DE102010048675A1 - Method for prognosticating phase transitions into traffic jam phases on traffic route system traveled by vehicles, involves determining phase zone of traffic jam phases depending on number of phase transition parameters - Google Patents

Abstract

The method involves determining of number of phase transition parameters, which characterizes a phase transition of traffic jam phases regarding a kind of phase transition, a place of the phase transition and a time of the phase transition. A phase zone of the traffic jam phases is determined depending on the number of phase transition parameters. A temporal, spatial extent of the phase zone and temporal, spatial movement of the phase zone are determined depending on the phase transition parameters. An independent claim is also included for a traffic control system for determining traffic jam phases on a traffic route system.

Description

The invention relates to a method for predicting phase transitions at mutually transient staging phases on a traffic route system used by vehicles, with determination of a multiplicity of phase transition quantities, wherein each of the phase transition quantities comprises a phase transition of the staging phases with regard to a type of phase transition, a location of the phase transition and a time of the phase transition features.

Predicting stagnation phases is known. These can, for example, be divided into different classes, such as free travel for sections of the traffic route system in which the vehicles themselves can predominantly determine their speed, synchronized traffic for sections of the traffic route system that are driven by the vehicles in such a way that they travel at a certain speed one behind the other must, so each individual vehicles have to direct their speed to previous vehicles and wider moving traffic jam for sections of the traffic route system on which such a dense traffic prevails that locomotion only below a certain limit speed are possible, alternating with phases of absolute standstill of individual vehicles , It is known to determine the beginning of a moving wide traffic jam and / or a synchronized traffic as so-called traffic jam front. From an unpublished application of the same applicant with the internal file reference P818761 / DE / 1 a method for the forecasting of traffic jams based on vehicle-related traffic information is known. It is determined from transmitted vehicle-related information with different time stamps and associated location coordinates a mean propagation speed of a traffic jam and created on the basis of the determined propagation speed of a traffic jam a prognosis regarding their local situation for a later date.

The object of the invention is to enable an improved prognostication of phase transitions at mutually transient stoppage phases on a traffic route system used by vehicles, in particular to enable the best possible prognosis by means of a multiplicity of phase transition variables.

The object is to provide a method for predicting phase transitions at staggering stoppages on a traffic route traveled by vehicles, determining a plurality of phase transitions, wherein each of the phase transitions is a phase transition of the staging phases in terms of a type of phase transition, a location of the phase transition and a time of the phase transition Phase transition characterized by determining a phase zone of the stagnation phases as a function of the plurality of phase transition magnitudes dissolved. Advantageously, not only a possibly existing beginning of a stagnation phase of the traffic route system can be predicted. In contrast, a phase zone, in particular representable on a path / time diagram, can be advantageously determined over which the corresponding stagnation phase extends. Advantageously, thereby not only a start of a traffic jam for an individual vehicle but also an end to the traffic jam can be better predicted.

In one embodiment of the method, determining the plurality of phase transition quantities by means of at least two of the vehicles is provided. The vehicles may advantageously have corresponding devices for detecting phase transitions of the stagnation phases present on the traffic route system. Advantageously, such a temporal and spatial grid of individual phase transition quantities can be determined by means of the at least two vehicles. Advantageously, data collected in this way can extend spatially and temporally over the entire traffic route system, whereby advantageously an exact determination of the phase zones is possible. The plurality of phase transition quantities, which is determined by means of the at least two vehicles, can be made available to the vehicles in different ways, for example by means of a so-called vehicle-to-vehicle communication. Alternatively and / or additionally, however, the communication can also take place via a traffic infrastructure and / or a central server structure, the communication from vehicle to vehicle taking place indirectly via the structure, for example the central server.

In a further embodiment of the method, a determination of a temporal, spatial extent of the phase zone as a function of the phase transition quantities is provided. The phase zone characterizes at least approximately a corresponding stagnation phase, which can be represented in particular in the path / time diagram. Advantageously, the phase zone can be determined or approximated as a function of the individual phase transition variable.

