CA2557760A1 - Efficient method for traffic signal priority - Google Patents
Efficient method for traffic signal priority Download PDFInfo
- Publication number
- CA2557760A1 CA2557760A1 CA002557760A CA2557760A CA2557760A1 CA 2557760 A1 CA2557760 A1 CA 2557760A1 CA 002557760 A CA002557760 A CA 002557760A CA 2557760 A CA2557760 A CA 2557760A CA 2557760 A1 CA2557760 A1 CA 2557760A1
- Authority
- CA
- Canada
- Prior art keywords
- traffic
- vehicle
- network
- data
- signal priority
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- 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
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/02—Services making use of location information
- H04W4/029—Location-based management or tracking services
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L12/00—Data switching networks
- H04L12/02—Details
- H04L12/10—Current supply arrangements
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L43/00—Arrangements for monitoring or testing data switching networks
- H04L43/10—Active monitoring, e.g. heartbeat, ping or trace-route
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L47/00—Traffic control in data switching networks
- H04L47/10—Flow control; Congestion control
- H04L47/24—Traffic characterised by specific attributes, e.g. priority or QoS
- H04L47/2425—Traffic characterised by specific attributes, e.g. priority or QoS for supporting services specification, e.g. SLA
- H04L47/2433—Allocation of priorities to traffic types
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L47/00—Traffic control in data switching networks
- H04L47/10—Flow control; Congestion control
- H04L47/24—Traffic characterised by specific attributes, e.g. priority or QoS
- H04L47/245—Traffic characterised by specific attributes, e.g. priority or QoS using preemption
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/01—Protocols
- H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/50—Network services
- H04L67/52—Network services specially adapted for the location of the user terminal
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W28/00—Network traffic management; Network resource management
- H04W28/02—Traffic management, e.g. flow control or congestion control
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/02—Services making use of location information
Landscapes
- Engineering & Computer Science (AREA)
- Computer Networks & Wireless Communication (AREA)
- Signal Processing (AREA)
- General Health & Medical Sciences (AREA)
- Health & Medical Sciences (AREA)
- Medical Informatics (AREA)
- Computing Systems (AREA)
- Business, Economics & Management (AREA)
- Emergency Management (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Cardiology (AREA)
- Traffic Control Systems (AREA)
Abstract
A Network managed Traffic Signal Priority / Pre-Emption system that deploys precision GPS and Dead reckoning inputs on a vehicle to evaluate the location of vehicles requiring preferential access through an traffic intersection. The system utilizes a secure wireless network for communications between components being fixed, mobile and portable that can be located anywhere within communication reach of the wide area outdoor dedicated wireless cloud.
Description
Efficient Method for Traffic Signal Priority Background of the Invention 1. Field of the Invention This invention relates to a system of vehicle location and communication apparatus used for effecting control of Traffic Signals.
2. Description of the Related Art Systems of Traffic signal priority provide preferred access to signalised intersections. The purpose is to improve the efficiency of moving goods, people and services.
Over years of Traffic Control System development the emphasis of applications has been to effect control on traffic intersection signals to allow a priority of access through an intersection for Railroad, Emergency, Transit, Commercial, Passenger vehicles, Pedestrians and other Roadway users in more or less that order. It is common for equipment designed for Emergency Signal Pre-emption to be applied to Transit Signal Priority with limited success due to the differing requirements and functionality of such systems.
Systems evolved that provided for direct detection of the location of the vehicle on approach to a traffic intersection in the form of physical roadway devices such as loops, proximity detectors, metal detectors, and wayside devices in the form of Infrared, Microwave, Ultrasonic and Video presence detectors.
Subsequent developments included onboard intelligent vehicle location systems using Global Positioning Systems (GPS) and other 35 satellite based geo-location systems for the input of longitude and latitude positioning data. However these systems traditionally are limited to updates of position once every second which affects the precision of the vehicle tracking accuracy. Prior art systems also lack the ability to predict effective time of arrival at intersections due to transit schedules based 40 upon arrivals at bus stops rather than at traffic intersections. Traffic intersection signal layout and design is undertaken independently of transit vehicle bus stop locations. Bus stops are positioned for commuter safety, convenience and effective minimal impact on the flow of bulk traffic through city and urban thoroughfares.
Prior art systems further are unable to manage the requests for priority when a transit vehicle services a near side stop. In this situation a need exists to determine that the vehicle while in range of a traffic signal does not need priority until it is ready to depart through the intersection.
