given higher priority at the intersection, and the waiting time and the travel time of passengers are reduced. The priority requirements of the buses are comprehensively considered, the effect of bus priority can be really realized, and the operation efficiency and the service level of the buses are improved.
Disclosure of Invention
The invention aims to: the negative influence on social traffic and the whole system due to the bus priority is reduced.
In order to achieve the above object, the technical solution of the present invention is to provide a bus signal priority method with dynamic priority, which is characterized by comprising the steps of judging the grade of a bus and judging the grade of an intersection, wherein:
step 1, judging the grade of the public transport vehicle comprises the following steps:
step 1.1, calculating a segment control coefficient fd：
Figure GDA0002574843620000031
Wherein Δ t is ti-τi，tiIs the running time, τ, of the in-transit vehicle after departure from the origin stationiIs the required running time of the vehicle after the vehicle departs from the starting station,
Figure GDA0002574843620000032
t is the time required by the bus full-line operation, D is the total length of the bus line, and DiIs the distance from the origin station after the departure of the vehicle in transit,iis a road segment influencing factor coefficient;
Figure GDA0002574843620000037
is an acceptable vehicle delay;
Figure GDA0002574843620000038
is the maximum vehicle delay acceptable;
calculating headway coefficient fh：
Figure GDA0002574843620000033
In the formula,. DELTA.thIs the difference between the time interval between the head of the vehicle on the road and the head of the vehicle in front and the departure interval time of the two vehicles, delta th＝th-tdi，thIs the headway, t, of the in-transit and preceding vehiclesdiIs the departure interval time between the vehicle in transit and the preceding vehicle;
Figure GDA0002574843620000039
is the difference between the acceptable headway and the maximum time of departure interval;
step 1.2, calculating the vehicle operation delay coefficient f1：f1＝fd+fh；
Step 1.3, calculating platform and passenger flow coefficient f2：
Figure GDA0002574843620000034
Wherein α and β are weight coefficients, α + β is 1; piIs the current passenger capacity of the vehicle in transit;
Figure GDA00025748436200000310
is the maximum passenger capacity of the vehicle; ziIs the waiting passenger volume of the platform at the current moment;
Figure GDA00025748436200000311
is the waiting passenger capacity that the platform can accommodate;
step 1.4, calculating the coefficient f of the operation condition3：
Figure GDA0002574843620000035
Step 1.5, calculating a vehicle grade coefficient omega: f ═ ω3(f1+f2)；
Step 1.6, calculating according to the vehicle grade coefficient omega to obtain a vehicle grade level R:
Figure GDA0002574843620000036
the vehicle grade level R determines the priority requirement of the vehicle at the intersection, and the higher the vehicle grade level R is, the larger the priority requirement is;
step 2, judging the grade of the intersection comprises the following steps:
step 2.1, according to the saturation limit value of each lane of the current intersection
Figure GDA00025748436200000418
Calculating the phase duration of each phase signal lamp at the current intersection
Figure GDA00025748436200000416
Figure GDA0002574843620000041
In the formula, qiThe actual arrival traffic volume of the lane of the ith entrance lane; c is the signal period duration of the signal lamp;
Figure GDA0002574843620000049
is the saturation limit for each lane; siIs the saturation flow of the ith entry lane;
step 2.2, calculating the minimum green time of each phase, wherein the minimum green time of the bus phase i is
Figure GDA0002574843620000046
Figure GDA0002574843620000047
In the formula:
Figure GDA0002574843620000048
is the shortest time for the pedestrian to cross the street in the bus phase i,
Figure GDA0002574843620000042
Lpis the pedestrian crossing length vpIs the pedestrian crossing pace, I is the green light interval time;
Figure GDA00025748436200000417
is the time when the queued vehicles dissipate within the red light time of bus phase i without the need for a secondary queue,
Figure GDA0002574843620000043
Lcis phase i queued vehicle length, hcThe average head-to-head distance of vehicle queuing is shown, and the peak time correction coefficient is shown in (t);
step 2.3, setting the maximum green time of the bus phase i
Figure GDA00025748436200000410
Figure GDA0002574843620000044
Wherein n is the number of signal phases;
step 2.4, calculating to obtain the priority potential duration of each phase
Figure GDA00025748436200000411
1, …, n, wherein,
Figure GDA00025748436200000412
is the effective green time for each signal phase;
step 2.5, signal priority potential duration of the intersection
Figure GDA00025748436200000413
Comprises the following steps:
Figure GDA0002574843620000045
wherein,
Figure GDA00025748436200000414
Figure GDA00025748436200000415
is the effective green time of the signal phase;
step 2.6, determining the strategy executable by the intersection according to the calculated priority potential duration and the specific form of the active priority strategy, thereby judging the priority form of the intersection;
and 3, integrating the priority demand level of the bus and the priority level of the intersection, and obtaining the priority level of the bus reaching the intersection by adopting the principle of low priority and low priority.