In a further embodiment of the method, determining a temporal, spatial movement of the phase transitions as a function of the phase transition quantities and determining and outputting congestion information as a function of the temporal, spatial movement and / or the temporal spatial extent are provided. Under a congestion information can in particular a Staufrontenwarnung, wherein reaching the traffic jam corresponds to a phase transition to a jammed phase, a jam length, a travel time extension due to congestion, a predicted leaving a jam, so a jam end, a predicted trajectory of a vehicle and / or the like understood. Advantageously, a useful information for drivers of the vehicles, for example, to avoid accidents when hitting a jam end and / or the like are issued.

In another embodiment of the method, spatially widening two successive phase transitions of a first of the vehicles to a first environment of a first trajectory of the first of the vehicles between the phase transition magnitudes, spatially widening two successive phase transition magnitudes of a second of the vehicles to a second environment a second trajectory of the second of the vehicles between the phase transition magnitudes and delimiting the phase zone by connecting the phase transition magnitudes if the first environment and the second environment overlap. Advantageously, if the first environment and the second environment overlap, there are a total of four phase transition quantities that can be combined into a quadrilateral in the path / time diagram. Advantageously, by means of the surroundings of the trajectories of the first and the second of the vehicles and their intersection, it can be determined whether they are close enough to each other at a temporal and spatial distance, so that their determined phase transition variables characterize a coherent stagnation phase with a high probability. Advantageously, this stagnation phase can be approximated or marked by means of the quadrangular phase zone.

In a further embodiment of the method, determining a blocking front of the phase zone by connecting two rectified phase transition quantities of two different vehicles of the vehicles, specifying a temporal, spatial maximum distance for the two rectified phase transition quantities and connecting the two rectified phase transition quantities only if this is the maximum distance fall below, provided. The term "phase rectified rectified variables" can be understood to mean those phase transition quantities which have the same transition direction from one stagnation phase to another stagnation phase, that is to say, for example, indicate an entry from a non-retained section into a jammed section with the same classification. Advantageously, it can be checked whether the two different phase transition quantities are temporally, spatially relatively close to each other, that is, below the maximum distance. From this it can be concluded favorably that there are two phase transition quantities of a uniform traffic jam front. Advantageously, as a result of repeated joining together of two phase transition variables in each case, the entire blocking front can be determined.

In another embodiment of the method, determining the jam front for a first phase transition class to enter one of the jam phases, analogously determining a further jam front for a second phase transition class to exit the one of the jam phases and determining the phase zone as one between the jam front and provided the further storage area lying area. Advantageously, the information can be obtained via the traffic jam that there is a uniform stagnation phase between them, for example a synchronized traffic and / or a moving, wide traffic jam. From this knowledge, the phase zone can be determined and assigned the corresponding jam type.

The object is also achieved in a traffic control system for determining Staufronten and / or stagnation phases on a busy traffic vehicles system. The traffic control system is set up, designed and / or constructed to carry out a method described above. This results in the advantages described above.

The object is finally achieved in a motor vehicle, set up, designed and / or designed to carry out a previously described method. This results in the advantages described above.

Further advantages, features and details will become apparent from the following description in which - where appropriate, with reference to the drawings - at least one embodiment is described in detail. Described and / or illustrated features form the subject of the invention, or independently of the claims, either alone or in any meaningful combination, and in particular may additionally be the subject of one or more separate applications. The same, similar and / or functionally identical parts are provided with the same reference numerals. Show it:

1 a trajectory of a vehicle in a path / time diagram;

2 this in 1 shown graph with a total of four trajectories, with additional stowage phases are shown;

3 this in 2 shown diagram, wherein state transitions are marked along the vehicle trajectories;

4 this in 3 shown graph, with only the state transitions are shown;

5 this in 4 shown graph, wherein the state transitions represent vertices of two polygons to determine two phase zones, the in 2 approximating the stagnation phases shown;

6 this in 5 shown graph, wherein the state transitions are not shown, only the resulting phase zones are drawn;

7 a path / time diagram analogous to the representations of 1 to 6 in which a total of three trajectories of three different vehicles are partially shown, each partially represented trajectory being provided with a spatial environment;

8th a path / time diagram analogous to the representations of 1 to 7 in contrast, wherein a chain-linked as a polygon Staufront is represented over a plurality of state transitions, wherein the individual state transitions are concatenated so that they have a maximum distance lying spatially, temporally;

9 - 20 in each case a path / time diagram analogous to the preceding one 1 to 8th , where multiply analogous to the representation of 8th determining a traffic jam front for determining a respective intermediate phase zone of a synchronized traffic; and

21 - 31 Path / time diagrams analogous to the previous one 1 to 20 , wherein a determination of phase zones analogous to the representations of the 9 to 20 but in contrast for a wide moving traffic jam.