Traditional Emergency pre-emption systems adapted to Transit Priority use assume that the vehicle normally does not stop close to, on the approach to or in the traffic intersection.
Vehicles have been equipped with systems to compare their location with predetermined route tables with for example Bus Stop locations and used to determine the need for effecting Traffic Signal controls. These tables however do not take the location of the traffic intersection into account and thus at best offer disjointed system co-ordination for route management.
Over years of Traffic Control System development the emphasis of applications has been to effect control on traffic intersection signals to allow a priority of access through an intersection for Railroad, Emergency, Transit, Commercial, Passenger vehicles, Pedestrians and other Roadway users in more or less that order. It is common for equipment designed for Emergency Signal Pre-emption to be applied to Transit Signal Priority with limited success due to the differing requirements and functionality of such systems.
Systems evolved that provided for direct detection of the location of the vehicle on approach to a traffic intersection in the form of physical roadway devices such as loops, proximity detectors, metal detectors, and wayside devices in the form of Infrared, Microwave, Ultrasonic and Video presence detectors.
Subsequent developments included onboard intelligent vehicle location systems using Global Positioning Systems (GPS) and other 35 satellite based geo-location systems for the input of longitude and latitude positioning data. However these systems traditionally are limited to updates of position once every second which affects the precision of the vehicle tracking accuracy. Prior art systems also lack the ability to predict effective time of arrival at intersections due to transit schedules based 40 upon arrivals at bus stops rather than at traffic intersections. Traffic intersection signal layout and design is undertaken independently of transit vehicle bus stop locations. Bus stops are positioned for commuter safety, convenience and effective minimal impact on the flow of bulk traffic through city and urban thoroughfares.
Prior art systems further are unable to manage the requests for priority when a transit vehicle services a near side stop. In this situation a need exists to determine that the vehicle while in range of a traffic signal does not need priority until it is ready to depart through the intersection.
Traditional Emergency pre-emption systems adapted to Transit Priority use assume that the vehicle normally does not stop close to, on the approach to or in the traffic intersection.
Vehicles have been equipped with systems to compare their location with predetermined route tables with for example Bus Stop locations and used to determine the need for effecting Traffic Signal controls. These tables however do not take the location of the traffic intersection into account and thus at best offer disjointed system co-ordination for route management.
60 Vehicle based equipment was further developed to communicate the need for Traffic Signal control to remote equipment located at the Traffic Signal controller located at the traffic intersection. The technique used in prior art systems employ point-to-point communication systems which incur complexity in separating signals emanating from a vehicle while 65 being received simultaneously at multiple intersections located along an open stretch of roadway. This is further aggravated by line-of-sight technologies which require repeaters of the vehicle signal where bends, curves and natural obstacles in a typical roadway obscure the vehicle signal from reaching the target intersection Traffic Signal Control 70 equipment.
Intersection equipment has also been developed to receive the requests for affecting Traffic Signal control and transfer the signal to the Traffic Signal Control equipment some of which has local position 75 awareness detection equipment in the form of local GPS receivers due to complexities introduced by the uncertainty of which vehicle is communicating with which intersection Traffic Signal controller.
Prior art systems are application specific and provide local recording 80 of Priority and Pre-emption activity records with little or no remote access to the data, performance or information relating to the operational status of the equipment.
Prior art system do not allow for the effective and cost efficient use 85 of the communication platform created for the purpose of diverse applications requiring the communication of streaming data between multiple moving vehicles (vehicle to vehicle) and vehicle to fixed location service providers This invention provides the means of optimizing the vehicle locating systems and ensuring effective Transit Signal Priority for any type of roadway user in such a way that all devices forming a part of the system are interconnected by means of a wireless network and thus enabling 95 continuous and dynamic management of the system or its individual components via the network at any time and independent upon the location of the components within the system.
The subject invention discloses the method of producing a cost effective method of delivering TSP while at the same time delivering wireless 100 broadband connectivity in areas where a demand for such services exist.
