EP3113143A2 - Method for determining a switching time prognosis - Google Patents

Abstract

The invention relates to a method for determining a switching time forecast for at least one signal group of a signaling system according to claim 1, a method for displaying a remaining time of a according to claim 16, a computing unit for performing the method according to claim 18 and a computer program product according to claim 19.

Description

The invention relates to a method for determining a switching time forecast for at least one signal group of a signaling system according to claim 1, a method for displaying a remaining time according to claim 16, a computing unit for performing the method according to claim 18 and a computer program product according to claim 19.

Out DE 10 2012 110 099 B3 Methods are known with which the future signal times of a signaling system are predicted, wherein the prediction unit used for this purpose requires a model of the traffic flow and the signal control. Once a forecast has been submitted, it may or may not arrive if, for example, the actual traffic flow does not correspond to the simulated traffic flow.

The object of the invention is to provide an improved method for determining a switching time forecast for at least one signal group of a signaling system. Furthermore, the object of the invention is to provide a method for displaying a remaining time.

The objects of the invention are solved by the independent claims.

Further embodiments of the method are indicated in the dependent claims.

The invention relates to a method for determining a switching time forecast for at least one signal group of a signaling system, wherein the signal system has a plurality of signal groups, wherein the signal groups are blocked and released by a control method, depending on a control intervention, an order of releases and / or the number of Shares can change, taking different possible sequences of controls during the next n time intervals for at least one signal group a minimum range of a release is determined in such a way that the minimum range of the release by a control intervention only extended, but can not shorten. As a result, a remaining time for the particular displayed release of the signal groups can only extend and only reduce a remaining time for the particular blocking of the signal groups displayed. In this way, a reliable time for release and / or blocking can be determined, displayed and passed on.

In one embodiment, switching time forecasts for a release of the signal groups are determined for a plurality of predetermined control interventions (for example with a public transport vehicle and without a public transport vehicle). In addition, probabilities of an arrival can be determined for the switching time forecasts. The determined switching time forecasts and / or their probabilities are displayed and / or output, in particular transmitted to a vehicle. In this way, a driver and / or a driver assistance system can obtain a more accurate assessment of the switching situation of the signal group. In particular, a better adaptation of the driving behavior to the switching situation of the signal group or the entire signal system can be achieved, for example, to follow a green wave.

In another embodiment, at least one expected value is calculated from the switching time forecasts and the probabilities of the switching time forecasts. The expected value can be displayed or transmitted to a vehicle. In particular, the expected value can be provided for consideration for at least one function in a vehicle. In particular, the expected value for the engine control of a vehicle can be used. A control device of a vehicle, in particular a driver assistance system, can also use the expected value to control the vehicle in order, for example, to follow a green wave.

In one embodiment, a time range for enabling a signal group is reduced if the signal group is not requested.

In one embodiment, the minimum time range of the releases of the signal groups of the respective release of the signal groups in the predetermined sequence of predetermined phases, if no phase fails, and wherein at an at least partial failure of a phase, the minimum time ranges of the shares of the non-failed phases and thus the Enabled signal groups are increased there.

In one embodiment, the minimum range of the release is determined and updated in particular for each signal group during the time interval at regular time intervals.

In one embodiment, the number of vehicles arriving during a specified time interval is determined, the determined number being used to determine therefrom a queue of vehicles upon a signal lock, the queue having a travel trajectory for one or more vehicles arriving in a time interval the manner is determined so that the number of stops and / or the fuel consumption and / or emissions are reduced. Depending on the selected embodiment, other target function values can also be improved, in particular optimized.

In one embodiment, a position and a minimum duration of release are not determined for signal groups of a secondary direction that have just been released, but a latest start of the release time. As a result, an indication of an end of the blocking, ie, the red remaining time is possible without restricting the flexibility for redistributing the periods of failing partial phases.

In one embodiment, remaining times of a given release time that are less than a certain threshold are no longer changed.

In one embodiment, a predetermined end range, in particular the last seconds of a release and / or a lock is no longer changed. In the case of a phase-oriented control, the end region can be contained in particular in phase transitions between the phases and can be parameterized individually for each phase transition. Furthermore, the minimum remaining periods can also be parameterized separately.

