EP0915445A2 - System for transmitting traffic data - Google Patents

Abstract

The system has at least one detection unit, an input data communications unit, and a data processing unit for generating message sets. A management unit processes message sets, an output data communications unit transmits information to subscribers and a display unit visualises traffic related information. The system has an archive for detected and/or processed information, one system monitoring unit, a data flow monitoring unit, a data processing monitoring unit and a time monitoring unit for monitoring message sequences.

Description

The invention relates to a system for determining Road routes, in particular traffic information related to motorways.

It is known in the prior art at individual measuring points Capture traffic flow information to get direct interference information to derive or forecast traffic development to develop for neighboring sections of the route. They are each only single solutions known.

For example, in EP 0 256 483 A1 a traffic control and Information system which uses stationary beacons and transmission or Receiving units traffic flow information determined. This traffic flow information becomes in particular Disturbance information determined to switch control signals.

DE-P 44 08 547 describes a method for traffic detection and traffic situation detection on highways, preferably Motorways, known. For the formation of so-called Cross sections are set up for track-related measuring points, with traffic sensors, such as induction loops, for vehicle detection and with a traffic data processing device are provided. There will be regular traffic data such as vehicle speed, traffic volume and traffic density determined and from this determined traffic parameters in one Traffic data processing formed. Each form two neighboring measuring points a measuring section with a certain Track length. From the traffic data of two such measuring points traffic parameters are formed. These are one Speed density difference, calculated from local traffic data medium speed and traffic density, a trend factor, determined over a certain period of time the ratio of the traffic volumes of both measuring points as well a traffic intensity trend. Using a Fuzzy logic the probability of a critical traffic situation derived. When a probability threshold is reached can then be a control signal for a Variable message signs are generated.

In the prior art, detectors are also known, which Presence and the speed of a moving object can capture. For example, such detectors work According to a passive infrared process, which can also be used with other methods can be combined. In the state of the art No method is known to date, traffic information covering the entire area to record and evaluate. Especially no methods are known to determine the traffic information route section variable, event-oriented if necessary and enable with little data transfer effort.

A low data transmission effort is on the one hand Implementation of an energy-saving process required on the other hand, as transparent and easy to maintain as possible Generate databases.

BABSY/X" ist von dem Unternehmen Siemens zu Testzwecken ein Verkehrsbeeinflussungssystem installiert worden. Dabei wurden im Abschnitt der A9 zwischen dem Autobahnkreuz Neufahrn und dem Autobahnkreuz München-Nord eine Reihe von Detektoren in Form von Induktionsschleifen angeordnet und die erfaßten Werte online ausgewertet, um die aktuelle Streckenbelastung zu ermitteln. Diese wurden dann grafisch in unterschiedlichen Farben dargestellt, wobei die Farben einen Zustandscode darstellen. Das System erstellte Kostenanalysen für unterschiedliche Schaltzustände und war schließlich in der Lage, eine Linienbeeinflussungsanlage zur Darstellung unterschiedlicher Wechselverkehrszeichen und Fahrtempfehlungen anzusteuern.Under the name of the federal highway system Unix

BABSY / X ", a company has installed a traffic control system for test purposes. In the section of the A9 between the Neufahrn motorway junction and the Munich north north motorway junction, a series of detectors in the form of induction loops were arranged and the recorded values were evaluated online to determine the The system then created cost analyzes for different switching states and was finally able to control a line influencing system to display different variable message signs and travel recommendations.

Starting from this prior art, the present invention is based on the object of providing a comprehensive traffic information system which, with simple sensors and low data transmission effort, provides reliable and sufficiently meaningful data bases for different traffic information services.

The technical solution of this object a system for determining stretches of road, in particular motorways, related traffic information, each with at least one detection unit, one input data communications unit, a data processing unit for generating signaling records, a message management unit for conditioning signaling records, an output data communications unit is proposed with the invention, for sending information to distributors and a visualization unit for displaying information.

The system according to the invention is thereby advantageous further developed that this recorded an archive for and / or processed information, a system monitoring unit, a data flow monitoring unit, a data processing monitoring unit as well as, if applicable Has time control unit for monitoring message sequences.

The visualization advantageously takes place using window technology and the system includes a dialog mask system.

The invention discloses a system for determining on Road routes, especially motorways, related traffic information, using local detectors Acquisition cross-sections formed, traffic-related measured values recorded, preprocessed by means of local computers and on a Predefined data protocol standardized, aggregated and by radio transferred to a higher-level data processing system become.

The invention enables the implementation of a step organized acquisition and processing system. Thereby can different traffic models to different Levels are applied, some of which are local, some of which are central. The advantages are that short term results can be achieved by expanding into the individual Levels are consolidated and refined. Through the dissolution there is a high level in individual subtasks or levels Degree of flexibility and reliability through the Formation of fallback levels. Through the local pre-analysis of the Traffic gives rise to extremely energy-saving, event-oriented data transmission to the parent Data processing systems or centers.

The invention proposes that fixed detectors positioned at junctions, nodes and the like become. It is also proposed that the Arrangement density of the fixed detectors depending is determined by traffic expectation estimates. So leave through the arrangement of many local detection systems Build comprehensive networks. It is also with the invention possible to organize an overall network structure. On traffic technology local detectors and critical positions Preprocessing computer arranged, preferably via radio in digital technology the data to higher-level data processing systems forward or control centers. There you can then other traffic models are applied to the data.

The local evaluation results in the possibility of local status detection. By linking the data Adjacent local detection cross sections can be a so-called route-related level of service in a higher-level Data processing system or one of the entire network assigned headquarters are determined.