DETAILED DESCRIPTION OF THE INVENTION
The preferred embodiment of the system comprises the following components:
105 1) Onboard vehicle tracking system - Priority Request Generator (PRG) 2) The roadside receiving equipment - Priority Request Server (PRS) 3) Communications layer equipment - (COMNET) 110 4) Network Element Management Server (NEMS) 1. Priority Request Generator (PRG) The PRG is an integrated module that includes these elements:
- CPU - Central processing unit 115 - Data structure of fixed and or dynamic co-ordinates of route and intersection locations - Input and Output interfaces - Power conditioning circuits - RF antenna connectors The PRG monitors data from a GPS source and combines this with Accelerometer data and Odometer input for the purpose of inertial navigation to derive a location solution with or without GPS signal reception and to augment the accuracy of Vehicle position.
Using additional software algorithms the PRG determines the precise location of a moving vehicle in between the sequential GPS update co-ordinates.
The PRG determines whether the vehicle has crossed over a boundary 130 (GEOFENCETM) determined by the data stored for the dedicated route or based upon the location, heading and history of the vehicle using a proprietary technique. (SmartRouteTM) The PRG maintains logs of the system activity and levels of system 135 performance.
Interfaces to external systems are provided to integrate external vehicle monitoring systems into the PRG. These signals may be in the form of Passenger counter data, Next Stop/Intersection, On-line, live and or 140 recorded Driver Security CCTV, Multimedia Advanced Traveller Information Systems (ATIS), mobile advertising, broadband mobile network services.
2. Priority Request Server (PRS) 145 The PRS provides a single modular device for receiving the wireless requests for affecting traffic signal control and routing these to the Traffic Signal Controller The PRS resolves multiple simultaneous vehicle priority levels using one or a combination of the following methods:
150 - Lateness of arrival based upon routes schedules or headway time to previous vehicle - Level of requirement for priority depending upon extent of lateness - First come first served - Always ON
- Passenger loading The PRS maintains logs of all data, performance and quality of signal information Interfaces to external systems are provided to integrate external 160 monitoring systems into the PRS. These signals may be used to remotely access data from the TSC for Traffic Signal plan monitoring or for data transfer to and from the TSC. The PRS can further be used as a communication port to channel data to and from other devices such as vehicle counters, CCTV, message boards and other systems requiring high-165 speed data transfer.
- / -3. Communications layer equipment - (COMNET) A network of wireless access points are located along the traffic corridor to ensure that the PRS and PRG units within the 'cloud' can communicate with one another.
170 The network is designed around standard wireless communication protocol equipment and systems to allow for future upgrading of the components of the system over time as technology evolves.
Connection of the communication system to the wider Internet is provided by backhaul services at one or more of the network access points along the 175 traffic corridor.
4. Network Element Management Server (NEMS) All the components of such a system whether mobile or stationary, have access to the wireless network. This further allows for users to access, 180 monitor and control each and every hardware unit in the networked system.
The management of the operation and performance of each of these devices is controlled by an application program. The program itself resides on a network connected computer system, which maintains the database 185 relating to the controlled and monitored mobile (PRG) and fixed location (PRS) equipment.
Access to the use, monitoring and modification of the database and the routing of data transferred through the provided network is managed by authorised system operators of the NEMS program.
BRIEF DESCRIPTION OF THE DRAWINGS
- O -The drawings attached illustrate specific embodiments of the invention, but which should not be construed as restricting the spirit or scope of the invention in any way are:
195 Fig 1 is a schematic view of the PRG system Fig 2 is a schematic view of the PRS system Fig 3 shows a typical wireless router installation DETAILED DESCRIPTION
200 Functions of the PRG (1) The PRG (1) powers up using a dedicated Power Supply (2) to eliminate vehicle Alternator/Generator/Battery noise and activates a Power on self test (POST) process which tests the interface between the system network 205 controller and the vehicle born equipment in the form of a Gyro (9), Odometer (10) and GPS receiver module (11).
A Status Indicator (4) changes color and flashes to indicate the state of the system during the start-up and functioning modes of operation.
The PRG (1) attempts to establish communication by searching for a 210 nearby accessible network (6) made up of a Mesh Network of interconnected wireless router nodes (7). When a suitable network signal is located the PRG will associate with the wireless router and establish a connection at the most appropriate data transfer speed based upon the established quality of the connection.
215 Vehicle and other bit stream data can be collected by dedicated wiring of signals to the PRG or by accessing the vehicle data communication bus via a standard interface connection in the form of but not limited to Wireless sensor and short range communication systems, RS232, RS485, J1709, Ethernet, USB or others as technology develops.(14) 220 Communication between the PRG and the remote Element Management Server (8) evaluates the status of the PRG and if required will update any software to which changes or tagged updates are required.