In one embodiment, control actions are suppressed depending on the type of control intervention.

In addition, displays may be provided which provide a time for release of a signal group, i. a green time and / or a time for blocking a signal group, i. indicate a red period for at least one, in particular for each signal group. Due to the control selected, when a signal group is enabled by the display, a remaining enable time, i. a green remaining time is displayed, which can only jump in the direction of a longer green remaining time. Due to the control selected, when a signal group is blocked by the display, a remaining lock time, i. a red remaining time is displayed, which can only jump in the direction of a shorter red remaining time. The display can be provided on the signal system, in particular on the signal group. In addition, the display can also be arranged in a vehicle.

In one embodiment, the release times of also requested or not failed phases are shortened, in particular to a small extent, in particular in the range of 1% to 10% of the time duration, taking into account a boundary condition of an intended use. For example, given a display of the release time, a maximum allowable reduction may be predetermined.

In one embodiment, the displays are configured to compress a graphical display of green and / or red residual time. In this case, e.g. 0.75 seconds can be represented as 1 second, so that forecast release times can be reduced to a small extent, without this noticing a driver of a vehicle.

Furthermore, e.g. in the form of a traffic light assistant, a probability of a prognosis for a release and / or a blocking of a signal group is communicated to a driver of a vehicle, in particular displayed.

In one embodiment, in a display that graphically represents a green time range and / or a green remaining time and / or a red residual time of a signal group, the graphical representation, in particular a color intensity, may be different depending on a probability of the green remaining time and / or the red remaining time.

In one embodiment, a public transport vehicle may log on to a controller at least a predetermined time prior to, in particular, its earliest arrival at a stop line. The predetermined time may depend on how much e.g. a traffic light assistant to the duration of the forecast required, this in particular from the journey time from the stop line of a preliminary node to the stop line of its successor nodes, the required calculation time for the control process and all times required from the determination to processing and display of the remaining time in a traffic light assistant of a vehicle.

In one embodiment, in the case of remaining time forecasts, a design is dispensed with, for example in the case of a sudden termination of a running phase in the event of a gap in the traffic flow. Instead, an adaptive calculation is performed per time interval, with failing times being distributed to other phases according to a calculation procedure.

In one embodiment, after a phase change, the latest enable times of the phases are calculated from all variations of the possible phase reversals of the public transport phase, and the phases of the phases involved in public transport can be taken into account in calculating the minimum (and earliest) enable time of the signal groups respectively or not, depending on which calculation leads to a shorter release time. In this case, for example, a first phase is extended, the possible extension is not included in the residual green of the first phase, while the residual red of a third phase takes into account the maximum extension, i. e.g. neither the free green of the first phase nor the free green of the second phase is included in the green residual time of the first phase, as long as there is still the possibility that e.g. the free green of the first phase 1 is not used.

In one embodiment, the latest release times of the phases are calculated from all variations of the possible phase sequences. The phases of the phases that are involved in public transport are taken into account or not taken into account when calculating the minimum (and earliest) release time of the signal groups, depending on which calculation leads to a shorter release time.

In one embodiment, in the event that the public transport phase is completely eliminated, additionally the minimum release times are determined.

In one embodiment, the lost time is distributed to the non-failed phases after a pre-scheduled portion of the non-emergent phases. This achieves a simple and fast adaptation.

In a further embodiment, the lost time is distributed by a model-based adaptation, in particular in the form of an optimization on the non-failed phases. Thereby a more individual adaptation to the present situation is achieved.

In a further embodiment, the planned sequence of the not yet executed phases of the time interval is changed in such a way that the optional phase is exchanged with the next phase if not requested. This allows the optional phase to be executed even later within the time interval. With the optional phase, for example, a public transport vehicle can be served.