The linking of this data, possibly in combination with the data the local acquisition cross sections enables the calculation an advanced situation detection. Here dynamic State estimates are made to provide an improved state estimate in critical sections by connecting a customized system for advanced situation detection to get. The results are detailed route-related data and more detailed situation classifications. In addition, information from a achieve any certainty of the respective estimate. A Correction regarding noisy data due to poor data transmission, at larger time intervals or only sporadic data is provided with the invention.

It is proposed with particular advantage that local Pre-processing of the data and its plausibility based on model comparisons is checked, mean value calculations are carried out, trend factors determined from the change in the measured values, and that from the determined data clockwise status codes be determined. At least vehicle speed, Traffic volume and cross-sectional Occupancy recorded.

After a detector, for example a passive infrared detector, Measured data are delivered, they will be preprocessed, for example by calculating mean values, Plausibility checks and trend factor determinations carried out become. From the changes in the data or the data state codes themselves are then determined, for example in the form of a numerical value for conditions such as free traffic flow, Traffic jam, stop and go, traffic jam or standstill etc. Evaluation cycles can, for example, every 1 to 5 minutes to get voted. However, the evaluation cycle can be variable be determined, for example depending on the status codes or the traffic conditions. The same applies the data transfer rate, which depends, for example of the determined status code is used, for example one transmission every 30 minutes when traffic is free with averaging every 5 minutes. Depending on the fault condition the transmission density can be increased. In doing so the data transfer rates of adjacent acquisition cross sections matched to each other.

The measured values can be recorded in relation to the lane, but what is not absolutely necessary, other detection cross sections can also be used To be defined. It is also fundamental possible, vehicle type differentiation values, for example Detect trucks, cars and the like.

The invention proposes that superordinate data processing systems at least for those grouped together neighboring detection cross sections can be assigned. A control center can act as a higher-level data processing system for all detection cross sections of a network or for several higher-level data processing systems can be assigned.

The network organization can be done in whatever stages flexibility and data security are affected. Here economic parameters can be used as a boundary condition become.

With the invention it is further proposed that calculated Data series through model comparisons with given models checked or corrected that central data evaluations carried out for accident detection and that central data evaluations for dynamic state estimation.

It also further suggests that source-to-target relationships by analyzing the data of all acquisition cross sections of a network determines that the data for route search, evaluated for the output of traffic management information, subjected to statistical analysis for clarification and that the data for making traffic development forecasts be evaluated.

The invention provides a system for different Types and qualities of traffic information data to provide. The main task is to provide such data to prepare for the motor vehicle driver and this provide appropriate information. It can be for example, travel time displays, route displays, traffic forecast, Act traffic jams and the like. In the individual vehicles, for example, information displays arranged on which the motor vehicle driver their planned routes and travel time information are displayed to get. You can then, for example, under different Alternatives choose the fastest route. Additionally or alternatively, indications of traffic jam developments, Probabilities related to further development on the upcoming route section and the like are displayed. The range of applications is extensive.

The invention provides an extremely flexible system, with which by linking different traffic models an almost network-wide, nationwide Traffic information system is buildable, which data for provides a wide variety of information purposes. It can be conventional and already known models and processes are used and be combined. Forecasts can be curve-based Forecasts at measuring points, model-based forecasts for Sections and meshes and additions of immeasurable effects using artificial intelligence. For the calculation Standard formulas of average values are used.

The system can be supplemented by systems that are dependent on the time of day Standard additional information, for example time of day and route-related travel time information, bring in.

Further advantages and features of the invention result from the following description of a detailed and example illustrated by various figures.

Show

FIG. 1 shows the structural relationship between applications,

Figure 2 shows schematically the communication between the individual Modules,

FIG. 3 the online processing of measured values,

FIG. 4 the single-track simulation with full detection,

FIG. 5 shows a structure diagram of the level 1 traffic model,

FIG. 6 shows a structure diagram of the level 2 traffic model,

FIG. 7 shows a structure diagram of the level 3 traffic model,

FIG. 8 shows a structure diagram of the message manager,

FIG. 9 shows a schematic overview of the archive,

FIG. 10 shows a structure diagram for simulating single-track detection,

FIG. 11 shows a structure diagram for offline simulation,

FIG. 12 shows a visualization of the traffic information,

FIG. 13 a symbol for traffic disruptions,

FIG. 14 shows a map as a background for the visualization,

15 shows a setting of the coloring for the visualization in window technology

Figure 16 shows an overview of traffic reports in Window technology and

Figure 17 shows a message about malfunctions in window technology.

For the purpose of creating a local traffic registration system, a central traffic computer is installed for traffic data acquisition, traffic data archiving, traffic data visualization and analysis of the traffic situation. An X25 connection for data transmission with a Modacom network is installed for this. The control center receives the data of the external measuring points via this data connection.
The hardware of the control center consists of a PC as a communication computer for the interface to the Modacom network (X25 / Modacom) and a workstation as a traffic and visualization computer. The aforementioned computer components are interconnected in a LAN. An X25 connection is provided for data transmission with the outstations (traffic detection).

Basissoftware für rechnerinterne Kommunikation zwischen Applikationen über Warteschlangen

Meldungsmanager

Basissoftware für Kommunikation, Melde-Log-System wird in Verbindung mit dem Meldungsmanager eingesetzt

Verteiler

Anwendung zur Verteilung von Datentelegrammen an verschiedene Applikationen.

A number of applications are implemented using software, as shown in FIG. 1:

Basic software for computer-internal communication between applications via queues

Message manager

Basic software for communication, message log system is used in connection with the message manager

Distributor

Application for the distribution of data telegrams to various applications.

Data telegrams are identified by data type numbers, Applications through system-unique application and computer numbers. In the distribution table is stored for a data type to which applications it should be sent.