While the vehicle is mobile the precise position and motion solution is derived using a precision dead-reckoning system made up of the Gyro (9), 225 Odometer (10) and GPS receiver module (11) for computation of the approach and crossing over a boundary related to an intersection (12) for which data is stored in an XML table format.
When approaching a traffic intersection the PRG will initiate a signal to the PRS over the communications medium as well as log and record the 230 event in a sequentially numbered manner.
When the vehicle crosses the dynamically determined boundary the PRG
will initiate a Priority Request (PR) signal to the Traffic Signal Controller (TSC) (13) to generate a TSP cycle An adaptive algorithm generates the PR at an appropriate distance or 235 time frame from an intersection The requirement for priority is further prioritized to evaluate the call to the TSC with consideration of the determined service Priority Measure (PM) This determination is made by evaluating the presence of other vehicles in the proximity of the intersection, vehicle schedule, headway to 240 other vehicles, dynamic traveling time for the vehicle through the route, speed of approach to the intersection.
The PRG determines the next intersection on the route, which is further automatically detected and correlated with the vehicle position history.
The PRG will issue a PR CANCEL message in the event of the vehicle no 245 longer requiring the Priority Measure.
The PRG will issue a PR UPDATE to account for an unscheduled delay in the approach to the intersection after a PR is about to expire.
The PRG will issue a PR UPDATE message with a message type of CHECKOUT to complete the PR cycle 250 All generated activity and error messages and network communication sent via the network are sequentially tagged and logged The networked EMS will log all errors associated with internal processing or processing of interface devices. All devices on the networked will be enumerated and have assigned network addresses to enable the 255 identification of all PRG and PRS hardware in the network.
Authentication of the communication uses an encrypted shared key process and is designed to be enhanced as technology advances.
Either the point-in-rect method or boundary crossing method for location identification can be utilized 260 The message flow between the PRS and PRG could be NTCIP compliant using Simple Network Management Protocols The PRG is self-monitoring in terms of application state to determine the need at any time to update its operational firmware and or correct any malfunction.
265 The PRG has capacity to log vehicle position for some optional period of distance or time Each communication packet from the PRG uses its unique identifier in the form of the vehicle ID (VIN number of the bus for example).
When the vehicle is parked at the end of its service a batch collection task 270 can be set to occur to transfer data to and from the EMS and the PRG
All system firmware on the PRG is able to be remotely accessed and uploaded using the wire less network.
Qualities of service measures are available using the wireless network management tools.
275 Secure configuration interfaces (21) are provided (serial, wired Ethernet, WiFi, USB) using industry standard protocols.
Functions of the PRS (15) The basic application described is for Traffic Signal Priority (TSP). In this 280 mode the PRS (15) communicates Priority Request signals to the Traffic Signal Controller (TSC) (24). These signals are generated by dedicated control lines to the input circuits of the TSC or by serialized intelligent communication signals using but not limited to standard signalling protocols in the form of Wireless point to point, RS232, RS485, Ethernet, 285 USB or others as technology solutions may develop.
The PRS (15) is designed to operate from a wide variety of power sources typically available at a Signalized Traffic Intersection. This can be in the form of a tap from a street light photocell (16), Line voltage supply from a secondary TSC circuit (17), a low voltage power source (18) from the TSC
290 or from a specialized power supply which derives its power from existing pedestrian Walk/Don't Walk signals (19).
The power up process performs a Self Test procedure of all interface systems and a Status Indicator (20) changes color and flashes to indicate the state of the system during the start-up and functioning modes of 295 operation.
The PRS monitors the network for priority requests (PR) from PRGs for a single intersection The PRS resolves the PR with respect to its level of priority measures (PM).
300 The PRS provides an authentication code for each transaction cycle with PRG
Provides priority request line outputs for each intersection approach and has the capacity to serialize such data for transmission via wireless point to point, RS232, RS485, Ethernet, USB or other to the TSC.
305 The PRS further can be used to access remotely data from the TSC for Traffic Signal plan monitoring or for data transfer to and from the TSC.