In one embodiment, a phase is subdivided into a first sub-phase for mapping a minimum release time, a second sub-phase for representing a release time necessary for a performance of the traffic control, and a third sub-phase for a free release time of the signal groups. In this case, the third subphase, i. a free sub-phase of a phase for a main direction, as well as the third sub-phase and in particular the second sub-phase, but not the first sub-phase of the minimum period of an optional phase can be shortened to extend another phase, which is used to speed up public transport.

A simplification of the control method is achieved by omitting the optional phase at least partially or completely if the optional phase is not retrieved until a predetermined time.

In one embodiment, the time durations of the sub-phases of a time interval are determined in a phase-dependent manner and adaptively as a function of traffic data, and the time durations of the phases are adapted accordingly. In addition, phases or partial phases of a time interval can be derived as a function of predetermined time ranges and / or as a function of specified T times. T-times are times that are fixed within the time interval, ie within the circulation. For example, a T-time can be determined by an earliest start, a latest beginning, earliest end and / or latest release or release date.

In a further embodiment, depending on traffic data, a start and an end time of release of the main directional phase are preferred only by a fixed maximum period of time, in particular to allow compatibility with a green wave for the traffic of the main direction.

In a further embodiment, a plurality of alternative phase sequences are provided, and in each of the alternative phase sequences, at least one optional phase for public transport is provided. In a request of the optional phase by a public transport vehicle is changed to the phase sequence with which the public transport vehicle can pass the intersection with a minimum delay, in particular without slowing down the public transport vehicle. This will further improve the prioritization of public transport.

An optional phase may be provided for a public transport vehicle or for a pedestrian or a vehicle.

FIG 1

eine schematische Darstellung einer Kreuzung mit einer Signalanlage mit vier Signalgruppen,

FIG 2 bis 7

schematische Darstellungen von verschiedenen Abfolgen von Phasen während eines Zeitintervalls,

FIG 8

eine weitere Darstellung einer Abfolge von möglichen Phasen mit einem ÖPNV Fenster,

FIG 9

eine schematische Darstellung einer weiteren möglichen Abfolge von Phasen eines Zeitintervalls,

FIG 10

eine schematische Darstellung einer Grundphasenfolge,

FIG 11

eine Abfolge der Phasen der Grundphasenfolge der Fig.10 für ein Zeitintervall, und

FIG 12 bis 15

verschiedene mögliche Abfolgen der Grundphasenfolge der FIG 10, und

FIG 16

ein Fahrzeug.

The above-described characteristics, features, and advantages of this invention, as well as the manner in which they are achieved, will become clearer and more clearly understood in connection with the following description of the embodiments which will be described in connection with the drawings

FIG. 1

a schematic representation of an intersection with a signaling system with four signal groups,

FIGS. 2 to 7

schematic representations of different sequences of phases during a time interval,

FIG. 8

another illustration of a sequence of possible phases with a public transport window,

FIG. 9

a schematic representation of another possible sequence of phases of a time interval,

FIG. 10

a schematic representation of a basic phase sequence,

FIG. 11

a sequence of phases of the basic phase sequence of Figure 10 for a time interval, and

FIGS. 12 to 15

different possible sequences of the basic phase sequence of FIG. 10 , and

FIG. 16

a vehicle.

FIG. 1 shows a schematic representation of an intersection 1, in the four roads 2, 3, 4, 5 open. Each road has a road leading to the intersection 1 and a road leading away from the intersection 1. In addition, a signal group 6, 7, 8, 9 is provided on each road leading to the intersection 1. Each signal group 6, 7, 8, 9, 6A, 8A 13, 14 has its own arithmetic unit. In addition, each signal group has display means and / or transmitting means with which information about a signal state of the signal group can be displayed and / or transmitted to a vehicle and / or to a further computing unit. The four illustrated signal groups 6, 7, 8, 9, 6A, 8A represent a signal system for the intersection 1. With a signal group, a blocking or release, ie a free travel in the direction of travel, can be displayed for one direction of travel. Under a direction of travel, for example, a straight ahead, a right turn, and / or left turn understood. The blocking is indicated eg with a red signal and the release with a green signal. In addition, a transition signal, for example in the form of a yellow signal, can be displayed between the release and the blocking. The blocking is also referred to below as the red-time and the release as green-time.

