EP1262934B1 - Méthode pour la detection de la situation du trafic routier - Google Patents

Méthode pour la detection de la situation du trafic routier Download PDF

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Publication number
EP1262934B1
EP1262934B1 EP02076700A EP02076700A EP1262934B1 EP 1262934 B1 EP1262934 B1 EP 1262934B1 EP 02076700 A EP02076700 A EP 02076700A EP 02076700 A EP02076700 A EP 02076700A EP 1262934 B1 EP1262934 B1 EP 1262934B1
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EP
European Patent Office
Prior art keywords
traffic
velocity
vehicle
undisturbed
act
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP02076700A
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German (de)
English (en)
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EP1262934A2 (fr
EP1262934A3 (fr
Inventor
Ulrich Dipl.-Phys. Fastenrath
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
DDG Gesellschaft fuer Verkehrsdaten mbH
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DDG Gesellschaft fuer Verkehrsdaten mbH
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Publication of EP1262934A3 publication Critical patent/EP1262934A3/fr
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions

Definitions

  • the invention relates to a method for traffic position detection on roads according to the preamble of claim 1.
  • traffic monitoring systems are used for traffic situation detection on roads through which traffic information is delivered.
  • traffic data from land vehicles will be identified and used as a basis for recording the traffic situation on the roads.
  • the detected traffic data may be, for example, the position and the speed of one or more land vehicles.
  • These traffic data are determined by suitable sensors and evaluated on the basis of specific parameters.
  • certain values eg "undisturbed traffic", “stagnant traffic”, “dense traffic” or "traffic jam" of traffic condition criteria can then be determined serve as a basis for the generation of a traffic status message, which is then made available to road users (eg traffic reports and travel times via radio or telematic terminals).
  • the traffic data can be obtained in different ways. For example, the position determination using the GPS ("Global Positioning System”) by telematic terminals in land vehicles or by stationary cameras. The speed can be determined by stationary installations or by equipment carried in land vehicles.
  • GPS Global Positioning System
  • FCD floating car data
  • telematic terminals so-called “on-board units” (OBU)
  • OBU on-board units
  • the traffic data determined are evaluated according to different algorithms. In essence, these algorithms rely on reporting a traffic jam if a certain number of land vehicles in a particular area and time interval are below a set speed value.
  • a method for the detection of jam is described.
  • a GPS receiver, a speedometer and a GSM transceiver unit is connected.
  • the evaluation device comprises a memory unit which stores the position data, a calculation unit which determines the direction of travel from the position data, a comparison unit for comparing the measured speed with a predefined speed limit value, a time measuring device for measuring the time in which the measured speed lies below the speed measurement value , and a connection unit, which is designed such that the current position and the direction of travel of the vehicle is forwarded to the GSM transceiver unit for transmission to a control center when the measured time Time limit exceeded.
  • a delay-free traffic jam detection should be possible.
  • the invention has for its object to improve the detection of traffic jams in a method for traffic situation detection of the type mentioned.
  • the invention is in particular based on the object to perform the detection of traffic congestion as a function of the particular road network.
  • the invention is based on the object of improving the detection of traffic disturbances on non-intersection-free roads.
  • a limit speed is set with which the actual vehicle speed of land vehicles is compared. Depending on this comparison, a value of a traffic condition criterion is then determined, wherein the exceeding of the limit speed is used as a parameter for determining the traffic condition criterion.
  • the invention is based on the recognition that such methods are not suitable for use in urban areas.
  • For traffic recording by means of such FCD methods higher equipment levels are required in conurbations because of lower traffic flows with the same quality than on expressways.
  • traffic is erroneously reported as disturbed or undisturbed.