Preferably, in step 2.1, the saturation of each lane is the ratio of the actual arrival traffic volume of each lane to the traffic capacity of the lane, and then the saturation of the i-th entrance lane is
Figure GDA0002574843620000053
Figure GDA0002574843620000051
In the formula, CAPiIs the traffic capacity of the ith entry lane.
The bus priority method based on the combination of the bus grade and the intersection grade reduces the negative influence of bus priority on social traffic and the whole system, improves the bus priority effect and the intersection passing efficiency, realizes the balanced distribution of buses in each interval, and improves the service level of the bus system.
Detailed Description
In order to make the invention more comprehensible, the following embodiments are described in detail: the embodiment is implemented under the technical scheme of the invention, and the implementation process and the implementation effect of the invention are given. The scope of protection of the invention is not limited to the examples described below.
The bus signal priority method with dynamic priority level provided by the invention comprises two levels of problems, wherein firstly, a bus calculates the priority requirement of arriving at an intersection according to the actual running condition, namely the judgment of the bus level; and secondly, calculating priority potential according to the current traffic running condition of the intersection, namely judging the grade of the intersection.
The priority requirement of the public transport vehicle mainly considers the factors such as vehicle delay, station and vehicle passenger flow and other abnormal events.
The bus delay is mainly considered from two aspects, namely sectional control and headway time balance. The sectional control is that the bus starts to leave a place and runs to a certain point of a route, the required whole-course running time is distributed to the route according to the actual conditions along the route (mainly the distance of a road section, the setting of a stop, the basic condition of a road, the constraint of the speed of the bus and the like), and the running condition of the bus is judged section by section and accumulated. The headway balance is to ensure that the headway of two adjacent cars running in the line is basically equal to the dispatching departure interval.
The method comprises the following specific steps:
fractional control coefficient
Figure GDA0002574843620000052
Where Δ t ═ tj-τj
Figure GDA0002574843620000061
In the formula fdIs a sectional control coefficient, T is the time required by the bus full-line operation, D is the total length of the bus route, j is each road section in the bus operation route, DjIs the distance from the origin station after the departure of the vehicle in transit,jis a road section influence factor coefficient, tjIs the running time, τ, of the in-transit vehicle after departure from the origin stationjIs the required operation time of the vehicle after the vehicle departs from the starting station, at is the delay of the vehicle which is the difference between the vehicle operation time and the required operation time,
Figure GDA0002574843620000065
is an acceptable delay for the vehicle,
Figure GDA0002574843620000066
is the maximum vehicle delay that is acceptable.
Headway factor
Figure GDA0002574843620000062
Where Δ th＝th-tdj
In the formula fhIs the headway factor, thIs the headway, t, of the in-transit and preceding vehiclesdjIs the departure interval time, Δ t, between the in-transit vehicle and the preceding vehiclehIs the difference between the time interval between the head of the vehicle on the road and the head of the vehicle in front and the departure interval time of the two vehicles,
Figure GDA0002574843620000067
is the difference between the acceptable headway and the maximum time between departure intervals.
Comprehensively considering the delay condition of the vehicles in transit and the headway coefficient to obtain the vehicle running delay coefficient: f. of1＝fd+fh
The bus service is carried out on passengers, when the waiting passenger flow at the current station is large, the grade of the bus is required to be improved, the waiting time of the passengers is reduced, the passenger flow at the station can be evacuated timely, and the passenger experience of the passengers is improved; similarly, when the vehicle-mounted passenger flow is large, the priority level of the vehicle at the intersection is given, and the overall benefit of the bus can be improved.