Furthermore, detectors 11 are provided in or on the lanes of the streets 2, 3, 4, 5, which detect an approach of a vehicle 10 to the intersection 1 and / or a departure of the vehicle away from the intersection 1. The detectors 11 may also be provided to, for example, an approach of a public transport vehicle to the intersection 1 and / or a Removing the public transport vehicle from the intersection to capture. In addition, a detector 11 may be provided to detect, for example in the form of a button, the desire of a pedestrian who wishes to release a pedestrian crossing over a road. The detectors are logically connected to signal groups 6, 7, 8, 9, 6A, 8A.

Furthermore, there is a central arithmetic unit 12 which is connected to the detectors 11 and to the signal groups and / or the arithmetic units of the signal groups. The central processing unit controls the signal groups depending on the traffic volume at the intersection. As a rule, a main direction is specified, which has priority for the control of the traffic. In addition, for a time interval, i. a round trip time a series of phases that can be performed during the time interval.

However, a failure and / or a shift and / or a shortening and / or an extension of a phase during the time interval may also occur as a function of traffic events. In each phase, it is determined for all signal groups whether the respective signal group is switched to a release for a free travel or to a blocking for the travel direction of the signal group.

The arithmetic units of the signal groups and / or the central arithmetic unit control the four signal groups depending on the determined phases. After the circulation period, the sequence of phases is repeated. Depending on the embodiment, the signaling system can also be controlled independently of phases depending on the traffic volume at the intersection.

FIG. 2 shows an example of a basic phase sequence of phases for the control of the signal system of the intersection 1 with three phases 100, 200, 300. The illustrated basic phase sequence has three phases 100, 200, 300. In addition, a transitional phase 310, 120, 230 is shown between the phases 100, 200, 300. Between the first phase 100 and the second Phase 200, a first phase transition 120 is shown. Between the second phase 200 and the third phase 300, a second phase transition 230 is shown. Between the third phase 300 and the first phase 100, a third phase transition 310 is shown. The phase transitions can also be counted towards your respective target phase, to which they are transferred.

In addition, depending on the selected embodiment, the first phase 100 may be subdivided into a necessary first subphase 100A and into a free second subphase 100B. Furthermore, the second phase 200 may be subdivided into a necessary first subphase 200A and into a free second subphase 200B. Furthermore, the third phase 300 may only have a necessary first subphase 300A. In addition, for each phase 100, 200, 300, a subphase may be provided for mapping a minimum release time. The sub-phases for the minimum release times are not shown. These are traffic minimum release periods, e.g. to compensate for detector errors.

The first phase 100 corresponds to the switching situation that the vehicles approaching the intersection 1 on the first street 2 and the third street 4 ( FIG. 1 ) and just want to drive over the intersection, have a release, ie green and allowed to drive over the junction 1. Thus, in the first phase 100, the first signal group 6 is switched to release for a straight-ahead travel. Furthermore, the third signal group 8 is also switched to a release, ie to green for a straight ahead. The second and the fourth signal group 7, 9 and 6A, 8A are on blocking, ie switched to red and block further travel for the vehicles approaching from the second and the fourth street of the junction 1.

The first phase 100 is shown schematically with the first icon 13. The straight travel direction of the first and the third road 2, 4 represents the main direction of the intersection 1. The first phase 100 thus represents the coordinated phase with which the main direction is switched. The second phase 200 corresponds to the switching situation that the signal group 6A is switched so that the vehicles that approach on the first street 2 of the intersection 1 and want to turn left into the fourth street 5, get a release, ie green and drive allowed to. In addition, the second phase 200 corresponds to the switching situation that the signal group 8A is switched so that the vehicles that are approaching from the third street 4 of the intersection 1 and want to turn left into the second street 3, also get a release, ie green , The other signal groups 6, 7, 8, 9 are on blocking, that is switched to red. The second phase 200 is shown schematically with a second icon 14.