A PRS Log records priority service requests, cancels and grants The data from the PRS includes reference to its unique form of intersection (PRS) ID
310 Real-time clock synchronization is performed and GPS time is downloaded from the network.
The PRS firmware contains diagnostics to assist in the reporting, logging and resolution of any error Logs of all error conditions are stored in non-volatile memory space 315 Secure configuration interfaces (21) are provided (serial, wired Ethernet, WiFi, USB) using industry standard protocols.
Because of remoteness of the PRS installation the system provides for a watchdog process to ensure continuous functionality and application state monitoring The Wireless Network (6) A full coverage wireless network cloud (6) is established using outdoor wireless network assess points (Nodes) (7). These radios are further designed to be used as Gateways (23) where they connect the wireless 325 network to the wired Internet or to other networks using wired modem connections to existing service provides or using dedicated directional wireless links to such wired network connections.
Those skilled in the art will realize that many other modifications and 330 alterations may be made without departing from the broad scope of this invention.
Intersection equipment has also been developed to receive the requests for affecting Traffic Signal control and transfer the signal to the Traffic Signal Control equipment some of which has local position 75 awareness detection equipment in the form of local GPS receivers due to complexities introduced by the uncertainty of which vehicle is communicating with which intersection Traffic Signal controller.
Prior art systems are application specific and provide local recording 80 of Priority and Pre-emption activity records with little or no remote access to the data, performance or information relating to the operational status of the equipment.
Prior art system do not allow for the effective and cost efficient use 85 of the communication platform created for the purpose of diverse applications requiring the communication of streaming data between multiple moving vehicles (vehicle to vehicle) and vehicle to fixed location service providers This invention provides the means of optimizing the vehicle locating systems and ensuring effective Transit Signal Priority for any type of roadway user in such a way that all devices forming a part of the system are interconnected by means of a wireless network and thus enabling 95 continuous and dynamic management of the system or its individual components via the network at any time and independent upon the location of the components within the system.
The subject invention discloses the method of producing a cost effective method of delivering TSP while at the same time delivering wireless 100 broadband connectivity in areas where a demand for such services exist.
DETAILED DESCRIPTION OF THE INVENTION
The preferred embodiment of the system comprises the following components:
105 1) Onboard vehicle tracking system - Priority Request Generator (PRG) 2) The roadside receiving equipment - Priority Request Server (PRS) 3) Communications layer equipment - (COMNET) 110 4) Network Element Management Server (NEMS) 1. Priority Request Generator (PRG) The PRG is an integrated module that includes these elements:
- CPU - Central processing unit 115 - Data structure of fixed and or dynamic co-ordinates of route and intersection locations - Input and Output interfaces - Power conditioning circuits - RF antenna connectors The PRG monitors data from a GPS source and combines this with Accelerometer data and Odometer input for the purpose of inertial navigation to derive a location solution with or without GPS signal reception and to augment the accuracy of Vehicle position.
Using additional software algorithms the PRG determines the precise location of a moving vehicle in between the sequential GPS update co-ordinates.
The PRG determines whether the vehicle has crossed over a boundary 130 (GEOFENCETM) determined by the data stored for the dedicated route or based upon the location, heading and history of the vehicle using a proprietary technique. (SmartRouteTM) The PRG maintains logs of the system activity and levels of system 135 performance.
Interfaces to external systems are provided to integrate external vehicle monitoring systems into the PRG. These signals may be in the form of Passenger counter data, Next Stop/Intersection, On-line, live and or 140 recorded Driver Security CCTV, Multimedia Advanced Traveller Information Systems (ATIS), mobile advertising, broadband mobile network services.
2. Priority Request Server (PRS) 145 The PRS provides a single modular device for receiving the wireless requests for affecting traffic signal control and routing these to the Traffic Signal Controller The PRS resolves multiple simultaneous vehicle priority levels using one or a combination of the following methods:
150 - Lateness of arrival based upon routes schedules or headway time to previous vehicle - Level of requirement for priority depending upon extent of lateness - First come first served - Always ON
- Passenger loading The PRS maintains logs of all data, performance and quality of signal information Interfaces to external systems are provided to integrate external 160 monitoring systems into the PRS. These signals may be used to remotely access data from the TSC for Traffic Signal plan monitoring or for data transfer to and from the TSC. The PRS can further be used as a communication port to channel data to and from other devices such as vehicle counters, CCTV, message boards and other systems requiring high-165 speed data transfer.
- / -3. Communications layer equipment - (COMNET) A network of wireless access points are located along the traffic corridor to ensure that the PRS and PRG units within the 'cloud' can communicate with one another.