Platform and passenger flow coefficients
Figure GDA0002574843620000063
In the formula f2Is the platform and passenger flow coefficient, PjThe current passenger capacity of the vehicle in transit,
Figure GDA0002574843620000068
maximum passenger capacity of the vehicle, ZjIs the waiting passenger volume of the platform at the current moment;
Figure GDA0002574843620000069
is the waiting passenger capacity that the platform can accommodate;
α and β are weight coefficients, and α + β is 1.
Considering various conditions of the public transport vehicle in operation, when abnormal conditions such as vehicle breakdown, fire and the like occur, the priority level of the vehicle is reduced to the minimum and recorded so as to better and effectively respond to normal priority requests.
Coefficient of operational situation
Figure GDA0002574843620000064
By comprehensively considering the above factors, the vehicle grade coefficient is as follows:
ω＝f3(f1+f2)
the vehicle grade level R is defined by the correlation coefficient of the above influencing factors as:
Figure GDA0002574843620000071
the priority requirement of the vehicle at the intersection is determined by the vehicle grade, and the following table is shown according to the priority condition of the vehicle grade level:
Figure GDA0002574843620000072
the priority level of the intersection is mainly aimed at the implementation of an active priority strategy scheme, active priority control needs to rely on a vehicle detector to identify and analyze the running condition of a bus, when the fact that the bus is about to arrive at the intersection is detected, different responses are made according to bus running information, the traffic state of the current intersection and signal control logic, and the intersection signal control timing scheme is adjusted in the modes of phase extension, advance, insertion or jumping and the like, so that the bus can pass preferentially. The active priority control strategy has stronger adaptability, obtains the running state information of the bus in real time, can adjust the effect of the signal phase of the intersection in real time, has higher accuracy and applicability compared with the passive priority control strategy, has the defects of low accuracy, easy signal loss time and the like, but has certain limitation on the use of the active priority control strategy of the intersection with larger traffic flow, when the vehicles at the intersection are supersaturated, the use of the priority control can cause the delay and the increase of the vehicles at the intersection, the passing efficiency of the vehicles is reduced, and the phenomena of congestion and overflow are easy to occur. Therefore, the social traffic flow condition of the intersection is comprehensively judged, the priority potential is calculated, and the passing relationship between social traffic and public traffic can be balanced.
The active priority strategy response mode adopted when providing priority passing for the bus mainly depends on which time period the bus arrives in the cycle and has a direct relationship with the arrival phase distribution of the bus at the intersection. The following strategy is generally employed.
Prolonging the green light: when the bus arrives at the intersection, if the green light signal of the phase is about to end, the green light time of the phase is prolonged, so that the bus can have enough time to pass through the intersection.
Green light ahead (red light early off): when the bus arrives at the intersection, the passing direction of the bus is a red light signal, and the bus can smoothly pass through the intersection by using a green light signal when arriving at the intersection by shortening the red light execution time of the current phase of the intersection.
Phase insertion: when the bus arrives at the intersection, the bus passing direction is a red light signal, and the next execution phase of the current phase of the intersection still does not allow the bus to pass through, at the moment, a bus-dedicated phase is inserted between the current phase and the next phase, so that the purpose of preferential passing of the bus is achieved.
Phase jump: when the public transport vehicle arrives at the intersection, the traffic direction of the public transport vehicle is a red light signal, and as fewer social transport vehicles waiting to pass at the next execution phase at the intersection are provided, the next execution phase is skipped, and the phase green light of the traffic direction is directly executed.
Phase inversion: when the bus arrives at the intersection, the bus passing direction is a red light signal, the phase of the bus passing direction can be referred to the foremost execution by adjusting the phase sequence to be executed, and the phase to be executed is placed behind the bus passing phase.
The special phase: the private signal phase (e.g., a bus left turn private phase) is enabled only when a bus is detected.
The description of the strategy modes shows that the several strategy modes can influence the green light time of the non-public traffic phase, have close relation with the strategy modes, the duration, the response position and the like, and need to deeply analyze and calculate the signal priority potential of the intersection in real time in order to determine the reasonable priority strategy mode. The invention calculates the priority time length which can be provided by each phase under the constraint condition of the maximum and minimum green light time length according to the limit value of the saturation of each flow direction of the intersection, and then determines the grade of the intersection according to the time length.
The lane saturation is the ratio of the actual arrival traffic volume of each lane to the traffic capacity of the lane, namely:
Figure GDA0002574843620000081
calculating the duration of each phase according to the saturation limit
Figure GDA0002574843620000083
Figure GDA0002574843620000082
In the formula of CAPkThe traffic capacity of the k-th entry lane, pcu/h; skIs the saturation flow of the k-th entrance lane;
Figure GDA0002574843620000084
is the effective green time of the signal phase; c is the signal period duration, qkThe lane of the kth entrance lane actually reaches the traffic volume;
Figure GDA0002574843620000085
the saturation l of the k-th entrance lane,
Figure GDA0002574843620000086
saturation limit for each laneThe value is obtained.
The green light time is restricted, for the signal control of the intersection, the excessively short and long signal green light time is unfavorable for the operation of the whole intersection, and the excessively short green light time cannot ensure that vehicles and pedestrians can safely pass through the intersection; the green time is too long, traffic participants wait for a long time at the red light, and traffic violations may occur, so that the phase green time must be restricted to ensure the traffic safety at the intersection.
The minimum green time constraint requires consideration of the time to queue vehicles to dissipate without a secondary queue during the red time and the minimum time required for a pedestrian to cross the street.
Shortest time for pedestrian crossing:
Figure GDA0002574843620000091
in the formula:
Figure GDA0002574843620000098
is the shortest time for the pedestrian to cross the street, L, of the bus phase ipPedestrian crossing length, m; v. ofpThe pedestrian crossing pace is generally 1.0 m/s; i is the green light interval time, s.
The time during which the queued vehicles dissipate during the red light time without the need for a secondary queue is:
Figure GDA0002574843620000092
in the formula:
Figure GDA0002574843620000099
is bus phase i in-line vehicle dissipation time, LcIs phase i queued vehicle length, hcIs the average head-to-head distance (m/veh) of vehicle queuing and the peak time correction coefficient (t).
The minimum green time for each phase is then taken to be the maximum of:
Figure GDA0002574843620000095
the maximum green time constraint aims to prevent the situation that non-public traffic phase social vehicles are too long in waiting time, long-time queuing is generated, traffic jam is caused, and even overflow to an upstream intersection is caused, or traffic violation behaviors are avoided. The maximum green time is set for the bus phase and is determined by the period and the minimum green time of other phases.
Figure GDA0002574843620000093
In the formula:
Figure GDA0002574843620000096
the maximum green time of the bus phase i and the number of the n signal phases.
Deriving the priority potential duration of each phase from saturation limits
Figure GDA0002574843620000097
i＝1,…,n。
So that the signal priority potential duration of the intersection is
Figure GDA0002574843620000094
And determining the strategy executable by the intersection according to the calculated priority potential duration and the specific form of the active priority strategy, thereby judging the priority form of the intersection.
Figure GDA0002574843620000101
The priority level of the bus reaching the intersection is obtained by integrating the priority demand level of the bus and the priority level of the intersection and adopting the principle of 'just low but not just high', the influence of the opening and the use of the bus on other flow directions and social vehicles is reduced, the saturation of each flow direction tends to be balanced, and meanwhile, the operation of the bus is more balanced.