The 1 to 31 each show a path / time diagram 1 with an x-axis 3 on which a time is plotted and a y-axis 5 on which a way is registered.

In 1 is in the way / time diagram 1 a vehicle trajectory 7 registered a vehicle, not shown. The vehicle is in particular a motor vehicle that travels along a traffic route of a traffic route system. The vehicle trajectory 7 provides information as to when the vehicle was located where on the traffic route of the traffic route system. Exemplary is in 1 indicated that the vehicle is at a time t ₀ at a location x ₀ . By means of a hatched square is in 1 indicated that the vehicle at a later time t (t ₀ <t <= t _h ) will be at a location x (x ₀ <= x <= x _h ). The surface spanned by the hatched square encompasses all possible future positions of the illustrated vehicle. State transitions within this square are of particular interest to this vehicle.

In 2 are in the way / time diagram 1 a first stagnation phase 9 a synchronized traffic and a second stagnation phase 11 a moving wide traffic jam drawn.

The first stagnation phase 9 is by means of a vertical hatching and the second stasis phase 11 symbolized by an oblique hatching. Surfaces of the path / time diagram 1 without hatching symbolize a third stagnation phase 13 a free traffic.

It can be seen that the stagnation phases 9 and 13 at phase transitions 15 merge into each other, taking at the respective phase transitions 15 the vehicle trajectories 7 Have kinks.

3 shows in addition to the in 2 shown stowage phases 9 to 13 and the vehicle trajectories 7 From the perspective of the individual vehicles seen state transitions 17 , At each of the state transitions 17 , in the 3 by circles on the kinks of the vehicle trajectories 7 are symbolized, the corresponding steps to the respective vehicle trajectory 7 belonging vehicle in another stagnation phase 9 to 13 one or leaves this.

4 shows only the in 3 shown state transitions 17 the individual vehicles. Advantageously, these state transitions 17 according to 4 come from four different vehicles, are determined, for example by means of a central server, and / or a central traffic control system, which is in communication with the four vehicles. Alternatively and / or additionally, it is conceivable that the four vehicles communicate with each other in terms of a vehicle to vehicle communication.

5 shows the state transitions 17 analogous to 4 , where additionally the first stagnation phase 9 and the second stagnation phase 11 within a polygon of a plurality of state transitions 17 in the form of two phase zones 19 are approximated. This evaluation of state transitions 17 can be done in the respective vehicle itself or centrally by means of the traffic control system. It can be seen that compared to the representation of the 3 , according to the presentation of 5 the phase zones 19 not the entire first stagnation phase 9 and the second stagnation phase 11 include. Rather, the are in 5 represented phase zones 19 within the respective polygon, formed from the plurality of respective state transitions 17 , smaller than the actual stagnant bunnies 9 . 11 , so approach them as best as possible. It can be seen that by means of a comparatively large number of state transitions 17 a very good prognosis by means of the phase zones 19 the stagnant bunnies 9 to 13 can be done.

This result, ie only the determined phase zones 19 are in 6 shown.

7 shows a total of three vehicle trajectories 7 , but only partially between each two state transitions 17 , Between the two state transitions 17 runs the respective trajectory 7 in a stagnation phase analogous to the second stagnation phase 11 a moving wide traffic jam.

According to the presentation of the 7 becomes each of the vehicle trajectories 7 between the two state transitions 17 spatially widened or around an environment 21 added. Corresponding phase transitions 15 , by means of state transitions 17 in 7 are symbolized from the perspective of the individual vehicle or the vehicle trajectory 7 consecutive. This means that a first of the state transitions 17 in the second stagnation phase 11 the moving wide congestion leads and the subsequent state transition 17 from the second stagnant phase of the moving wide traffic jam 11 leads out.

To find a phase zone 17 that the second stagnation phase 11 of the moving wide jam, it is checked whether environments 21 neighboring vehicle trajectories 7 an overlap 23 or whether they overlap. According to the presentation of the 7 This is on two vehicle trajectories shown above 7 the case. It becomes advantageous if the overlap 23 exists, a polygon around the four state transitions 17 of the two adjacent vehicle trajectories 7 formed, wherein the formed polyline the phase zone 19 to approach the second stagnation phase 11 the moving wide traffic jam 11 represents.