170 The network is designed around standard wireless communication protocol equipment and systems to allow for future upgrading of the components of the system over time as technology evolves.
Connection of the communication system to the wider Internet is provided by backhaul services at one or more of the network access points along the 175 traffic corridor.
4. Network Element Management Server (NEMS) All the components of such a system whether mobile or stationary, have access to the wireless network. This further allows for users to access, 180 monitor and control each and every hardware unit in the networked system.
The management of the operation and performance of each of these devices is controlled by an application program. The program itself resides on a network connected computer system, which maintains the database 185 relating to the controlled and monitored mobile (PRG) and fixed location (PRS) equipment.
Access to the use, monitoring and modification of the database and the routing of data transferred through the provided network is managed by authorised system operators of the NEMS program.
BRIEF DESCRIPTION OF THE DRAWINGS
- O -The drawings attached illustrate specific embodiments of the invention, but which should not be construed as restricting the spirit or scope of the invention in any way are:
195 Fig 1 is a schematic view of the PRG system Fig 2 is a schematic view of the PRS system Fig 3 shows a typical wireless router installation DETAILED DESCRIPTION
200 Functions of the PRG (1) The PRG (1) powers up using a dedicated Power Supply (2) to eliminate vehicle Alternator/Generator/Battery noise and activates a Power on self test (POST) process which tests the interface between the system network 205 controller and the vehicle born equipment in the form of a Gyro (9), Odometer (10) and GPS receiver module (11).
A Status Indicator (4) changes color and flashes to indicate the state of the system during the start-up and functioning modes of operation.
The PRG (1) attempts to establish communication by searching for a 210 nearby accessible network (6) made up of a Mesh Network of interconnected wireless router nodes (7). When a suitable network signal is located the PRG will associate with the wireless router and establish a connection at the most appropriate data transfer speed based upon the established quality of the connection.
215 Vehicle and other bit stream data can be collected by dedicated wiring of signals to the PRG or by accessing the vehicle data communication bus via a standard interface connection in the form of but not limited to Wireless sensor and short range communication systems, RS232, RS485, J1709, Ethernet, USB or others as technology develops.(14) 220 Communication between the PRG and the remote Element Management Server (8) evaluates the status of the PRG and if required will update any software to which changes or tagged updates are required.
While the vehicle is mobile the precise position and motion solution is derived using a precision dead-reckoning system made up of the Gyro (9), 225 Odometer (10) and GPS receiver module (11) for computation of the approach and crossing over a boundary related to an intersection (12) for which data is stored in an XML table format.
When approaching a traffic intersection the PRG will initiate a signal to the PRS over the communications medium as well as log and record the 230 event in a sequentially numbered manner.
When the vehicle crosses the dynamically determined boundary the PRG
will initiate a Priority Request (PR) signal to the Traffic Signal Controller (TSC) (13) to generate a TSP cycle An adaptive algorithm generates the PR at an appropriate distance or 235 time frame from an intersection The requirement for priority is further prioritized to evaluate the call to the TSC with consideration of the determined service Priority Measure (PM) This determination is made by evaluating the presence of other vehicles in the proximity of the intersection, vehicle schedule, headway to 240 other vehicles, dynamic traveling time for the vehicle through the route, speed of approach to the intersection.
The PRG determines the next intersection on the route, which is further automatically detected and correlated with the vehicle position history.
The PRG will issue a PR CANCEL message in the event of the vehicle no 245 longer requiring the Priority Measure.
The PRG will issue a PR UPDATE to account for an unscheduled delay in the approach to the intersection after a PR is about to expire.
The PRG will issue a PR UPDATE message with a message type of CHECKOUT to complete the PR cycle 250 All generated activity and error messages and network communication sent via the network are sequentially tagged and logged The networked EMS will log all errors associated with internal processing or processing of interface devices. All devices on the networked will be enumerated and have assigned network addresses to enable the 255 identification of all PRG and PRS hardware in the network.
Authentication of the communication uses an encrypted shared key process and is designed to be enhanced as technology advances.
Either the point-in-rect method or boundary crossing method for location identification can be utilized 260 The message flow between the PRS and PRG could be NTCIP compliant using Simple Network Management Protocols The PRG is self-monitoring in terms of application state to determine the need at any time to update its operational firmware and or correct any malfunction.