  • the known methods can not quickly and safely differentiate traffic disruptions of undisturbed traffic in agglomerations, since Link lengths, durations of red phases in traffic lights, time losses in Turning maneuvers, etc. can vary within wide limits.
  • the invention is further based on the finding that a feature of undisturbed traffic exists in agglomerations which has not hitherto been used to distinguish disturbed and undisturbed traffic.
  • This feature consists of a (explicitly or implicitly determined) maximum speed, which can be achieved by all types of vehicles, in places, for example, the statutory maximum speed of 50 km / h in Germany.
  • undisturbed city traffic is characterized by the fact that a certain limit speed (for example 40 km / h) is not always exceeded but always exceeded.
  • inventive method can be used for local, stationary detection (SES), in which the observation of land vehicles with cameras or by aerial observation o.ä. he follows.
  • SES local, stationary detection
  • the method according to the invention is suitable for FCD methods, since it operates with speed profiles of land vehicles.
  • the method is basically feasible by detecting the vehicle position and the vehicle speed of a single land vehicle.
  • An individual vehicle can find a disturbed traffic, if, for example, a long time from a trailing in front of him tractor, heavily loaded trailer o.ä. is hampered.
  • the method according to the invention preferably includes the detection of the vehicle positions and the associated vehicle speeds of several land vehicles, the traffic status messages (eg "undisturbed Traffic ”) is determined in dependence on a plurality of the detected vehicle positions and a plurality of the detected vehicle speeds.
  • the value of the determined traffic condition criterion may include exceeding the limit speed of at least one land vehicle in a particular local area and / or in a certain time interval. For certain traffic reports, it is important to know in which local area and / or in which time interval the speed limit is exceeded so that, for example, a corresponding traffic message can be sent to the road users in this local area and / or in this time interval.
  • the process according to the invention is preferably used in combination with an FCD process.
  • the vehicle positions of the land vehicles and the vehicle speeds associated with the respective land vehicle are detected by mobile sensors carried in land vehicles.
  • Such sensors are known, for example, as "on-board units” (OBU).
  • a time period is determined during which the value of the traffic condition criterion is maintained even if there is no limit speed crossing during this time period.
  • the limit speed which can be predetermined in the method according to the invention is determined by first setting a maximum speed and determining the limit speed as a function of this maximum speed.
  • the maximum speed ⁇ H can depend on the road class and assume different values, for example, for residential areas, thoroughfares and main roads. Of the Control parameter ⁇ can then be varied, for example, to take account of specific local conditions.
  • the predefinable maximum speed can be set explicitly by selecting the maximum speed legally allowed on the respective road class as the maximum speed.
  • This legal maximum speed can be detected by means of a telematic terminal (OBU) of a land vehicle.
  • the terminal contains a digital map, which is to be taken from the respective valid maximum speed.
  • the specifiable maximum speed can also be obtained from an application-specific table, by means of which road classes and permissible maximum speeds are linked. This is particularly advantageous if the terminal only the street class is shown.
  • the predefinable maximum speed can be obtained by locating the land vehicle and centrally setting the predefinable maximum speed, with feedback being sent to the land vehicle.
  • the determined traffic condition (eg "undisturbed traffic") can be transmitted to the road users by sending a corresponding status message.
  • Embodiments of the invention are the subject of the dependent claims.
  • OBUs telematic terminals
  • Such OBUs contain, inter alia, a GPS unit for determining the current vehicle position (x, y), a speed sensor for detecting the current vehicle speed is ⁇ , a memory for storing data (for example, the current vehicle speed is ⁇ and the current vehicle position (x, y)), a transmitter for transmitting data (eg, traffic data) and a receiver for receiving data (eg telematic services).
  • a GPS unit for determining the current vehicle position (x, y)
  • a speed sensor for detecting the current vehicle speed is ⁇
  • a memory for storing data (for example, the current vehicle speed is ⁇ and the current vehicle position (x, y)