Each of the state changes 17 is characterized by a phase transition quantity representing the respective phase transition 15 of the vehicle trajectory 7 featuring vehicle. For this purpose, the respective phase transition quantity has the location x, the time t and a characteristic of the respective state transition, for example, whether it is an occurrence or an exit into or out of the respective stagnation phase from or into the next stagnation phase.

According to the presentation of the 7 has a third vehicle trajectory 7 , in the 7 shown below, no overlap 23 with the adjacent vehicle trajectory shown in the middle 7 on. In this case, no phase zone will be 19 educated.

8th shows an approximate frontage 25 in total by means of four rectified state transitions 17 is approximated in the form of a polygon. About the traverse of the barrier front 25 a prediction of the front movement can be derived based on the path x of the corresponding traffic route.

The state transitions 17 are all part of the front line 25 , are thus rectified, for example, all characterized in that it is an entry into a stagnation phase with a slower traffic. To form the traverse polygon line 25 is based on an already existing state transition 17 to a newly added state transition 17 checked if this is within a maximum distance 27 lies. The maximum distance 27 is temporally and spatially understood is in the way / time diagram 1 of the 8th for example, as a rectangle representable. Alternatively and / or additionally, the maximum distance 27 also be circular or any shape in the path / time diagram 1 of the 8th accept. In 8th are a total of three new state transitions 17 drawn in, which are additionally identified by the capital letters A, B and C. It can be seen that only the state transition 17 with the additional marking B the maximum distance 27 below. The remaining state transitions with the additional identifiers A and C exceed the maximum distance 27 , A continuation of the polyline of the Staufront 25 So the prediction of the traffic jam 25 belonging phase transition 15 is therefore only with the state transition 17 performed with the additional mark B.

The according to the 8th method described for the determination or prediction of the traffic jam front 25 can be for an entrance and exit from one of the stagnant phases 9 and 11 be applied. Advantageously, a between the Staufronten 25 lying area as a phase zone 19 be issued. This procedure is exemplary by means of 9 to 20 shown. There are state transitions 17 different vehicles engaged in the first stasis phase 9 moving the synchronized traffic in, indicated by simple circles and state transitions 17 Leaving the first stagnation phase 9 mean the synchronized traffic of each vehicle, shown in plaid.

According to 9 becomes a first state transition 17 an occurrence determined.

According to 10 becomes a second state transition 17 an occurrence determined. It is analogous to the representation of 8th checked if the maximum distance 27 is fallen below.

This is the case, so according to 11 for approaching the traffic front 25 the state transitions 17 get connected.

According to 12 becomes another state transition 17 a leaving the first stagnation phase 9 determined.

In this case, the first approximation is called the phase zone 19 a triangle between the three in 13 formed state transitions formed.

According to 14 becomes another state transition 17 leaving the first stagnation phase 9 of synchronized traffic. It is analogous to the representation of 8th checked if the maximum distance 27 is fallen below.

According to the presentation of the 15 this is the case, so to determine the phase zone 19 a polygon with the state transitions 17 is formed as vertices, so a quadrangle.

According to 15 is to recognize that another state transition 17 an entrance into the first stagnation phase 9 was additionally determined. It will be analogous to 8th checked if the maximum distance 27 is fallen below.

According to the presentation of the 16 this is the case, so as a phase zone 19 that between the tapestries 25 lying area, in this case a pentagon is issued. Furthermore, in 16 to recognize that a third state transition of leaving the first stagnation phase 9 was additionally determined. The test analogous to 8th , whether the maximum distance 27 falls short, that this is the case, so that the approximate phase zone 19 as a hexagon or as between the Staufronten 25 lying area can be spent.

According to the presentation of the 17 is another state transition determined, but the maximum distance 27 exceeds. Therefore, as shown in FIG 17 the phase zone output by means of a polygon with six vertices 19 not extended.

Rather, analogously according to the representation of 18 another state transition 17 determines the maximum distance 27 to the penultimate, not to the already in 18 shown phase zone 17 added state transition 17 below. In this case, the two new state transitions 17 as a new traffic front 25 recognized.

According to 19 is another state transition 17 a leaving the further first stagnation phase 9 Added a synchronized traffic. This is another front line 25 a leaving the first stagnation phase 9 attributed and by means of the two already assigned state transitions 17 to one the phase zone 19 associated triangular area.

According to the presentation of the 20 are a total of two phase zones 19 to approach the first stagnation phase 9 of synchronized traffic.

The 21 to 31 show one to the 9 to 20 analogous to the procedure, but in contrast for the second stagnation phase 11 the moving wide traffic jam.

21 first shows a single state transition 17 one in the second stagnation phase 11 entering vehicle.

22 shows an equal state transition 17 another vehicle, the maximum distance 27 is fallen below.

According to 23 become the two state transitions 17 of the two vehicles entering the second stagnation phase 11 enter, to the traffic jam front 25 connected.

24 shows another newly determined state transition 17 leaving the second stagnation phase 11 the moving wide jam, for example, the first vehicle.

This is another front line 25 assigned, so that according to the representation of the 25 the total of three state transitions 17 to a triangular area of the phase zone 19 can be connected.

26 shows another newly determined state transition 17 of a third vehicle entering the second stowage phase 11 of the moving wide traffic jam occurs. It is determined whether the maximum distance is below.

According to the presentation of the 27 this is the case, so that's between the tapestries 25 lying region can be extended to a four-cornered polygon. The polygon gives the phase zone 19 the moving wide traffic jam of the second stagnation phase 11 at.

Furthermore, in 27 to realize that a fifth state transition 17 , For example, the second vehicle, leaving the second stasis phase 11 of the moving wide traffic jam was determined.

According to the presentation of the 28 gives the test if the maximum distance 27 is fallen below that this additional state transition 17 for determining the phase zone 19 can be used.

Furthermore, in 28 to recognize that another state transition 17 , For example, another vehicle or one of the vehicles used previously, was determined. The test, whether the maximum distance 27 falls short, but this does not prove to be the case.

According to the presentation of the 29 became another state transition 17 determines the maximum distance 27 to the last determined state transition 17 below.

Therefore, as shown by the 30 a connection between the two new state transitions 17 to another traffic front 25 respectively. Furthermore, in 30 to recognize that one of the vehicles is the second stagnation phase 11 of the moving wide jam at a further determined state transition 17 leaves. In this case, as in 31 represented, a triangular area for delimiting the phase zone 19 for approximating or predicting another second stagnation phase 11 be used for a moving wide traffic jam.

Advantageously, an autonomous, in particular vehicle-related, on-board traffic-phase detection on expressways can be carried out according to a Kerner's 3-phase traffic theory of jammed traffic for "synchronized traffic", "moving wide traffic jam" and "free traffic". Advantageous are individual events, the state transitions 17 to the phase zone 19 summarized, clustered or merged, or connected together to form polygons. This is exemplary in the 2 to 6 shown. 5 shows the reconstruction of the stagnation phases or interference areas by means of two different phase zones 19 , Advantageously, as in 6 shown, the reconstruction of the stasis phases by means of the phase zones 19 due to data available in the vehicles, namely the state transitions 17 be determined.

According to the presentation of the 7 become state transitions 17 spatially widened and checked whether the overlap 23 is present. If the environments 21 overlap or overlap 23 , the state transitions become 17 from two or more vehicles to the phase zone 19 connected with each other.

According to the 8th it is checked whether individual state transitions 17 in their temporal, spatial distance, closer together than the maximum distance 27 which can be, for example, 1 km and 2 minutes. When falling below the limits or the maximum distance 27 becomes the state transition boundary or the traffic jam front 25 to the added state transition 17 added. In the example of 8th would be the additionally marked B state transition 17 to the border of the traffic front 25 added. The state transitions 17 that are labeled A and C would be too far away in space and / or time.

Alternatively and / or additionally, it is conceivable to determine Staufronten 25 between free traffic and synchronized traffic, between free traffic and moving wide traffic jams, between synchronized traffic and moving wide traffic jams, between synchronized traffic and free traffic, between wide traffic congestion and synchronized traffic, wide traffic congestion and free traffic different criteria apply.