Flow control

The application is used for data flow control. she gets via the distributor the data telegrams, their data flow to monitor is. Which is stored in the parameterization file Data types in which time grid should be monitored. The actions that are carried out (sending a telegram), if the receipt of a telegram e.g. for one Measuring cross-section longer than the associated time grid fails to appear, are in another file, according to Actions for the reporting system and the visualization separately parameterized, defined. In general, the reporting system a message telegram is sent, based on the missing data type indicates and specifies for the specific measuring cross section, how long it has not been received.

The advantage of data flow control is that of data flow monitoring, already related to by the communication module the aggregation module is done that way the telegrams via the distributor and thus the communication system is also monitored.

Time synchronization

The computer time is set daily by a radio clock driver and one connected to a serial interface Radio clock synchronized.

Cron

The cron is the central point of the UNIX system to kick off cyclical applications. The time when which Application or UNIX batch file is to be executed, is parameterized in a separate file for each UNIX user.

Message converter

The message converter mekonv selects from those of the message system generated telegrams with messages those that a Statement about the accessibility of an aggregation module do. The messages are converted into special telegrams and sent to the visualization (via the distributor), so that the state in the detailed information about measurement cross sections and sections can be viewed. Every message is repeated cyclically (approx. every 15 minutes) so that after restarting the visualization after some time current States can be displayed.

Terms:

AM: A ggregierungs m odule. Evaluation unit for aggregating the detector measured values and handling the data transmission to the control center.

AM-ID: A ggregierungs m odul- Id entifikationsnummer, unique system-wide application resources program-specific settings that are evaluated by means of functions of the X Window System. Must conform to certain conventions and are defined in application resource files.

Cadis: Computer aided dispatcher, hier: Server-Rechner für Modacom-Kommunikation

DAFL: Datenflusskontrolle

Detektor: kleinste physikalische Erfassungseinheit

DE / DE-Kanal: Datenendgerät, kleinste logische Erfassungseinheit

BABSY / X: B UNDES a uto b ahn Sy stem based on UNI X

Cadis: C omputer a ided dis patcher, here: Server computer for Modacom communication

DAFL: Since th fl usskontrolle

Detector: smallest physical detection unit

DE / DE-channel: D ata e ndgerät, smallest logical acquisition unit

DT: Data t yp

Kommod: Kom munikations mod ul Modacom

LLI: L ogical L ink I dentifier, radio modem identification number

Modacom: Mo bil da ta com munication, radio service of DeTeMobil.

MQ: M ess q uerschnitt, Summary of the detectors of a direction of travel

SYM: Sy nchronzeit M anager

SiAM: Si emens A ggregierungs m odule

TLS: For technical ieferbedingungen L for S treck stations

Basic system

The communication module is for data transfer between the Modacom server on the gateway computer and the others Components of the central computer, as shown in Figure 2 is shown.

The Modacom server of the gateway computer handles independently communication with the Modacom network via Datex-P / X.25. It provides the data received from the aggregation modules, reduced by appropriate protocol information about which TCP / IP socket interface available to the communication module.

Conversely, it takes that from the same interface Communication module provided for sending to the aggregation modules Data and ensures the feed-in into the Modacom network.

The communication module has the following tasks:

at the interface to / from the Modacom server

Receiving data from the aggregation modules,

Receiving Modacom / X.25-specific messages from the Modacom server,

Sending parameterization data for the aggregation modules

at the interface to the basic system

Sending traffic data to the distributor,

Sending status messages to the distributor or to the Message manager,

Furthermore

Implementation of telegram-specific in-system addressing elements,

Collection of all traffic data of an acquisition cycle,

Sending the data of an acquisition cycle when it is complete or after timeout,

Telegram conversions,

traffic data telegram (function code 'V')

• Traffic data according to telegram data type 40 (new, result transfer SiAM)
• Data terminal status according to BABSY / X telegram data type 12 (error status response of the lanes)

of status data telegram (function code 'S')

• for 'restart': after BABSY / X telegram data type 300 (error status response of the route station) and
• for 'spontaneous status message': in message telegram to message manager,

Connection monitoring to the aggregation modules,

Supply and monitoring of parameterization for aggregation modules (Acknowledgment by AM),

Aggregierungsmodul,

Daten-Endgerät,

Funk-Uhr des Aggregierungsmoduls,

Wiederanlauf-Kennung des Aggregierungsmoduls,

Send messages regarding the availability of

Aggregation module,

Data terminal,

Radio clock of the aggregation module,

Restart identifier of the aggregation module,

Checking the block checksum,

Collection of all traffic data of an acquisition cycle,

Implementation of telegram-specific in-system addressing elements.

The traffic data is sorted according to AM-ID, the one in the data block Acquisition time and DE an acquisition interval assigned and saved in the internal data image. Here is based on DE no. also the assigned measurement cross section determined.

Sending the data of an acquisition cycle when it is complete or after timeout

It is checked cyclically whether of all measuring cross sections for all lanes (i.e. DE) data for the current acquisition cycle available. If this is the case, the data will be several MQ assembled to the data telegram DT 40 and to the Mailing list sent. Is also adjustable after expiration Monitoring time of the data pool of the current interval is not complete, the existing data are summarized and sent to the distributor. Missing data is replaced by setting the data to the values 0xFF or 0xFFFE in the corresponding byte or word.

Via the current and end telegram no. can the receiving Applications recognize whether there is still more data for one Acquisition cycle are to be expected.

Connection monitoring to the aggregation modules

After a configurable time (e.g. 11 minutes) If no data is received from an AM, the AM is called noted and reported unusual.

Sending availability notifications

The status of the DE contained in the data block is stored in the internal Image carried. Results from the data received a change, it will be with a telegram data type Error status of the lanes. The communication module also reports the status every hour to the reporting system for comparison of the message image with the internal image. The status of the ASIM detectors, which they report to the SiAM and is also contained in the status byte, is used by the communication module prepared for a message and sent to the message manager Posted.