Claims (2)

1. A bus signal priority method with dynamic priority is characterized by comprising the steps of judging the grade of a bus and judging the grade of an intersection, wherein:
step 1, judging the grade of the public transport vehicle comprises the following steps:
step 1.1, calculating a segment control coefficient fd：
Figure FDA0002574843610000011
Wherein Δ t is tj-τjJ is each road section in the bus running route, tjIs the running time, τ, of the in-transit vehicle after departure from the origin stationjIs the required running time of the vehicle after the vehicle departs from the starting station,
Figure FDA0002574843610000012
t is the time required by the bus full-line operation, D is the total length of the bus line, and DjIs the distance from the origin station after the departure of the vehicle in transit,jis a road segment influencing factor coefficient;
Figure FDA0002574843610000016
is an acceptable vehicle delay;
Figure FDA0002574843610000017
is the maximum vehicle delay acceptable;
calculating headway coefficient fh：
Figure FDA0002574843610000013
In the formula,. DELTA.thIs the difference between the time interval between the head of the vehicle on the road and the head of the vehicle in front and the departure interval time of the two vehicles, delta th＝th-tdj，thIs the headway, t, of the in-transit and preceding vehiclesdjIs the departure interval time between the vehicle in transit and the preceding vehicle;
Figure FDA0002574843610000018
is the difference between the acceptable headway and the maximum time of departure interval;
step 1.2, calculating the vehicle operation delay coefficient f1：f1＝fd+fh；
Step 1.3, calculating platform and passenger flow coefficient f2：
Figure FDA0002574843610000014
Wherein α and β are weight coefficients, α + β is 1; pjIs the current passenger capacity of the vehicle in transit;
Figure FDA0002574843610000019
is the maximum passenger capacity of the vehicle; zjIs the waiting passenger capacity of the platform at the current time,
Figure FDA00025748436100000110
is the waiting passenger capacity that the platform can accommodate;
step 1.4, calculating the coefficient f of the operation condition3：
Figure FDA0002574843610000015
Step 1.5, calculating a vehicle grade coefficient omega: f ═ ω3(f1+f2)；
Step 1.6, calculating according to the vehicle grade coefficient omega to obtain a vehicle grade level R:
Figure FDA0002574843610000021
the vehicle grade level R determines the priority requirement of the vehicle at the intersection, and the higher the vehicle grade level R is, the larger the priority requirement is;
step 2, judging the grade of the intersection comprises the following steps:
step 2.1, according to the saturation limit value of each lane of the current intersection
Figure FDA0002574843610000026
Calculating the phase duration of each phase signal lamp at the current intersection
Figure FDA0002574843610000027
Figure FDA0002574843610000022
In the formula, qkThe actual arrival traffic volume of the lane of the k-th entrance lane; c is the signal period duration of the signal lamp;
Figure FDA0002574843610000028
is the saturation limit for each lane; skIs the saturation flow of the k-th entrance lane;
step 2.2, calculating the minimum green time of each phase, wherein the minimum green time of the bus phase i is
Figure FDA0002574843610000029
Figure FDA00025748436100000210
In the formula:
Figure FDA00025748436100000211
is the shortest time for the pedestrian to cross the street in the bus phase i,
Figure FDA0002574843610000023
Lpis the pedestrian crossing length vpIs the pedestrian crossing pace, I is the green light interval time;
Figure FDA00025748436100000212
is the time when the queued vehicles dissipate within the red light time of bus phase i without the need for a secondary queue,
Figure FDA0002574843610000024
Lcis phase i queued vehicle length, hcThe average head-to-head distance of vehicle queuing is shown, and the peak time correction coefficient is shown in (t);
step 2.3, setting the maximum green time of the bus phase i
Figure FDA00025748436100000213
Figure FDA0002574843610000025
Wherein n is the number of signal phases;
step 2.4, calculating to obtain the priority potential duration of each phase
Figure FDA00025748436100000214
1, …, n, wherein,
Figure FDA00025748436100000215
is the effective green time for each signal phase;
step 2.5, signal priority potential duration of the intersection
Figure FDA0002574843610000033
Comprises the following steps:
Figure FDA0002574843610000031
wherein,
Figure FDA0002574843610000034
Figure FDA0002574843610000035
is the effective green time of the signal phase;
step 2.6, determining the strategy executable by the intersection according to the calculated priority potential duration and the specific form of the active priority strategy, thereby judging the priority form of the intersection;
and 3, integrating the priority demand level of the bus and the priority level of the intersection, and obtaining the priority level of the bus reaching the intersection by adopting the principle of low priority and low priority.
2. A method as claimed in claim 1, wherein in step 2.1, the lane saturation is the ratio of the actual arrival traffic volume of each lane to the traffic capacity of the lane, and the k-th entrance lane has a saturation of
Figure FDA0002574843610000036
Figure FDA0002574843610000032
In the formula, CAPkIs the traffic capacity of the k-th entry lane.
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