Alternatively and / or additionally, it is provided that each of the vehicles of the vehicle trajectories 7 a corresponding communication device, for example for communication with a traffic infrastructure and / or among each other. Alternatively and / or additionally, the vehicles can each determine their own speed, for example every second, and process them. Alternatively and / or additionally corresponding memory and / or computing capacities are present in the vehicles. Alternatively and / or additionally, the vehicles have a digital map and a tracking unit, in particular satellites. Alternatively and / or additionally, in each of the vehicles a method for detecting a traffic condition, for example for detecting whether the vehicle is inside or outside one of the stowage phases, is detected 9 to 13 is applied.

Alternatively and / or additionally, results of this phase recognition in the form of state transitions 17 used by at least two vehicles to a temporal, spatial behavior of a movement of flanks or Staufronten 25 the stagnant bunnies 9 and 11 synchronized traffic and moving congestion, especially around these by means of the phase zones 19 predict or reconstruct. Alternatively and / or additionally, by means of the reconstructed movement of the control fronts 25 synchronized traffic and / or moving wide traffic jams in time and space Determination of a temporal and spatial extension of the traffic phases in the form of the phase zones 15 be approximated or predicted.

Alternatively and / or additionally, the reconstructed movement of the Staufronten 25 the traveling wide congestion and / or the synchronized traffic in time and space for outputting congestion information, in particular a Staufrontenwarnung be used.

Alternatively and / or additionally, the temporal, spatial vehicle trajectory 7 be represented on the reconstructed temporal, spatial traffic pattern of the vehicle, for example, in the 2 and 3 is shown.

Alternatively and / or additionally, a congestion warning prognosis or a congestion prognosis for leaving a congestion for the driver of the respective vehicle can be displayed.

Alternatively and / or additionally, a prognosis of the phase transitions 15 by means of the control fronts 25 , in particular as so-called Staufrontenwarnungsforgnose or Stauendeprognose, in each individual vehicle by the use of the temporal, spatial Staufrontenpositionen the Staufronten 25 transmitted from at least one other vehicle by vehicle to vehicle communication or by a traffic control center.

Alternatively and / or additionally, a forecast of the Staufronten 25 , in particular in the form of a Staufrontenwarnungsforgnose or Stauendeprognose be transmitted to each individual vehicle through the central. Advantageously, this allows a so-called intelligence to be achieved in an infrastructure data network for vehicle communication.

Alternatively and / or additionally, the temporal, spatial traffic pattern in each individual vehicle can be determined by the use of the information, in particular as trajectories, also called pearl chains, other vehicles. Advantageously, this results in a decentralized system.

Alternatively and / or additionally, the temporal, spatial traffic pattern in the traffic center can be determined from a plurality of vehicle data and transmitted back to the vehicles.

Alternatively and / or additionally, in each individual one of the vehicles, the distances between a position of the vehicle and the storage fronts can be determined 25 , in particular separately for fronts of the synchronized traffic and / or the moving wide congestion, are continuously determined.

Alternatively and / or additionally, the determined fronts can be identified by a relevance for a specific application in the respective vehicle, in particular z. B. for an assistance system for longitudinal control and / or safety systems such as a Staufrontenwarnung be classified and accordingly either displayed or used in the assistance systems, for example, for interventions in a driving dynamics of the vehicle.

Alternatively and / or additionally, when determining the temporal, spatial traffic patterns, a characteristic speed of the traffic phases or stowage phases can be determined 9 . 11 of the synchronized traffic and / or the moving wide congestion within certain upper and lower limits.

Alternatively and / or additionally, it can be assumed that the stagnation phase 9 the synchronized traffic is usually stationary, while the upstream Staufront 25 fluctuates.

Alternatively and / or additionally, it can be assumed that both control fronts 25 the second stagnation phase 11 of the moving wide jam move upstream at a relatively constant speed.

Alternatively and / or additionally, it may be assumed that a speed of a downstream storage front 25 the second stagnation phase 11 of the moving wide jam is more stable than a speed of the upstream jam front 25 , which fluctuates more strongly.

Alternatively and / or additionally, it can be assumed that individual traffic state transitions or state transitions 17 a temporal, spatial distance below a certain tolerance or the maximum distance 27 to an already determined traffic jam front 25 must be in order to belong to this. If there is a state transition 17 within the tolerance, ie below the maximum distance 27 for several of the Staufronten 25 may advantageously be selected that to which it has the least temporal, spatial distance.