Supply and monitoring of parameterization for aggregation modules

After the communication module has started up, it sends to everyone AM a query telegram to determine the traffic-related AM parameters and status identifiers when the first received telegram of an AM is not a status telegram. The for further processing see 'Status data of an AM'.

Operating reports and news about Modacom and TCP / IP connections are logged on the Modacom server. Only Modacom-specific are connected to the communication module Messages about the delivery of a data packet to a SiAM modem passed on.

Traffic model:

The raw traffic data received is made more traffic-related Process evaluated. The goal is the investigation selected traffic parameters.

The evaluation takes place in three separate stages. The steps differ in the complexity of the methods used and thus in the quality and type of the calculated traffic parameters.

The recorded traffic data are recorded on the online system processed two ways. In addition to the evaluation of the unchanged Full track data (shown in Figure 3) are the Raw data manipulated by a module for single-track simulation (shown in Figure 4). The raw simulation data generated in this way are then evaluated in parallel with the online data. Online and simulation area of the traffic models work independently of each other.

For offline evaluation of archived data, one can Data read and archived offline system again are fed to the traffic models.

The modules shown shaded in Figures 3 and 4 are described elsewhere.

The input values of all stages are the measured values of the detection cross sections.

q_Kfz

Anzahl der Kfz im Erfassungsintervall

q_Pkw

Anzahl der Pkw Erfassungsintervall

q_Lkw

Anzahl der Lkw Erfassungsintervall

v_Pkw

Mittlere Geschwindigkeit der Pkw

v_Lkw

Mittlere Geschwindigkeit der Lkw

s_v

Standardabweichung der Geschwindigkeiten

b

Belegungsgrad

f_Beleg

Fehlerkennung für Belegungsermittlung

f_Länge

Fehlerkennung für Längenermittlung

The following values are received per acquisition interval.

q _{motor vehicle}

Number of vehicles in the registration interval

q _cars

Number of car registration intervals

q _truck

Number of truck detection intervals

v _Cars

Average speed of the car

v _truck

Medium truck speed

s _v

Standard deviation of the speeds

b

Occupancy rate

f _receipt

Error detection for occupancy determination

f _length

Error detection for length determination

nicht ausgewertet. Dieser Wert wird durch die Verkehrsmodelle berechnet aus q_Kfz - q_Lkw.The value transmitted for q

not evaluated. This value is calculated by the traffic models from q _{motor vehicles} - q _trucks .

Traffic model level 1 (shown in Figure 5)

Reisezeit im Streckenabschnitt,

Reisegeschwindigkeit im Streckenabschnitt,

Verkehrsdichte im Streckenabschnitt,

Standardabweichung der Geschwindigkeit.

The following characteristic values are determined for each acquisition interval:

Travel time in the route section,

Cruising speed in the section,

Traffic density in the route section,

Standard deviation of the speed.

If the values of an MQ are missing in an acquisition interval, the missing MQ values are not interpolated. The model then works as if this MQ does not exist in the system. If the missing MQ is the only one in a section the section is therefore treated as a section without MQ.

Traffic model level 2 (shown in Figure 6)

Reisezeit im Streckenabschnitt,

Reisegeschwindigkeit im Streckenabschnitt,

Verkehrsdichte im Streckenabschnitt,

Staukennung aufgrund lokaler Meßwerte,

Unruhekennung aufgrund lokaler Meßwerte,

Bemessungsverkehrsstärke im Abschnitt,

Standardabweichung der Geschwindigkeit.

In Knotenpunkten bilden Rampen einen eigenen Streckenabschnitt.The following characteristic values are determined for each acquisition interval:

Travel time in the route section,

Cruising speed in the section,

Traffic density in the route section,

Congestion detection based on local measured values,

Unrest detection based on local measured values,

Rated traffic strength in the section,

Standard deviation of the speed.

Ramps form a section of their own at junctions.

If the values of an MQ are missing in an acquisition interval, the missing MQ values are not interpolated. The model then works as if this MQ does not exist in the system. If the missing MQ is the only one in a section the section is therefore treated as a section without MQ.

Level 3 traffic model (shown in Figure 7) For visualization:

Travel times in the route segment

Traffic density in the route segment

Cruising speed in the route segment

Situation detection: Detected situation in the route section

For archiving:

Travel times in the route section

Traffic density in the route section

Cruising speed with standard deviation in the route section

Situation detection: situations and probability of situation in the section between two measuring cross sections. The section is identified by the upstream MQ.

Section is the distance between two nodes. Segment "is a part of the distance between two measuring cross sections.

In traffic model 3, an extended situation detection ( ESE ") is used. The algorithms in ESE are not changed. The interfaces on the input and output sides are only adapted.

The results of ESE refer to sections that range from measuring cross-section to measuring cross-section. In the module These variables are transferred to sections of the route which relate to the area between two nodes.

The message manager shown as a structogram in FIG. 8 is for the receipt, processing and transfer of Responsible messages that are sent from processes to the message system become. It serves as the central administrative office of Data that the operator and observer the correct or incorrect Show working of the system.

For most messages it can be configured whether the Messages can be printed out, archived or visualized and / or require a receipt. These treatments will be set via the message handling file.

The message texts to be output are defined by the message number and parameters for the replacement of actual parameters in a base defined by message texts in the message text file.

The message manager consists of the message preparation components (MEAU) and message distribution (MEVT). Between these The MESALOG message log system is connected between applications, that is responsible for the preparation of the message texts is. MEAU accepts the message telegrams from the applications the SIPAX BW.KOM interface and prepares them contained actual parameters for the transitions to MESALOG on.

MEVT feeds the finished message texts for further processing into the system.

Visualization

The visualization serves to present the results online of the various models for determining the travel time bands (Cruising speed in the section) and densities Display of detailed information of the sections and measuring cross sections, as well as to display traffic and operational reports.

