CN104485005A - Intersection multiline public traffic vehicle priority request conflict coordination control method - Google Patents

Abstract

The invention discloses an intersection multiline public traffic vehicle priority request conflict coordination control method. By aiming at an intersection with the multiline public traffic vehicle priority request conflict and comprehensively considering factors such as travel time delay of vehicles, priority strategies and the road grade, a real-time multiline priority request conflict coordination control strategy is established. Only when travel time delay of one public traffic vehicle exceeds a certain threshold value, a priority request meets the limiting condition and the benefit brought by priority is higher than delay caused by the priority, the public traffic vehicle sends a priority request signal; when a multiline priority request is generated, a priority level evaluation model is utilized to sort conflicted priority requests, and the priority of passing is given to a line with the highest priority level. On one hand, the problem of unfairness of an original multiline priority request conflict solution is solved; on the other hand, parameters which the method relates to are fewer and are very easy to obtain, a complex algorithm, an optimizing process and the like are not required, practicality is high, and operating efficiency of an urban public traffic system can be greatly improved.

Description

Crossing multi-line public transport vehicle override requests conflict coordination control method

Technical field

The present invention relates to and the invention belongs to traffic administration and control field, particularly relate to a kind of crossing multi-line public transport vehicle override requests conflict coordination control method.

Background technology

The stand-by period of crossing is the chief component that in bus operation process, journey time is incured loss through delay.Therefore, if reduce public transit vehicle in the stand-by period of crossing, so service quality of bus, comprising journey time, on schedule reliability etc. will be greatly improved.Bus signals priority system makes public transit vehicle pass through at bus priority at intersection, thus it is acknowledged as the effective measures reducing public transit vehicle intersection delay always.

Existing public transit vehicle method for controlling priority mostly concentrates on one-way traffic or only studies several public bus networks, differs larger with actual conditions.If there are many circuits to run in a plurality of directions, existing result of study not only can not guide public transport operation well, reduce bus delay, also probably can increase because preferential adjustment improperly causes crossing's bus to incur loss through delay, thus reduce the efficiency of service of whole public transportation system.In addition, for main branch line crossing, existing method for controlling bus priority tends to adopt " First Come First Served " strategy and the current strategy of trunk roads orientation preferentially, the former does not look after the large discharge in trunk roads direction, and the delay that the latter have ignored branch road direction adds up and also likely exceedes the delay situation of trunk roads direction public transit vehicle.Obviously, these two kinds of strategies all damage fairness.

Therefore, existing method for controlling bus priority can not solve well because public transit vehicle waits in multi-line crossing the problem that the journey time brought is incured loss through delay.

Summary of the invention

In view of this, in order to solve because public transit vehicle waits in multi-line crossing the problem that the journey time brought is incured loss through delay, the invention provides a kind of crossing multi-line public transport vehicle override requests conflict coordination control method can greatly improve crossing's multi-line public transport vehicle by efficiency, and improve the service quality of whole public transit system.

Crossing provided by the invention public transit vehicle method for controlling priority, comprises the following steps:

1) travel time detector and magnitude of traffic flow detecting device is laid;

2) utilize described step 1) in the data that detect, calculate window time of arrival that Travel Time for Public Transport Vehicles incurs loss through delay TTD, public transit vehicle public transit vehicle pass through time window it is that public transit vehicle arrives the real time of stroke detector and the difference of theoretical time, window time of arrival of described public transit vehicle that the journey time of described public transit vehicle incurs loss through delay TTD lower limit for bus is with the time of maximal rate arrival stop line, the upper limit for bus arrives time of stop line with minimum speed, described public transit vehicle pass through time window lower limit for the maximum red light early break time of the current phase place in crossing, the upper limit the maximum green extension of phase place residing for bus.

3) according to described Travel Time for Public Transport Vehicles incur loss through delay TTD, described public transit vehicle pass through time window whether request signal is preferential to judge public transit vehicle with the relation of green light closing time of bus place phase place, if request, enters step 4);

4) arrive the kind of stop line time and the green light initial time of bus place phase place and the relation determination override requests application preference strategy of closing time according to public transit vehicle, enter step 5);

5) judge whether the precession time of described preference strategy meets the restriction of minimum green time and maximum precession time, satisfied then enter step 6);

6) judge whether override requests has preferential benefit, is, produce new override requests, enter step 7);

7) control center judges whether current period exists override requests, if do not exist, then performs described step 6) the middle new override requests produced, enter step 9), if exist, then enter step 8);

8) control center contrasts the execution time of the generation time of new override requests and the override requests of current period existence, determines in both execution, enter step 9 according to comparing result);

9) speed regulation is carried out to the public transit vehicle being performed override requests.