  • a transmitter for transmitting data eg, traffic data
  • receiver for receiving data
  • a certain non-zero limit speed ⁇ f is set. This is represented by block 10.
  • a plurality of limit velocities ⁇ f, 1 ..., ⁇ f, n (n ⁇ N) can be defined, which are assigned to different local areas [x, y] 1 ,..., [X, y] n .
  • the set limit velocities ⁇ f, 1 ,..., ⁇ f, n are transmitted to the OBU-equipped land vehicles. This is represented by block 12.
  • the transmission takes place by means of wireless communication.
  • the OBU it is determined in which local area [x, y] i (i ⁇ [1,..., N]) the land vehicle is located (block 14) and the associated limit speed v f, i is determined (block 16) ).
  • the current vehicle speed is ⁇ is determined (block 18) and with the valid limit velocity ⁇ f, i is compared (block 20). This comparison is repeated with a specific clock frequency (eg 1 Hz).
  • the values of the traffic condition criterion are then transmitted to a traffic awareness center via a wireless communication path.
  • the frequency of this transmission is chosen so that as little as possible messages take place.
  • a transmission only takes place when there is a change of state of the value of the traffic condition criterion.
  • a traffic status message (eg "undisturbed traffic”, “undisturbed traffic during [t 1 , t 2 ]", “undisturbed traffic in [x, y] i ") depending on the value (s) of the traffic condition criteria (s) and optionally the time interval ([t 1 , t 2 ]) and the local area ([x, y] i ).
  • Fig. 2 and 3 show the instantaneous velocity ⁇ is a land vehicle as a function of time t.
  • the predetermined maximum speed ⁇ H and the fixed limit speed ⁇ f are shown by dashed lines.
  • the land vehicle exceeds the limit speed ⁇ f .
  • the value of the traffic condition criterion is set to the value "undisturbed” and a corresponding message ("telegram") is transmitted to the traffic situation detection center. This is shown by an arrow A.
  • the limit speed ⁇ f is repeatedly undershot by the land vehicle, ie ⁇ is becomes smaller than ⁇ f , however, the duration of the undershoot is always shorter than the fixed time period T, so that the value of the traffic condition criterion maintains the value "undisturbed" and also no message is transmitted to the traffic situation detection center. It is therefore assumed that the traffic is undisturbed, although the speed is ⁇ of the land vehicle can even assume the value zero. This corresponds, for example, stopping in a red phase of a traffic light system.
  • the limit speed ⁇ f is determined by first setting a maximum speed ⁇ H and determining the limit speed ⁇ f as a function of this maximum speed ⁇ H.
  • the specified maximum speed ⁇ H may be the applicable legal maximum speed in the respective local area.
  • the maximum speed ⁇ H will depend on the road class and assume different values, for example for residential areas, thoroughfares and main roads. Since one must assume that most land vehicles do not exceed the legal maximum speed, the control parameter a, the limit speed ⁇ f over the maximum speed ⁇ H is slightly reduced.
  • the predetermined maximum speed ⁇ H can be set explicitly by selecting the maximum speed that is legally permitted on the respective road class as the maximum speed ⁇ H.
  • This legal maximum speed can be detected using the telematic terminal (OBU) of the land vehicle.
  • the terminal contains a digital map, which is to be taken from the respective valid maximum speed.
  • the specifiable maximum speed can also be obtained from an application-specific table, by means of which road classes and permissible maximum speeds are linked. A section of an example of such a table is shown schematically in FIG. In Fig.
  • the local area [x, y], a federal highway (BAB) with a maximum speed of 130 km / h, the local area [x, y] 2 a federal highway (B) with a maximum speed of 100 km / h and the local area [x, y] 3 of a city street (S) with a maximum speed of 50 km / h is assigned.
  • the predetermined maximum speed ⁇ H can be obtained by locating the land vehicle and setting the maximum speed centrally, with feedback to the land vehicle. This definition can also be made by tables similar to FIG. 4.
  • the traffic condition criterion is bivalent with the values “undisturbed” and “disturbed”. It should be noted, however, that the traffic condition criterion may of course also have more than two values. For example, several different limit speeds can be set for one and the same local area, whereby not only undisturbed and disturbed traffic but also, for example, undisturbed traffic, stagnant traffic, dense traffic and congestion can be distinguished.

Claims (19)

  1. Procédé de détection de l'état de la circulation sur route grâce à l'acquisition de données au moyen de capteurs et à l'exploitation de données à l'aide de paramètres, présentant les étapes de procédé de :
    (a) détection de la position ((x,y)ist) de véhicules routiers,
    (b) détection de la vitesse (νist) associée au véhicule routier respectif,
    (c) détermination d'un critère d'état de la circulation en fonction de la position ((x,y)ist) du véhicule détectée et de la vitesse du véhicule détectée (νist),
    caractérisé par la
    (d) définition d'une vitesse maximale autorisée (νH),
    (e) détermination d'une vitesse limite (νf) par la relation νf = αvH, α étant un paramètre de commande pouvant être choisi librement avec α<1,
    (f) comparaison de la vitesse détectée (νist) d'un véhicule routier à la vitesse limite (νf),
    (g) détermination d'un critère d'état de la circulation pour lequel le dépassement de la vitesse limite (νf) est associé à une certaine valeur ("pas de perturbation").
  2. Procédé selon la revendication 1, caractérisé par la détermination d'un critère d'état de la circulation pour lequel le dépassement de la vitesse limite (νf) dans un certain intervalle de temps ([t1,t2] ; [t1, t2]i) est associé à une certaine valeur ("pas de perturbation").
  3. Procédé selon la revendication 1 ou 2, caractérisé par la détermination d'un critère d'état de la circulation pour lequel le dépassement de la vitesse limite (νf) à un certain endroit géographique ([x,y]i) est associé à une certaine valeur ("pas de perturbation").
  4. Procédé selon l'une quelconque des revendications 1-3, caractérisé en ce que les positions ((x,y)ist) et les vitesses (νist) de plusieurs véhicules routiers sont détectées et des critères d'état de la circulation, pour lesquels le dépassement de la vitesse limite (νf) est associé à une certaine valeur ("pas de perturbation"), sont déterminés pour plusieurs positions de véhicule détectées ((x,y)ist) et plusieurs vitesses de véhicule détectées (νist).
  5. Procédé selon l'une quelconque des revendications 1-4, caractérisé en ce qu'on définit une période de temps (T) pendant laquelle ladite valeur ("pas de perturbation") du critère d'état de la circulation est également conservée lorsque la vitesse limite (νf) n'est pas dépassée pendant cette période de temps (T).
  6. Procédé selon l'une quelconque des revendications 1-5, caractérisé en ce que la position ((x,y)ist) des véhicules routiers et la vitesse (νist) associée au véhicule routier respectif sont détectées par des capteurs fixes.
  7. Procédé selon l'une quelconque des revendications 1-5, caractérisé en ce que la position ((x,y)ist) des véhicules routiers et la vitesse (νist) associée au véhicule routier respectif sont détectées par des capteurs mobiles embarqués dans des véhicules routiers.
  8. Procédé selon l'une quelconque des revendications 1-7, caractérisé en ce que la vitesse maximale (νH) pouvant être prédonnée représente la vitesse maximale autorisée par la loi sur le type de route respectif.
  9. Procédé selon l'une quelconque des revendications 1-8, caractérisé en ce que la vitesse maximale (νH) pouvant être prédonnée ou autorisée par la loi est détectée à l'aide d'un terminal télématique (OBU) d'un véhicule routier.
  10. Procédé selon l'une quelconque des revendications 1-8, caractérisé en ce que la vitesse maximale (νH) pouvant être prédonnée ou autorisée par la loi est obtenue à partir d'un tableau (fig. 4) permettant de combiner les types de route et les vitesses maximales autorisées.
  11. Procédé selon l'une quelconque des revendications 1-8, caractérisé en ce que la vitesse maximale (νH) pouvant être prédonnée ou autorisée par la loi est obtenue par un retour d'information provenant d'un central.
  12. Procédé selon l'une quelconque des revendications 1-8, caractérisé en ce que la vitesse maximale (νH) pouvant être prédonnée ou autorisée par la loi est obtenue par estimation à partir des données de trajet d'un véhicule routier.
  13. Procédé selon la revendication 12, caractérisé en ce que l'estimation de la vitesse maximale (νH) pouvant être prédonnée ou autorisée par la loi est obtenue à partir de la relation νH = (ν- + ν+)/2, ν- et ν+ étant les limites d'un intervalle de vitesse ([ν-,ν+]) qui est défini par le fait que, pendant un certain temps (tR), un certain pourcentage (%) des valeurs de mesure de la vitesse réitérées régulièrement se trouve dans cet intervalle de vitesse [ν-,ν+].
  14. Procédé selon l'une quelconque des revendications 1-13, caractérisé par l'envoi d'un message d'état de la circulation ("circulation non perturbée") en fonction de la valeur ou des valeurs ("pas de perturbation") du ou des critères d'état de la circulation.
  15. Procédé selon l'une quelconque des revendications 2-13, caractérisé par l'envoi d'un message sur l'état de la circulation ("circulation non perturbée pendant [t1,t2]") en fonction de la valeur ou des valeurs ("pas de perturbation") du ou des critères d'état de la circulation et de l'intervalle de temps ([t1, t2]).
  16. Procédé selon l'une quelconque des revendications 3-13, caractérisé par l'envoi d'un message sur l'état de la circulation ("circulation non perturbée à [x,y]") en fonction de la valeur ou des valeurs ("pas de perturbation") du ou des critères d'état de la circulation et de l'endroit géographique ([x,y]).
  17. Utilisation du procédé selon l'une quelconque des revendications 1-16 afin de détecter l'état de la circulation sur des routes à croisements.
  18. Utilisation du procédé selon l'une quelconque des revendications 1-16 afin de détecter l'état de la circulation sur des routes à vitesse maximale prescrite par la loi.
  19. Utilisation du procédé selon l'une quelconque des revendications 1-16 afin de détecter l'état de la circulation sur des routes à feux de circulation.
EP02076700A 2001-06-01 2002-04-17 Méthode pour la detection de la situation du trafic routier Expired - Lifetime EP1262934B1 (fr)

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Application Number Priority Date Filing Date Title
DE10126872A DE10126872A1 (de) 2001-06-01 2001-06-01 Verfahren zur Verkehrslageerfassung
DE10126872 2001-06-01

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EP1262934A3 EP1262934A3 (fr) 2003-11-05
EP1262934B1 true EP1262934B1 (fr) 2007-06-06

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AT (1) ATE364212T1 (fr)
DE (2) DE10126872A1 (fr)
ES (1) ES2288535T3 (fr)

Cited By (1)

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CN101989381A (zh) * 2010-11-15 2011-03-23 福建工程学院 基于浮动车技术的道路单向限行与通行状态识别方法

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WO2005064564A1 (fr) * 2003-12-19 2005-07-14 Bayerische Motoren Werke Aktiengesellschaft Determination du niveau de vitesse attendu
WO2005064567A1 (fr) * 2003-12-19 2005-07-14 Bayerische Motoren Werke Aktiengesellschaft Identification d'etat du trafic par un procede de valeurs seuils
JP4530292B2 (ja) * 2005-05-06 2010-08-25 パイオニア株式会社 走行状態判断装置および走行状態判断方法
DE102008001963A1 (de) * 2008-05-26 2009-12-03 Robert Bosch Gmbh Verfahren und Vorrichtung zur Verkehrsplanung
CN102087788B (zh) * 2009-12-02 2012-12-19 上海济祥智能交通科技有限公司 基于浮动车车速置信度的交通状态参数估计方法
DE102012204542A1 (de) 2012-03-21 2013-09-26 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Vorrichtung zum Ermitteln eines Verkehrszustandes
CN111613049B (zh) * 2019-02-26 2022-07-12 北京嘀嘀无限科技发展有限公司 一种道路状态监测方法以及装置
CN115188184B (zh) * 2022-06-20 2024-03-19 海信集团控股股份有限公司 一种车辆限速处理方法、设备及装置

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DE19606258C1 (de) * 1996-02-06 1997-04-30 Mannesmann Ag Fahrzeugautonome Detektion von Verkehrsstau
DE19643454C2 (de) * 1996-10-10 2003-08-21 Mannesmann Ag Verfahren und Vorrichtung zur Übermittlung von Daten zur Verkehrslagebeurteilung
EP1012809B1 (fr) * 1997-11-05 2001-03-28 Swisscom AG Procede, systeme et dispositifs de collecte de donnees de trafic
DE19833614B4 (de) * 1998-07-25 2009-12-10 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Verkehrsqualitätserkennung und Fahrzeug als Mittel dazu
DE19835979B4 (de) * 1998-08-08 2005-01-05 Daimlerchrysler Ag Verfahren zur Verkehrszustandsüberwachung und Fahrzeugzuflußsteuerung in einem Straßenverkehrsnetz
DE10047736C1 (de) * 2000-09-27 2001-10-11 Zoltan Anton Kiefer Vorrichtung zur Stauerfassung und Verfahren zur Stauerfassung

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Publication number Priority date Publication date Assignee Title
CN101989381A (zh) * 2010-11-15 2011-03-23 福建工程学院 基于浮动车技术的道路单向限行与通行状态识别方法

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Publication number Publication date
ES2288535T3 (es) 2008-01-16
DE50210258D1 (de) 2007-07-19
EP1262934A2 (fr) 2002-12-04
DE10126872A1 (de) 2003-01-02
ATE364212T1 (de) 2007-06-15
EP1262934A3 (fr) 2003-11-05

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