265 The PRG has capacity to log vehicle position for some optional period of distance or time Each communication packet from the PRG uses its unique identifier in the form of the vehicle ID (VIN number of the bus for example).
When the vehicle is parked at the end of its service a batch collection task 270 can be set to occur to transfer data to and from the EMS and the PRG
All system firmware on the PRG is able to be remotely accessed and uploaded using the wire less network.
Qualities of service measures are available using the wireless network management tools.
275 Secure configuration interfaces (21) are provided (serial, wired Ethernet, WiFi, USB) using industry standard protocols.
Functions of the PRS (15) The basic application described is for Traffic Signal Priority (TSP). In this 280 mode the PRS (15) communicates Priority Request signals to the Traffic Signal Controller (TSC) (24). These signals are generated by dedicated control lines to the input circuits of the TSC or by serialized intelligent communication signals using but not limited to standard signalling protocols in the form of Wireless point to point, RS232, RS485, Ethernet, 285 USB or others as technology solutions may develop.
The PRS (15) is designed to operate from a wide variety of power sources typically available at a Signalized Traffic Intersection. This can be in the form of a tap from a street light photocell (16), Line voltage supply from a secondary TSC circuit (17), a low voltage power source (18) from the TSC
290 or from a specialized power supply which derives its power from existing pedestrian Walk/Don't Walk signals (19).
The power up process performs a Self Test procedure of all interface systems and a Status Indicator (20) changes color and flashes to indicate the state of the system during the start-up and functioning modes of 295 operation.
The PRS monitors the network for priority requests (PR) from PRGs for a single intersection The PRS resolves the PR with respect to its level of priority measures (PM).
300 The PRS provides an authentication code for each transaction cycle with PRG
Provides priority request line outputs for each intersection approach and has the capacity to serialize such data for transmission via wireless point to point, RS232, RS485, Ethernet, USB or other to the TSC.
305 The PRS further can be used to access remotely data from the TSC for Traffic Signal plan monitoring or for data transfer to and from the TSC.
A PRS Log records priority service requests, cancels and grants The data from the PRS includes reference to its unique form of intersection (PRS) ID
310 Real-time clock synchronization is performed and GPS time is downloaded from the network.
The PRS firmware contains diagnostics to assist in the reporting, logging and resolution of any error Logs of all error conditions are stored in non-volatile memory space 315 Secure configuration interfaces (21) are provided (serial, wired Ethernet, WiFi, USB) using industry standard protocols.
Because of remoteness of the PRS installation the system provides for a watchdog process to ensure continuous functionality and application state monitoring The Wireless Network (6) A full coverage wireless network cloud (6) is established using outdoor wireless network assess points (Nodes) (7). These radios are further designed to be used as Gateways (23) where they connect the wireless 325 network to the wired Internet or to other networks using wired modem connections to existing service provides or using dedicated directional wireless links to such wired network connections.
Those skilled in the art will realize that many other modifications and 330 alterations may be made without departing from the broad scope of this invention.
Claims (11)
1. A networked system of communication nodes that all have continuous network connection between themselves for the purposes of providing Traffic Signal Priority control of Traffic Signals at Traffic Intersections and controlled Traffic signals and locations.
2. An element management system that dynamically performs the purpose of providing updated reference data for the Transit Signal Priority system.
3. A Network Management system that monitors and determines the status of all communication nodes for the purpose of maintaining a continuous quality of service level for the provision of Traffic Signal Priority.
4. A system of interconnected components that uses Traffic signalised intersection based interconnected equipment together with Mobile vehicle based interconnected equipment for the purposes of provision of other roaming data services requiring communication between fixed and mobile devices.
5. A system of detection of precise vehicle positions relative to the crossing of dynamic boundary locations (GeoFence .TM.) for the activation of location aware services for example but not limited to Traffic Signal Priority systems.
6. Correlation of the crossing over of boundaries defined in a table of references to the requirements for signal priority and the communication of such requirement to other equipment and systems connected through the network.
7. A system of delivering data in the form of audio and visual bit streams from one or many devices in the network to one or many other devices in the network dependent upon the location and relationship to boundary crossings as defined for the system.
8. A system capable of broadcasting audio or visual bit stream data for the purposes of emergency use and or public convenience using a system that continuously provides for Traffic Signal Priority.