In order to take into full account the traffic conditions of crossing, step 1) in the paving mode of detecting device be:

Flow detector is all laid in all tracks to trunk roads, only on public transportation lane, lay travel time detector, and travel time detector and flow detector is all wanted in all tracks of branch road;

Stroke detector is laid in the upstream of distance stop line certain distance;

Flow detector is laid in the upstream of distance stroke detector certain distance.

In order to reduce override requests conflict, step 3) in determine whether that the preferential concrete steps of request signal are:

If described bus journey time incurs loss through delay TTD, the very little bus that makes can in described green light closing time by crossing, then request signal is not preferential;

Make bus to exceed described green light closing time time of arrival if the journey time of described bus incurs loss through delay TTD, but time window can be passed through at described public transit vehicle by crossing in scope, then request signal is preferential;

If what the journey time of described public transit vehicle incured loss through delay that TTD makes bus to exceed described public transit vehicle time of arrival passes through time window scope, then request signal is not preferential.

In order to reduce the impact of priority acccess control on other phase places, step 4) in preference strategy comprise red light early disconnected strategy and green light prolongation, determine that the concrete steps of preference strategy are:

If the i-th phase public transit vehicle arrives the time of stop line in the i-th-1 phase red light the most very early in the morning break time allowed band, then apply for the i-th-1 phase red light early disconnected strategy;

If the i-th phase public transit vehicle arrives the time of stop line in the i-th phase green light maximum extension allowed band, then apply for that the green light of the i-th phase extends strategy.

Step 5) described in minimum green time to meet the needs that pedestrains safety crosses street, described maximum precession time (green extension or lamp early break time) meet do not cause non-preferential phase place to occur oversaturated condition limits.

In order to reduce the impact of override requests on other phase places further, step 6) in preferential benefit be:

The time TS saved after override requests performs is greater than the delay TD brought to non-preferential phase place vehicle after override requests performs.

In order to process override requests conflict better, step 8) concrete steps be:

If have override requests in control center's current period, and the generation time of new override requests is less than the existing override requests execution start time, the preferential proficiency assessment model then proposed according to the present invention judges the priority level of the override requests in the new override requests that produces and current period, the override requests that execution priority is not high, and assessment models considers the factor that trunk roads flow is comparatively large, vehicle is more simultaneously, concrete formula is;

<math><math display = 'block'> <mrow> <mi>P</mi> <mrow> <mo>(</mo> <mi>i</mi> <mo>,</mo> <mi>m</mi> <mo>)</mo> </mrow> <mo>=</mo> <munderover> <mi>&amp;Sigma;</mi> <mrow> <mi>k</mi> <mo>=</mo> <mn>1</mn> </mrow> <mrow> <mi>k</mi> <mo>=</mo> <mi>n</mi> </mrow> </munderover> <mi>TTD</mi> <mrow> <mo>(</mo> <mi>i</mi> <mo>,</mo> <mi>k</mi> <mo>)</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>RH</mi> <mrow> <mo>(</mo> <mi>i</mi> <mo>,</mo> <mi>k</mi> <mo>)</mo> </mrow> <mo>&amp;CenterDot;</mo> <mi>PS</mi> <mrow> <mo>(</mo> <mi>i</mi> <mo>,</mo> <mi>k</mi> <mo>)</mo> </mrow> </mrow></math>

TTD(i,k)＝T _current(i,k)-T _schedule(i,k)

RH(i,k)＝1+α·δ(i,k)

PS(i,k)＝1+β·γ(i,k)

Wherein, P (i, m)---apply for the preferential level of all public transit vehicles of preference strategy m in the i-th phase place;

K---apply for the public transit vehicle of preference strategy m in the i-th phase place;

N---apply for the summation of the public transit vehicle of preference strategy m in the i-th phase place;

α---preference strategy weight coefficient;

β---category of roads weight coefficient;

If have override requests in control center's current period, and the generation time of new override requests is greater than start time the end time of being less than that existing override requests performs, then refusal performs new override requests;

If have override requests in control center's current period, and the generation time of new override requests is greater than the existing override requests execution end time, then perform new override requests.