Existing components are used for the visualization system of the BABSY / X standard system and modified if necessary or expanded.

Komponenten :

Datenadapter Input

Empfang aller Telegramme an die Visualisierung im externen Format über das SIPAX-Interface

Plausibilitätsprüfung

Konvertierung der Telegramme je nach Hardwarekonfiguration (z.B. wg. unterschiedlicher Byte-Order) in internes Format

Anmerkung: Beim T-Mobil-System laufen alle Prozesse, die Daten an die Vislualisierung senden, auf einem Rechner. Daher sind hier externes und internes Datenformat identisch.

The runtime system of the visualization consists of six processes, each of which is assigned a special task area:

Components:

Data adapter input

Receipt of all telegrams to the visualization in external format via the SIPAX interface

Plausibility check

Conversion of the telegrams depending on the hardware configuration (e.g. due to different byte orders) into internal format

Note: With the T-Mobil system, all processes that send data to the visualization run on one computer. Therefore, external and internal data formats are identical here.

Distribution of telegrams to target applications (here: PAM, MEM) Graphic user interface

Anzeige von Betriebs- und verkehrstechnischen Meldungen Entgegennahme von Bedienerquittungen

Meldungshandler

Empfang der Betriebs- und verkehrstechnischen Meldungen vom Meldesystem

Aufbereitung der Meldungen als Klartext

Weitergabe der Meldungen an GUI zur Darstellung

Preparation and display of the net data in graphic form based on update telegrams and operator requirements.

Display of operational and traffic-related messages Receiving operator acknowledgments

Message handler

Reception of operational and traffic reports from the reporting system

Preparation of the messages as plain text

Forwarding of messages to GUI for display

Process image manager

Creation and initialization of the process image

Receiving the data telegrams in the internal format

Enter the net data in the process image

Sending the update initiation to GUI

Process image

The process image is created when the visualization is started and with the static information from the runtime files provided.

All data sent during operation for visualization are stored by the PAM in the process image.

The process image is kept in a shared memory. All processes resulting from this pool of information and data need this shared memory in their address space involve.

Named pipes (FIFO) are used for inter-process communication within the visualization system: Pipe Define source aim description appl_to.dapo Q_APPL_DAPO PBM DAPO Start telegram appl_to.gui Q_APPL_GUI PAM, MEM GUI Update, notifications appl_to.mem Q_APPL_MEM all applications MEM internal visualization messages gui_to.pbm Q_GUI_PBM GUI PBM Start telegram dapi_to.pam Q_DAPI_PAM DAPI PAM Telegrams in internal format

All telegrams that are sent within the visualization system have a uniform structure: Byte no number description 0 2nd Number of subsequent bytes 2nd 2nd Order identifier 4th k Net data : : : l m Net data

The following job identifiers are processed. Order identifier description VIS_MEM_MELDUNG Update message line / message overview VIS_MEM_PAUSE Show message requiring acknowledgment VIS_PAM_AKTU Update initiation from PAM VIS_PA_RESET Initialize process image VIS_START Visualization initialization completed

The following input telegrams are processed: Data typ Define description 12th FESTAN_MQ_VD_FS Error status response of the lanes 40 ERGBUE_MQ_VD_TMOB0 Transfer of results 400 ML_MLDKLASSE_TEXT (Notification) operating report 401 ML_FEHLER_MLD (Acknowledgment required) error message 403 ML_UNRUHE_STAU VT report (requiring a receipt) 409 ML_UNRUHE_STAU_SIM VT report (requiring a receipt) (for simulation) 805 STM_TMOB1 Cruising speed and density locally 806 STM_TMOB2 Cruising speed and density standard 807 STM_TMOB1_SIM Local cruising speed and density (SIM) 808 STM_TMOB2: SIM Cruising speed and density standard (SIM) 1505 STM_ESE_SEG1 Speed And density ESE 1508 STM_ESE_ABS3 VT situation from ESE 1509 STM_ESE_SEG1_SIM Speed And density ESE (SIM) 15012 STM_ESE_ABS3_SIM VT situation from ESE (SIM)

The input telegrams are converted into the internal data format and the net data are object-related in the process image filed. The update is triggered by an update Graphic process (GUI) informed about the new data. Messages are passed on to the GUI as plain text.

The input data are visualized in the following form:

Error status response of the lanes - FESTAN MQ VD FS

The assigned route section is colored with the color set for error detection.
The error status is displayed in the detailed info mask.

Results transfer - ERGBUE MQ VD TMOB0

The raw traffic data is displayed in the detailed info dialog mask alphanumeric (table) and graphic (Traffic data recorder) shape is displayed. Is the info mask appears when new data is received, the display is updated.

Operating report - ML MLDKLASSE TEXT

The message text is in the message line and the message overview entered for operating messages. Is the message as A receipt form is also marked with a receipt faded in. Is the parameterized number message window opened at the same time is reached newly arriving messages requiring acknowledgment are buffered. The next message is only after acknowledgment of a message displayed from the buffer.

VT message - ML UNRUHE STAU

The message text is in the message line and the message overview entered for traffic reports. Is the Message marked as requiring a receipt will be added a receipt form is displayed. Is the parameterized Number of simultaneously opened message windows reached, this way, newly arriving messages requiring acknowledgment are buffered. Only after acknowledging one message is the next one Message from the buffer displayed.

Cruising speed and density locally - STM TMOB1

The assigned section in the overview displays "Travel speed local" and "Density local" will be corresponding the set threshold values and color codes.

In the detailed info mask, the data is alphanumeric Shape. Is the info mask when new data is received is displayed, the display is updated.

Cruising speed and density standard - STM TMOB2

The assigned section in the overview displays "Travel speed standard" and "Density standard" is colored according to the set threshold values and color codes.
The data is displayed in the detailed information mask in alphanumeric form. If the info mask is displayed when new data is received, the display is updated.

Cruising speed and density ESE

The assigned segment in the overview displays "Cruising speed ESE" and "Density ESE" will be corresponding the set threshold values and color codes.

archive

The archive (an overview is shown in Figure 9) receives data and message telegrams via message queue and writes them to archive files, which are stored in the so-called Archive area "of the hard disk. After a day change, a backup mechanism is activated via cron, which compresses the data of the previous day. The data compressed in the can be saved on DAT tape. The backup is initiated manually by the operator.

The modules shaded in FIG. 9 are not the subject this description.

The following types of data are processed by the archive. The results of the single-track simulation are under own Data types sent. The archive differentiates based on the data type in which archive area a data record is to be archived is.

ERGBUE_MQ_VD_TMOB0 data type Measured values of the detectors

q _{motor vehicle}

Number of vehicles in the registration interval

q _cars

Number of car registration intervals

q _truck

Number of truck detection intervals

v _Cars

Average speed of the car

v _truck

Medium truck speed

s _v

Standard deviation of the speeds

b

Occupancy rate

f _receipt

Error detection for occupancy determination

f _length

Error detection for length determination

Data type STM_TMOB1 / STM_TMOB1_SIM

Travel time in the route section

Cruising speed in the route section

Traffic density in the route section

Data type STM_TMOB2 / STM_TMOB2_SIM

Travel time in the route section

Cruising speed in the route section

Traffic density in the route section

Traffic jam in the route section

Unrest in the section of the route

Rated traffic strength in the section

Data type STM_ESE_ABS1 / STM_ESE_ABS1_SIM

Travel time in the route section

Cruising speed in the route section

Traffic density in the route section

Data type STM_ESE_ABS2 / STM_ESE_ABS2_SIM

Traffic situations with probabilities in the route section

Data type ML_UNRUHE_STAU_IN / ML_UNRUHE_STAU_IN_SIM

Plain text messages about unrest / traffic jam detection and ESE situation detection

Data type ML_FEHLER_MLD_INPUT

Plain text message about the operation of the system (Detector interference, transmission interference, etc.)

Für die Online-Daten:

./〈ARCHIV-Wurzel〉/〈Datentyp〉/〈Datum〉/〈Identifikation〉

Für die Simulations-Daten:

./〈ARCHIV-Wurzel〉/SIM/〈Datentyp〉/〈Datum〉/〈Identifikation〉

Archiving is always done in ASCII files. The directory structure is structured as follows:

For the online data:

./〈ARCHIVE-root〉/〈Data type〉/〈Date〉/ 〈Identification〉

For the simulation data:

./〈ARCHIVE-root〉/SIM/〈Data type〉/〈Date〉/ 〈Identification〉

Rohdaten: vd40

Ergebnisse Stufe 1: vd_st1

Ergebnisse Stufe 2: vd_st2

Erg. Stufe 3 - Störungen: vd_st3s

Erg. Stufe 3 - Verkehrsdaten: vd_st3d

Meldungen:

mld

Dateiname

./ARCHIV/vd40/〈datum〉/〈id〉

z. B:

./ARCHIV/19970129/23 = Rohwerte vom 29.01.97

für MQ 23

Pro MQ wird eine eigene Datei angelegt.

Dateiname

./ARCHIV/vd_st1/〈datum〉/〈id〉

z. B:

./ARCHIV/vd_st1/19970129/23
= Ergebnisse VT-Stufe 1 vom 29.01.97 für MQ 23

Pro MQ und Tag wird eine eigene Datei angelegt.

Dateiname

./ARCHIV/vd_st2//〈datum〉/〈id〉
analog VT1

Dateiname

./ARCHIV/vd_st3s//〈datum〉/〈id〉
analog VT1 Dateiname ./ARCHIV/vd_st3d//〈datum〉/〈id〉
analog VT1

Directories are created for the following data types:

Raw data: vd40

Results level 1: vd_st1

Results level 2: vd_st2

Erg. Level 3 - Disruptions: vd_st3s

Erg. Level 3 - traffic data: vd_st3d

Messages:

mld

Filename

./ARCHIV/vd40/〈date〉/ 〈id〉

e.g. B:

./ARCHIV/19970129/23 = raw values from 29.01.97

for MQ 23

A separate file is created for each MQ.

Filename

./ARCHIV/vd_st1/〈date〉/ 〈id〉

e.g. B:

./ARCHIV/vd_st1/19970129/23
= Results of VT level 1 from January 29, 1997 for MQ 23

A separate file is created for each MQ and day.

Filename

./ARCHIV/vd_st2//〈date〉/ 〈id〉
analogous to VT1

Filename

./ARCHIV/vd_st3s//〈date〉/ 〈id〉
analogous to VT1 file name ./ARCHIV/vd_st3d//〈date〉/ 〈id〉
analogous to VT1

Operating messages

Filename

./ARCHIV/mld/〈date〉/std

e.g. B:

./ARCHIV/mld/19970129/std = Operational reports from 29.01.97

Traffic reports

Filename

./ARCHIV/mld//〈date〉/vt

e.g. B:

./ARCHIV/mld/19970129/vt = VT messages from 01/29/97

As part of the daily backup, all created in the archive area Files compressed.

The lane acquisition of traffic data is done by feeding of manipulated raw data simulated (see Figure 10). To a lane is selected for each MQ from the recorded data, from whose data the traffic data of the total cross-section be extrapolated. The data set determined in this way is distributed to the traffic models and processed there. The Processing of the extrapolated data in the traffic models does not differ from the processing of online data.

Je MQ: Zu verwendender Fahrstreifen

Werte zur Hochrechnung der Vollspurdaten

The following simulation parameters can be set:

For each MQ: lane to be used

Values for extrapolating the full-track data

Archived data can be read in on an offline computer and fed back to the traffic models (see figure 11). The processing differs in the traffic models not from processing in the online case.