9. A method for determining the dynamic detection point at which a vehicle will issue a Traffic Signal Priority request based upon sudden or gradual changes in traffic congestion, weather, lighting and other unpredictable patterns of vehicular traffic flow.
10. A system of Traffic data collection and analysis whereby users of this data can remotely access, accumulate and analyze such data by secure access to the network.
11. A system that automatically determines the vehicle route from the history of the vehicle position and thus interprets an applicable intersection table for the determined route of the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002557760A CA2557760A1 (en) | 2006-08-16 | 2006-08-16 | Efficient method for traffic signal priority |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002557760A CA2557760A1 (en) | 2006-08-16 | 2006-08-16 | Efficient method for traffic signal priority |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2557760A1 true CA2557760A1 (en) | 2008-02-16 |
Family
ID=39091928
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002557760A Abandoned CA2557760A1 (en) | 2006-08-16 | 2006-08-16 | Efficient method for traffic signal priority |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2557760A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103473939A (en) * | 2013-10-09 | 2013-12-25 | 招商局重庆交通科研设计院有限公司 | Road signal control method and system |
| US10410516B1 (en) | 2018-05-24 | 2019-09-10 | Veoneer Us, Inc. | Systems and methods for vehicle geofencing management |
| CN111263685A (en) * | 2017-10-30 | 2020-06-09 | 瑞典爱立信有限公司 | Robot method and system |
-
2006
- 2006-08-16 CA CA002557760A patent/CA2557760A1/en not_active Abandoned
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103473939A (en) * | 2013-10-09 | 2013-12-25 | 招商局重庆交通科研设计院有限公司 | Road signal control method and system |
| CN103473939B (en) * | 2013-10-09 | 2016-07-27 | 招商局重庆交通科研设计院有限公司 | A kind of road signal control method and system |
| CN111263685A (en) * | 2017-10-30 | 2020-06-09 | 瑞典爱立信有限公司 | Robot method and system |
| CN111263685B (en) * | 2017-10-30 | 2023-09-15 | 瑞典爱立信有限公司 | Robot method and system |
| US10410516B1 (en) | 2018-05-24 | 2019-09-10 | Veoneer Us, Inc. | Systems and methods for vehicle geofencing management |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US11669653B2 (en) | Simulated vehicle traffic for autonomous vehicles | |
| US7868783B2 (en) | Cellular-based preemption system | |
| US9171459B2 (en) | Traffic monitoring and notification system and associated methods | |
| US8830085B2 (en) | Monitoring traffic signal preemption | |
| CN1892721B (en) | GPS-based traffic monitoring system | |
| US7098806B2 (en) | Traffic preemption system | |
| US9741248B2 (en) | System and method for traffic management using lighting networks | |
| CN109118764A (en) | A kind of car networking communication system based on ZigBee | |
| US20160055745A1 (en) | Method and Device for Communication Between Road Users and/or Pedestrians and a Traffic Infrastructure on the Basis of an Ad-Hoc Wireless Motor Vehicle Communications System for Traffic Control | |
| KR20170002640A (en) | Managing transit signal priority(tsp) requests | |
| US9799221B2 (en) | Trip determination for managing transit vehicle schedules | |
| CN107421554A (en) | Guidance path determines method, apparatus, mobile unit and storage medium | |
| JP2020510941A (en) | Highway system for connected self-driving car and method using the same | |
| Hounsell et al. | AVL based bus priority at traffic signals: a review and case study of architectures | |
| CA2557760A1 (en) | Efficient method for traffic signal priority | |
| Mohandass et al. | IoT Based Traffic Management System for Emergency Vehicles | |
| WO2007022134A2 (en) | Cellular-based preemption system | |
| KR101081426B1 (en) | Uses a both direction communication information integrated management system | |
| WO2020105033A1 (en) | Method, computer program product and system for traffic preemption | |
| US20080303694A1 (en) | Traffic control system employing location based services | |
| GB2425211A (en) | Bus arrival time estimation system and method | |
| RU116259U1 (en) | GLONASS / GPS SATELLITE TELEMATIC COMPLEX USING Inmarsat D + / GPRS COMMUNICATION CHANNELS | |
| KR100547623B1 (en) | Precise positioning device and method using location information of radio frequency recognition system | |
| JP3795752B2 (en) | Traffic guidance system | |
| KR102540703B1 (en) | Indoor and outdoor continuous positioning switching device including domain and actor |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |