The setting of bus rapid transit (BRT) dedicated lanes at intersections and the priority of BRT fixed signals lead to a decrease in road utilization rate, an increase in CO₂ emission, and the deceleration of vehicles at intersections during peak hours. To address these issues, four BRT control strategies for intersections were proposed by changing BRT dedicated lanes into intermittent ones and controlling BRT active signal priority. The study focused on intersections implementing median-road BRT dedicated lanes. Based on the simulation of urban mobility (SUMO) software and its secondary development interface, this study succeeded in simulating four control strategies by using Python programming language. Through simulation experiments, the implementation effects of various strategies were compared when the total traffic volume Q at the intersections was in different values. The findings indicate that: ① When Q is in the low traffic volume range of 0?2 400 veh/h, the strategy of not opening the dedicated lane and not enabling signal priority has the best effect. ② When Q is in the medium traffic volume range of 2 400?4 800 veh/h, the strategy of opening the dedicated lane but not enabling signal priority has the best effect. ③ When Q is in the high traffic volume range of 4 800?7 200 veh/h, the strategy of opening the dedicated lane and enabling signal priority has the best effect. The study clearly defines the applicable flow range for different BRT control strategies.