The time range to be simulated is controlled by a sequence control module selected. Operation of the offline simulation is controlled at the shell level.

The design of the user interfaces:

An X-Window System is a graphical standardized window system and thus an international defacto standard for UNIX systems. It is a computer and operating system independent Window system with graphical user interface, that the simultaneous work with several processes enables. It is color graphics capable, works object-oriented and mouse supported.

Because of the client / server concept used, applications run on other UNIX machines while the data input and output for these processes are performed at the local workstation he follows. The users communicate via windows the operating system and applications.

The interface is divided into a menu bar, two interaction areas and a message line. Via the menu bar the operator selects the individual graphical representations, Call up detailed information, display messages etc. In one Interaction area, the results of each procedure represented graphically. In the message line the last incoming traffic or operational message displayed.

The representation in an interaction area takes the form a schematic overview in Figure 12 of the highway network in the Cologne / Bonn area. The highways are in the area of the test area divided into sections based on the incoming data are colored gradually.

For better orientation, a map can be shown in the background of the interaction areas (menu item Graphics → Map ).

In the interaction areas, the results of the different Models for determining the travel time bands (Cruising speed in the section) and densities online darge

poses. The display can be based on data from full-track recording or based on single-track simulation. The display of Simulation data is obtained by coloring the heading of the corresponding interaction area.

The following displays can be selected:

step 1

• Cruise speed bands in the section due to local Traffic data (original)
• Route-related density in the section based on local traffic data (Original)
• Cruise speed bands in the section due to local Traffic data (simulation)
• Route-related density in the section based on local traffic data (Simulation)

Level 2

• Cruise speed bands in the section due to Standard procedure (original)
• Section-related density in the section based on standard procedures (Original)
• Cruise speed bands in the section due to Standard procedure (simulation)
• Line density in the section based on standard procedures (Simulation)

level 3

• Cruise speed bands in the segment due to scientific method (Original)
• Line density in the segment based on scientific method (Original)
• Cruise speed bands in the segment due to scientific method (Simulation)
• Line density in the segment based on scientific method (Simulation)

The results are presented by gradual coloring of the route sections or segments. The following threshold values are used as a default. step Color code Density [Fz / Km] Speed [km / h] No data Light Blue --- --- step 1 green ≤ 20 > 120 Level 2 yellow ≤ 40 > 100 level 3 orange ≤ 60 > 80 Level 4 red ≤ 80 > 40 Level 4 magenta > 80 ≤ 40 error black --- ---

The currently set threshold values can be displayed via the menu item Graphics → Legend ... Threshold values and color codes are defined in the application resource file.

Changed color codes and threshold values can be entered in the following table. step Color code Density [Fz / Km] Speed [km / h] No data --- --- step 1 ≤ > Level 2 ≤ > level 3 ≤ > Level 4 ≤ > Level 4 > ≤ error --- --- In the overview graphics, symbols for displaying traffic incidents are shown at the corresponding points. The symbols show an unrest / traffic jam detection (from level 2) and a situation number (from level 3).
Symbols for traffic disruptions that result from data from the full-track detection are only displayed in the graphics for the original data. Symbols for faults due to simulation data are shown in the graphics for the online simulation. A direct comparison is therefore possible.
The symbols are structured as shown in Figure 13:

Six different traffic situations can be reported from level three. The following situation numbers are assigned to them: Situation number description 0 no traffic disturbance detected 1 traffic bottleneck 2nd structural bottleneck 3rd compression 4th immigration traffic jam 5 jammed section 6 slow-moving traffic

By clicking with the left mouse button without simultaneous actuation a modifier key (SHIFT, CTRL or ALT or Ext. Char) at any point within the graph this point to the new center.

A section is defined by the so-called "Rubber banding". With the help of the mouse, a rectangle is created around the desired image section. The defined one Section is then shown enlarged.

To do this, move the mouse pointer to the upper left corner of the enlarging section. With the left mouse button pressed now move the mouse pointer until the now visible Rectangle encloses the area to be enlarged. After When you release the mouse button, the selected section is enlarged shown on the screen.

By pressing the middle mouse button, a pop-up menu appears on the screen at the current position of the mouse pointer. With the top three menu items "larger", "smaller" and "reset" the display can be enlarged, reduced or returned to the basic display. The enlargement or reduction factor is the zoom factor set in the graphic / layout mask.

To zoom in or out, move the mouse pointer the point in the picture that becomes the new center of the enlarged or reduced representation. Subsequently if you press the middle mouse button once. A appears Pop-up menu from which the desired action can be selected can.

For the sensitive objects in the overview displays can be selected with the left or right mouse button each in connection with a modifier key (SHIFT or CTRL) Additional information can be called up. A short info on Object can be obtained by clicking with the right mouse button without using a modifier.

• Abschnitte (Stufe 1 und 2)
• Segmente (Stufe 3)
• ortsbezogene Symbole für Verkehrsstörungen
• Anschlußstellen

Sensitive objects are:

• Sections (levels 1 and 2)
• Segments (level 3)
• location-related symbols for traffic incidents
• Connection points

For better orientation you can see the background of the interaction areas a map, as shown in Figure 14, be displayed.

The results of the various models for determining travel speeds and densities are visualized by coloring the corresponding sections of the route. The input data are divided into stages based on threshold values.
After selecting this menu item, a mask shown in FIG. 15 is displayed in which the currently set color codes and threshold values are displayed.

• VT-Meldungen, zur Anzeige der in Figur 16 dargestellten Dialogmaske Verkehrstechnische Meldungen
• Betriebsmeldungen, zur Anzeige der Dialogmaske Betriebsmeldungen

The color codes and threshold values can be changed via a resource setting.
The Messages menu contains the following sub-items:

• VT messages, for displaying the dialog mask for traffic engineering messages shown in FIG. 16
• Operating messages, for displaying the dialog box operating messages

09.04.1997-16:23:00 K S2:Stau:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:24:00 G S2:Stau:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:25:00 S2:Unruhe:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:26:00 K S3:VT-Engpass:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:27:00 K S3:Verdichtung:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:28:00 K S3:Bau-Engpass:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:29:00 K S3:Einw. Stau:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:30:00 K S3:Zugest. Abs.:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:31:00 K S3:Stockung:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:32:00 G S3:VT-Engpass:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:33:00 G S3:Verdichtung:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:34:00 G S3:Bau-Engpass:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:35:00 G S3:Einw. Stau:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:36:00 G S3:Zugest. Abs.:A3:AS Lohmar->AS Siegburg/Hennef

09.04.1997-16:37:00 G S3:Stockung:A3:AS Lohmar->AS Siegburg/Hennef

Examples of traffic reports:

09.04.1997-16: 23: 00 K S2: traffic jam: A3: AS Lohmar-> AS Siegburg / Hennef

April 9, 1997 - 4:00 p.m. G S2: Traffic jam: A3: AS Lohmar-> AS Siegburg / Hennef

09.04.1997-16: 25: 00 S2: Unrest: A3: AS Lohmar-> AS Siegburg / Hennef

09.04.1997-16: 26 K S3: VT bottleneck: A3: AS Lohmar-> AS Siegburg / Hennef

09.04.1997-16: 27: 00 K S3: compression: A3: AS Lohmar-> AS Siegburg / Hennef

04/09/1997 - 16: 28: 00 K S3: Construction bottleneck: A3: AS Lohmar-> AS Siegburg / Hennef

09.04.1997-16: 29: 00 K S3: Inhabitants Traffic jam: A3: AS Lohmar-> AS Siegburg / Hennef

April 9, 1997 - 4:30 p.m. K S3: Admitted. Abs.:A3:AS Lohmar-> AS Siegburg / Hennef

09.04.1997-16: 31: 00 K S3: Stagnation: A3: AS Lohmar-> AS Siegburg / Hennef

09.04.1997-16: 32: 00 G S3: VT bottleneck: A3: AS Lohmar-> AS Siegburg / Hennef

09.04.1997-16: 33: 00 G S3: compression: A3: AS Lohmar-> AS Siegburg / Hennef

April 9, 1997 - 4:34 p.m. G S3: Construction bottleneck: A3: AS Lohmar-> AS Siegburg / Hennef

09.04.1997-16: 35: 00 G S3: Inhabitants Traffic jam: A3: AS Lohmar-> AS Siegburg / Hennef

09.04.1997-16: 36: 00 G S3: admitted Abs.:A3:AS Lohmar-> AS Siegburg / Hennef

09.04.1997-16: 37: 00 G S3: Stagnation: A3: AS Lohmar-> AS Siegburg / Hennef

Operating messages are messages about detected device faults, i.e. External system malfunctions or internal system errors.

The operator receives important messages in a manner shown in FIG presented message dialog for confirmation.

These messages must be confirmed by activating the OK button.

Claims (24)

System for determining on road routes, in particular Motorways, related traffic information, with each at least one acquisition unit, an input data communication unit, a data processing unit for generation of reporting records, a message management unit for Preparation of reporting records, an output data communication unit for sending information to distributors and one Visualization unit for displaying information. System according to claim 1, characterized in that this an archive for recorded and / or processed information having. System according to at least one of the preceding claims, characterized in that this has at least one system monitoring unit having. System according to at least one of the preceding claims, characterized in that this is a data flow monitoring unit having. System according to at least one of the preceding claims, characterized in that this is a data processing monitoring unit having. System according to at least one of the preceding claims, characterized in that this is a time control unit for monitoring message sequences. System according to at least one of the preceding claims, local detection cross sections by means of fixed detectors formed, traffic-related measured values recorded, by means of local computer preprocessed and on a given data protocol standardized, aggregated and via wireless transmission transferable to a higher-level data processing system are. System according to claim 7, characterized in that fixed detectors at junctions, junctions and the like are positioned. System according to one of the preceding claims, characterized characterized in that the arrangement density of the fixed Detectors depending on traffic expectation estimates is determined. System according to one of the preceding claims, characterized characterized in that for local preprocessing of the Data of their plausibility based on model comparisons is verifiable. System according to one of the preceding claims, characterized characterized that from the change in the measured values Trend factors can be determined. System according to one of the preceding claims, characterized characterized that from the data determined in cycles Status codes can be determined. System according to one of the preceding claims, characterized characterized in that the measured values are lane-related are detectable. System according to one of the preceding claims, characterized characterized that higher-level data processing systems at least for neighboring groups Acquisition cross sections are assigned. System according to one of the preceding claims, characterized characterized that as a higher-level data processing system a center for all acquisition cross sections a network or for several higher-level data processing systems assigned. System according to one of the preceding claims, characterized characterized in that in at least one parent Data processing system route-related traffic information by linking the transferred data neighboring acquisition cross sections can be calculated. System according to one of the preceding claims, characterized characterized that central data evaluations for Accident detection is feasible. System according to one of the preceding claims, characterized characterized in that the data for route search can be evaluated are. System according to one of the preceding claims, characterized characterized in that the data to output traffic management information are evaluable. System according to one of the preceding claims, characterized characterized in that the data for the delivery of traffic development forecasts are evaluable. System according to one of the preceding claims, characterized characterized in that the data for the output of travel time information are evaluable. System according to one of the preceding claims, characterized characterized in that the data to output congestion information are evaluable. System according to one of the preceding claims, characterized characterized that the visualization in Windows technology he follows. System according to one of the preceding claims, characterized characterized that this is a dialog mask system includes.

Images