Alternatively and / or additionally, individual state transitions 17 of a vehicle can be extended to a configurable spatial width, ie around the environment 21 be supplemented, then at overlap or at the occurrence of the overlap 23 , the individual state transitions 17 different vehicles to the phase zone 19 to connect, what in 7 is shown.

Alternatively and / or additionally, it can be checked whether maximum time intervals between two state transitions reported by two vehicles 17 within certain limits, so that they are still in the same area of a stagnation phase 9 . 11 belong.

Alternatively and / or additionally recognized temporal, spatial areas of a stagnation phase 9 to 13 only be considered relevant if confirmed by a specific minimum number of individual vehicles.

Alternatively and / or additionally, a short-term prognosis of the further course of already recognized stemmronts can be provided 25 based on these fronts reported vehicle individual events or state transitions 17 individual vehicles are created, which exemplifies in 8th is shown.

Alternatively and / or additionally, from such a short-term forecast of Staufronten 25 be derived, whether another state transition to the same traffic jam 25 heard, for example, the state transition 17 who in 8th is additionally marked with B, or belongs to or marks a new area, for example the state transitions 17 with the additional markings A and C in 8th ,

Alternatively and / or additionally, it may be provided that an area of the second storage phase 11 the moving wide jam has a higher priority than the first jam phase 9 synchronized traffic, especially this covers.

LIST OF REFERENCE NUMBERS

1

/ Time chart

3

X axis

5

y-axis

7

vehicle trajectory

9

storage phase

11

storage phase

13

storage phase

15

Phase transitions

17

State transition

19

phase zone

21

Surroundings

23

overlap

25

jam front

27

maximum distance

Claims (9)

A method of predicting phase transitions at contiguous stowage phases on a vehicular traffic route system, comprising: determining a plurality of phase transitions, each of the phase transitions indicating a phase transition of the staging phases in terms of a type of phase transition, a phase transition location, and a phase transition time; characterized by determining a phase zone ( 19 ) the stowage phases ( 9 . 11 . 13 ) as a function of the multiplicity of phase transition quantities. A method according to the preceding claim, comprising: - Determining the plurality of phase transition quantities by means of at least two of the vehicles. Method according to one of the preceding claims, comprising: determining a temporal, spatial extent of the phase zone ( 19 ) as a function of the phase transition quantities. Method according to one of the preceding claims, comprising: determining a temporal, spatial movement of the phase transitions ( 15 ) as a function of the phase transition quantities, - determining and outputting congestion information as a function of the temporal, spatial movement and / or the temporal, spatial extent. Method according to one of the preceding claims, comprising: spatially widening two successive phase transition quantities of a first of the vehicles to a first environment of a first trajectory ( 7 ) of the first of the vehicles between the phase transition quantities, - spatial widening of two successive phase transition quantities of a second of the vehicles to a second environment of a second trajectory ( 7 ) of the second of the vehicles between the phase transition quantities, - delimiting the phase zone ( 19 by connecting the phase transition magnitudes if the first environment and the second environment overlap. Method according to one of the preceding claims, comprising: - determining a front end ( 25 ) of the phase zone ( 19 ) by connecting two rectified phase transition quantities of two different vehicles of the vehicles, - specifying a temporal, spatial maximum distance ( 27 ) for the two rectified phase transition quantities, - connecting the time-rectified phase transition quantities only if these have the maximum distance ( 27 ). A method according to the preceding claim, comprising: - Determining the traffic front ( 25 ) for a first phase transition class for entering one of the stowage phases ( 9 . 11 ), - analogous determination of another traffic jam front ( 25 ) for a second phase transition class for exiting the one of the stowage phases ( 9 . 11 ), - determining the phase zone ( 19 ) as one between the Staufront ( 25 ) and the further front ( 25 ) lying area. Traffic control system for determining storm faults ( 25 ) and / or stowage phases ( 9 . 11 . 13 ) on a traffic route system used by vehicles, designed, designed and / or constructed for carrying out a method according to one of the preceding claims. Motor vehicle, set up, designed and / or constructed for carrying out a method according to one of the preceding claims 1 to 7.

Images