In order to ensure preferential smooth enforcement, step 9) medium velocity regulation and control concrete steps be:

If described public transit vehicle arrive stop line time of arrival window lower limit at described public transit vehicle by within the scope of time window, then the travel speed of public transit vehicle is maximum travelling speed;

If described public transit vehicle arrive stop line time of arrival window the upper limit at described public transit vehicle by within the scope of time window, then the travel speed v of public transit vehicle is:

$v=\frac{L}{W_p^{\mathrm{sta}}+\mathrm{nC}-T_0}$

In formula,

---the upper limit by time window of public transit vehicle;

C---Cycle Length, s;

The phase place number of n---one-period;

L---surveyed area length, m;

V _max---the maximum speed of operation of public transit vehicle, m/s;

T ₀---surveyed area terminal to the time of stop line, s;

V _min---the minimum speed of operation of public transit vehicle, m/s;

Except other situations of above two kinds of situations, public transit vehicle keeps original speeds.

Compared with prior art, the inventive method has the following advantages:

The present invention adopts γ (i, k) priority that green light extends strategy is improved, to the minimum service quality that both improve public transit vehicle of the change of original periodic phase, also the adverse effect caused other modes is dropped to minimum, contribute to the benefit improving whole traffic system.

The present invention proposes override requests performance evaluation, the override requests that only allowing saves time is greater than the delay that it brings is issued to Signal control Center, such one side ensure that the benefit of each override requests sent, also reduce the interference preferentially non-preferential phase place brought on the other hand, thus improve the traffic efficiency of signalized intersections entirety.

The present invention is in order to adopt δ (i, k) problem of multi-line request collision is solved under regulating and controlling the prerequisite of the main branch line fairness of priority level level assurance, decrease interference, the many public transit vehicles of multi-line are made to pass through crossing in order, reduce the delay of public transit vehicle in crossing, improve the service level of whole public transit system.

The parameter that the present invention needs is less, just can be obtained by travel time detector and flow detector, and computation process is comparatively simple, and control center can make a response to request signal fast, improves preferential coordinating efficiency.

Accompanying drawing explanation

Fig. 1 is the overview flow chart of a kind of crossing multi-line public transport vehicle override requests conflict coordination control method;

Fig. 2 is that schematic diagram laid by the detecting device of a kind of crossing multi-line public transport vehicle override requests conflict coordination control method;

Fig. 3 is the theoretical driving trace of public transit vehicle under stroke time delays impact and the time-space distribution graph of actual travel track;

Fig. 4 is that green light extends the tactful benefit brought and incurs loss through delay schematic diagram;

Fig. 5 is the red light early disconnected tactful benefit brought and delay schematic diagram;

Fig. 6 is the schematic diagram alleviating the conflict of many override requests.

Embodiment

Below in conjunction with embodiment, the present invention is further described.

Be further described according to the embodiment of the flow process in Fig. 1 to the inventive method below.

As shown in Figure 2, trunk roads are provided with public transportation lane, and branch road does not arrange public transportation lane.Flow detector all to be laid in all tracks to trunk roads, only on public transportation lane, lay travel time detector; And travel time detector and flow detector are all wanted in all tracks of branch road.

Flow detector is arranged on 50m place before stop line, detects the flow in crossing inlet road, for calculating phase place saturation degree, Minimum Green Time, maximum precession time etc.

Before entrance driveway stop line, 80m place lays travel time detector, detects the arrival of vehicle and the journey time of bus, is designated as T _current.

The data detected according to detecting device carry out the calculating of correlation parameter:

(1) journey time calculating public transit vehicle incurs loss through delay TTD, and as shown in Figure 3, journey time is incured loss through delay TTD and caused public transit vehicle actual travel track to depart from theory locus, thus makes the bus arrival stop line moment be later than theoretical time, and its expression formula is:

TTD＝T _current-T _schedule(1)

In formula, T _schedule---public transit vehicle arrives theoretical journey time during travel time detector.

(2) bus window time of arrival is calculated the actual motion track of public transit vehicle can be subject to the restriction of vehicle maximum travelling speed and minimum travel speed and be distributed in the scope of window time of arrival.Time of arrival, the expression formula of window was:

$W_a^{\mathrm{sta}}=\frac{L}{v_{\max }}+T_0---\left(2\right)$

$W_a^{\mathrm{end}}=\frac{L}{v_{\min }}+T_0---\left(3\right)$

In formula, L---surveyed area length, m;

V _max---the maximum speed of operation of public transit vehicle, m/s;

T ₀---surveyed area terminal to the time of stop line, s;

V _min---the minimum speed of operation of public transit vehicle, m/s.

(3) calculate bus and pass through time window by the impact of time window will be subject to initialize signal timing, maximum green extension and maximum red light early break time, its expression formula is:

$W_p^{\mathrm{sta}}=\underset{k=1}{\overset{i-1}{\mathrm{\&Sigma;}}}{G}_k-t_{i,\mathrm{RT}}^{\max },i=\mathrm{2,3},...,n---\left(4\right)$

$W_p^{\mathrm{end}}=\underset{k=1}{\overset{i}{\mathrm{\&Sigma;}}}{G}_k+t_{i,\mathrm{GE}}^{\max },i=\mathrm{2,3},...,n---\left(5\right)$

In formula, G _k---kth phase phase place initial green light time, unit is s;

---the i-th phase place maximum green extension, unit is s;

---the maximum red light of the i-th phase place early break time, unit is s

The phase place number of n---one-period.

Judge whether that the preferential concrete steps of request signal are:

If journey time that the actual wheelpath deviation theory track of bus causes is incured loss through delay very little, bus now can by crossing before green light closing time, and request signal is not preferential;

Make exceed green time scope its time of arrival if the journey time of bus is incured loss through delay, but still can pass through time window by crossing in scope, now request signal is preferential

If the journey time of public transit vehicle is incured loss through delay excessive, exceed its time of arrival and passed through time window scope, now without the need to preferentially.

The override requests strategy commonly used comprises early disconnected, the phase place insertion of green light prolongation, red light, but considers that the tactful impact on other phase places of phase place insertion is comparatively large, can cause larger delay.Therefore, the present invention select red light early disconnected and green light extend two preference strategies.Concrete steps are as follows:

If exist the time of arrival of the bus that phase place i is corresponding in scope, application red light is disconnected strategy early, its precession time $t_{i,\mathrm{RT}}=\underset{k=1}{\overset{i-1}{\mathrm{\&Sigma;}}}{G}_k-(L/v+T_0);$

If exist the time of arrival of the bus that phase place i is corresponding in scope, application green light extends strategy, corresponding precession time $t_{i,\mathrm{GE}}=(L/v+T_0)-\underset{k=1}{\overset{i}{\mathrm{\&Sigma;}}}{G}_k;$

In formula, t _{i, GE}---the green extension of the i-th phase place, unit is s;

T _{i, RT}---the red light early break time of the i-th phase place, unit is s

The travelling speed of v---public transit vehicle, unit is m/s; The same description of other parameters.

After determining preference strategy, the concrete steps calculating precession time restrictive condition are as follows:

(1) minimum green time is calculated

Minimum green time will ensure that pedestrian can cross street safely on the one hand, and also will guarantee that supersaturation situation can appear in this phase place on the other hand, therefore, the computing formula of minimum green time is:

$G_i^{\min }=\max \{G_{i,\mathrm{ped}}^{\min },G_{i,\mathrm{sat}}^{\min }---\left(6\right)$

In formula, ---pedestrains safety corresponding to the i-th phase place crosses the minimum green time needed for street, and its expression formula is

$G_{i,\mathrm{ped}}^{\min }=7+\frac{l_p}{v_p}-I---\left(7\right)$

---there is not the minimum green time needed for supersaturation situation in the i-th phase place, its expression formula is

$G_{i,\mathrm{sat}}^{\min }=\frac{q_i}{Q_i{\mathrm{\&eta;}}_i^{\max }}C---\left(8\right)$

In formula, l _p---crossing effective length, m;

V _p---pedestrian crossing speed, m/s;

I---crossing copper sulfate basic, s;

Q _i---magnitude of traffic flow when flow rate corresponding to the i-th phase place is maximum, veh/h;

C---Cycle Length, s;

Q _i---the saturation volume rate that the i-th phase place is corresponding, veh/h;

---the maximum saturation that the i-th phase place is corresponding, %.

(2) maximum precession time is calculated namely maximum green light extends or the red light early break time

Maximum green extension will guarantee that non-preferential phase place there will not be supersaturation, and its expression formula is:

$G_i-t_{i,\mathrm{pri}}^{\max }\&GreaterEqual;G_i^{\min }---\left(9\right)$

$\frac{G_i}{G_i-t_{i,\mathrm{pri}}^{\max }}\&le;\frac{{\mathrm{\&eta;}}_i^{\max }}{{\mathrm{\&eta;}}_i}---\left(10\right)$

In formula, G _i---the green time of the i-th phase place, unit is s;

---the minimum green time of the i-th phase place, unit is s;

η _i---the saturation degree that the i-th phase place is corresponding, %;

---the maximum permission precession time that the i-th phase place is corresponding, extends if preference strategy is green light, then if it is early disconnected that preference strategy is red light, then other parameters are the same.

As shown in Figure 4 and Figure 5, if maximum precession time is greater than precession time, judged whether preferential benefit, concrete steps are as follows:

(1) the red light benefit that early broken belt is next and delay is calculated, the time TS that benefit is wherein saved after referring to preferential execution _rT, to incur loss through delay what refer to be exactly the delay TD brought to non-preferential phase place vehicle after preferential execution _rT, concrete expression formula is

${\mathrm{TD}}_{\mathrm{RT}}=\frac{q_{i-1}^{\mathrm{arr}}\&CenterDot;q_{i-1}^{\mathrm{dis}}}{2(q_{i-1}^{\mathrm{dis}}-q_{i-1}^{\mathrm{arr}})}(2\&CenterDot;G_{i-1}\&CenterDot;t_{i,\mathrm{RT}}+t_{i,\mathrm{RT}}^2)---\left(11\right)$

${\mathrm{TS}}_{\mathrm{RT}}=\frac{q_i^{\mathrm{arr}}\&CenterDot;q_i^{\mathrm{dis}}}{2(q_i^{\mathrm{dis}}-q_i^{\mathrm{arr}})}(2\&CenterDot;G_{i-1}\&CenterDot;t_{i,\mathrm{RT}}-t_{i,\mathrm{RT}}^2)---\left(12\right)$

(2) calculate red light and extend the benefit and delay brought, expression is

${\mathrm{TD}}_{\mathrm{GE}}=\frac{q_{i+1}^{\mathrm{arr}}\&CenterDot;q_{i+1}^{\mathrm{dis}}}{2(q_{i+1}^{\mathrm{dis}}-q_{i+1}^{\mathrm{arr}})}(2\&CenterDot;G_{i+1}\&CenterDot;t_{i,\mathrm{GE}}+t_{i,\mathrm{GE}}^2)---\left(13\right)$

${\mathrm{TS}}_{\mathrm{GE}}=\frac{q_i^{\mathrm{arr}}\&CenterDot;q_i^{\mathrm{dis}}}{2(q_i^{\mathrm{dis}}-q_i^{\mathrm{arr}})}(2\&CenterDot;G_{i+1}\&CenterDot;t_{i,\mathrm{GE}}-t_{i,\mathrm{GE}}^2)---\left(14\right)$

In two formulas, ---the arrival rate of the vehicle of the i-th-1 phase place, veh/h;

---the dissipation rate of the vehicle of the i-th-1 phase place, veh/h;

---the arrival rate of the vehicle of the i-th phase place, veh/h;

---the dissipation rate of the vehicle of the i-th phase place, veh/h.

When the benefit of signal priority is greater than the delay that it brings, produce new override requests.Now, control center needs to judge whether there is override requests in current period, if there is no, then performs new override requests; If existed, then first judge the relation of the execution time of existing override requests and the generation time of new override requests, as shown in Figure 6, concrete steps are:

If have override requests in control center's current period, and the generation time of new override requests is less than the existing override requests execution start time, the preferential proficiency assessment model then proposed according to the present invention judges the priority level of the override requests in the new override requests that produces and current period, the override requests that execution priority is not high.And assessment models considers the factor that trunk roads flow is comparatively large, vehicle is more simultaneously, be specially:

(1), compared with early breaking with red light, only need do less adjustment to initialize signal timing scheme when adopting green light to extend strategy and just can meet the demands.So under square one, prioritizing selection green light extends strategy, therefore the expression formula RH that is greater than 1 is multiplied by the request extending the public transit vehicle of preference strategy for application signal green light.

(2) to consider on trunk roads that flow is comparatively large, public bus network and vehicle more, therefore, the public traffic in priority request on trunk roads will be multiplied by the expression formula PS that is greater than 1.

(3) the preferential proficiency assessment model of the many override requests of the many public transit vehicles of multi-line is as follows:

$P(i,m)=\underset{k=1}{\overset{k=n}{\mathrm{\&Sigma;}}}\mathrm{TTD}(i,k)\&CenterDot;\mathrm{RH}(i,k)\&CenterDot;\mathrm{PS}(i,k)---\left(15\right)$

TTD(i,k)＝T _current(i,k)-T _schedule(i,k) (16)

RH(i,k)＝1+α·δ(i,k) (17)

PS(i,k)＝1+β·γ(i,k) (18)

Wherein, P (i, m)---apply for the preferential level of all public transit vehicles of preference strategy m in the i-th phase place;

K---apply for the public transit vehicle of preference strategy m in the i-th phase place;

N---apply for the summation of the public transit vehicle of preference strategy m in the i-th phase place;

α---preference strategy weight coefficient;

β---category of roads weight coefficient;

(4) judge according to preferential proficiency assessment model the preferential level sending multiple priority requisition, give the high public bus network of preferential level and public transit vehicle with right-of-way, this addresses the problem the collision problem of multiple override requests.

If have override requests in control center's current period, and the generation time of new override requests is greater than start time the end time of being less than that existing override requests performs, then refusal performs new override requests;

If have override requests in control center's current period, and the generation time of new override requests is greater than the existing override requests execution end time, then perform new override requests.

Finally, the public transit vehicle corresponding to the override requests be performed carries out speed regulation, and concrete steps are as follows:

If public transit vehicle time of arrival window lower limit passing through time window in scope, now the travel speed of public transit vehicle should be maximum travelling speed.

If public transit vehicle time of arrival window upper limit Waend passing through time window in scope, should as the upper limit by time window, now the travel speed of public transit vehicle should be

$v=\frac{L}{W_p^{\mathrm{sta}}+\mathrm{nC}-T_0}---\left(19\right)$

Otherwise public transit vehicle will keep original speeds.

This ensure that preferential smooth enforcement, the inventive method achieves the coordinated operation of crossing's multi-line many public transit vehicles override requests conflict, improves the traffic efficiency of crossing.

More than describe the preferred embodiment of the present invention in detail; but the present invention is not limited to the detail in above-mentioned embodiment, within the scope of technical conceive of the present invention; can carry out multiple equivalents to technical scheme of the present invention, these equivalents all belong to protection scope of the present invention.

Claims (8)

1. a crossing multi-line public transport vehicle override requests conflict coordination control method, is characterized in that, comprise the following steps:

1) travel time detector and magnitude of traffic flow detecting device is laid;

2) utilize described step 1) in the data that detect, calculate window time of arrival that Travel Time for Public Transport Vehicles incurs loss through delay TTD, public transit vehicle public transit vehicle pass through time window it is that public transit vehicle arrives the real time of stroke detector and the difference of theoretical time, window time of arrival of described public transit vehicle that the journey time of described public transit vehicle incurs loss through delay TTD lower limit for bus is with the time of maximal rate arrival stop line, the upper limit for bus arrives time of stop line with minimum speed, described public transit vehicle pass through time window lower limit for the maximum red light early break time of the current phase place in crossing, the upper limit the maximum green extension of phase place residing for bus.

3) according to described Travel Time for Public Transport Vehicles incur loss through delay TTD, described public transit vehicle pass through time window whether request signal is preferential to judge public transit vehicle with the relation of green light closing time of bus place phase place, if request, enters step 4);

4) arrive the kind of stop line time and the green light initial time of bus place phase place and the relation determination override requests application preference strategy of closing time according to public transit vehicle, enter step 5);

5) judge whether the precession time of described preference strategy meets the restriction of minimum green time and maximum precession time, satisfied then enter step 6);

6) judge whether override requests has preferential benefit, is, produce new override requests, enter step 7);

7) control center judges whether current period exists override requests, if do not exist, then performs described step 6) the middle new override requests produced, enter step 9), if exist, then enter step 8);

8) control center contrasts the execution time of the generation time of new override requests and the override requests of current period existence, determines in both execution, enter step 9 according to comparing result);

9) speed regulation is carried out to the public transit vehicle being performed override requests.

2., according to crossing according to claim 1 multi-line public transport vehicle override requests conflict coordination control method, it is characterized in that, described step 1) in the paving mode of detecting device be:

Flow detector is all laid in all tracks to trunk roads, only on public transportation lane, lay travel time detector, and travel time detector and flow detector is all wanted in all tracks of branch road;

Stroke detector is laid in the upstream of distance stop line certain distance;

Flow detector is laid in the upstream of distance stroke detector certain distance.

3., according to crossing according to claim 1 multi-line public transport vehicle override requests conflict coordination control method, it is characterized in that, described step 3) in determine whether that the preferential concrete steps of request signal are:

If described bus journey time incurs loss through delay TTD, the very little bus that makes can in described green light closing time by crossing, then request signal is not preferential;

Make bus to exceed described green light closing time time of arrival if the journey time of described bus incurs loss through delay TTD, but time window can be passed through at described public transit vehicle by crossing in scope, then request signal is preferential;

If what the journey time of described public transit vehicle incured loss through delay that TTD makes bus to exceed described public transit vehicle time of arrival passes through time window scope, then request signal is not preferential.

4., according to crossing according to claim 1 multi-line public transport vehicle override requests conflict coordination control method, it is characterized in that, described step 4) in preference strategy comprise red light early disconnected strategy and green light prolongation, determine that the concrete steps of preference strategy are:

If the i-th phase place public transit vehicle arrives the time of stop line in the i-th-1 phase place red light the most very early in the morning break time allowed band, then apply for the i-th-1 phase place red light early disconnected strategy;

If the i-th phase place public transit vehicle arrives the time of stop line in the i-th phase place green light maximum extension allowed band, then apply for that the green light of the i-th phase place extends strategy.

5. according to crossing according to claim 1 multi-line public transport vehicle override requests conflict coordination control method, it is characterized in that, described step 5) in minimum green time to meet pedestrains safety and cross street requirement, described maximum precession time to meet do not cause non-preferential phase place to occur oversaturated condition limits.

6. according to crossing according to claim 1 multi-line public transport vehicle override requests conflict coordination control method, it is characterized in that, described step 6) in preferential benefit refer to the time saved after override requests performs be greater than override requests perform after to the delay that brings of non-preferential phase place vehicle.

7., according to crossing according to claim 1 multi-line public transport vehicle override requests conflict coordination control method, it is characterized in that, described step 8) concrete steps be:

If have preferential phase place in control center's current period, and the override requests that the generation time of new override requests is less than in current period performs the start time, preferential proficiency assessment model is then utilized to judge the priority level of the override requests in new override requests and current period, the override requests that execution priority is not high, the concrete formula of described preferential proficiency assessment model is as follows:

TTD(i,k)＝T _current(i,k)-T _schedule(i,k)

RH(i,k)＝1+α·δ(i,k)

PS(i,k)＝1+β·γ(i,k)

Wherein, P (i, m)---apply for the preferential level of all public transit vehicles of preference strategy m in the i-th phase place;

K---apply for the public transit vehicle of preference strategy m in the i-th phase place;

N---apply for the summation of the public transit vehicle of preference strategy m in the i-th phase place;

α---preference strategy weight coefficient;

β---category of roads weight coefficient;

If have override requests in control center's current period, and the generation time of described new override requests is greater than the start time of the override requests execution in described current period and is less than the execution end time, then refusal performs new override requests;

If have override requests in control center's current period, and the override requests that the generation time of described new override requests is greater than in described current period performs the end time, then perform new override requests.

8., according to crossing according to claim 1 multi-line public transport vehicle override requests conflict coordination control method, it is characterized in that, described step 9) medium velocity regulation and control concrete steps be:

If described public transit vehicle arrive stop line time of arrival window lower limit at described public transit vehicle by within the scope of time window, then the travel speed of public transit vehicle is maximum travelling speed;

If described public transit vehicle arrive stop line time of arrival window the upper limit at described public transit vehicle by within the scope of time window, then the travel speed v of public transit vehicle is:

In formula,

---the upper limit by time window of public transit vehicle;

C---Cycle Length, s;

The phase place number of n---one-period;

L---surveyed area length, m;

V _max---the maximum speed of operation of public transit vehicle, m/s;

T ₀---surveyed area terminal to the time of stop line, s;

V _min---the minimum speed of operation of public transit vehicle, m/s;

Otherwise public transit vehicle keeps original speeds.