The third phase 300 corresponds to the shift situation that the fourth signal group 9 is switched so that all vehicles approaching the intersection 1 on the fourth road 5, a release, i. Get green and drive over the intersection 1 allowed. In addition, the third phase 300 means that the second signal group 7 is switched so that all vehicles approaching on the second street 3 of the intersection 1 are allowed to drive over the intersection 1. Signal groups 6, 8, 6A, 8A are red, i. switched off. The third switching state is shown schematically in the form of the third icon 15. The other signal groups are blocking, i. switched to red.

Depending on the chosen embodiment, at least one or more of the phases may be provided as an optional phase. An optional phase will only be switched if there is a need for this phase. The need is determined, for example, by an approach of a vehicle 10, which is detected by means of a detector 11. By means of optional phases, so-called requirement phases, it is possible to increase the efficiency of the traffic control at an intersection 1 with the same round trip duration. The orbital period sets the time interval for the duration of the sequence the phases. The sequence of phases of the basic phase sequence, which in FIG. 2 is shown, repeats itself continuously. However, depending on the time of day or depending on the day of the week, different basic phase sequences may be provided, for example. Thus, the basic phase can also be changed.

A basic idea of the present method is to determine a basic phase sequence in such a way that all possible phases available for the signal system are taken into account in the basic phase sequence. The basic phase sequence of the phases is determined depending on the type of intersection, depending on the traffic volume and / or depending on a desired traffic control. It also takes into account optional phases that are only on demand and thus not always performed. Thus, a round trip duration, that is, a duration for a basic phase sequence is determined, which is repeated over and over again. In addition, given a fixed orbital period and the known possible phases, a shortest period for release, i. a shortest green time for each signal group and / or a longest time period for a lock, i. a longest red time is calculated for each signal group. Green time means a free ride for a given direction of travel. The red time means a locked ride for a given direction of travel.

If an optional phase is not called up, ie if the optional phase is not carried out, the green times of all signal groups of the signal system change only in the direction of longer green times and the red times of all signal groups only in the direction of shorter red periods, ie for the positive , In addition, the shortest green time and / or the longest red time of at least one signal group, in particular all signal groups for a time interval, ie a round trip time for a display or transmission of a remaining green time and / or remaining red time of the signal group can be used. Furthermore, the shortest green time and / or the longest red time can be at least one Signal group, in particular all signal groups for a time interval, ie a round trip time are transmitted to the vehicles and are taken into account by the vehicle or by a driver assistance system, in particular by an autonomous driving system of the vehicle or by a driver of the vehicle.

One approach of the described method for a traffic-dependent control with a remaining-time determination for the red-time and / or the green-time of a signal group is for at least one, in particular for each signal group, an earliest green end, i. indicate an earliest end of the free ride that is not undershot. Furthermore, an approach of the method for traffic-dependent control with a remaining time determination is to provide for a least one, in particular for each signal group, a latest rotation end, i. indicate a latest end of the locked trip that is not exceeded.

In this case, depending on the embodiment used, different variants of a future signaling of the signal groups of the signal system of the intersection can be calculated at each point in time of a control calculation, for example every second during a time interval. In this case, for each signal group and for each possible direction of travel for the end of greening, the minimum end of green of all possible variants of the possible phases and for the end of rotation the maximum end of all possible variants of the possible phases can be determined. As time progresses, the possible variants of the possible sequences of the phases are reduced during the cycle time, for example because a phase was not or was requested. The request for an optional phase may e.g. be performed by a vehicle, by a public transport vehicle, by a pedestrian or by an emergency vehicle.

One idea of the proposed control design is to minimize the number of variants to be calculated.

In one embodiment, this can be achieved by taking into account optional phases such that the phases can only partially or completely fail. In this case, it is sufficient to calculate only one variant at a time, taking into account all possible phases, including all optional phases.

In a further embodiment, the control method can be extended in such a way that an optional phase may be requested at most once only during the circulation time, but at several time ranges of the circulation. If the optional phase fails at a temporally first time range of the revolution, the optional phase is shifted further, for example, by exchanging the optional phase with a subsequent phase. The pushing forward can also take place more often, whereby the optional phase can also be complete.

In another embodiment, an optional phase may be swapped in position with one or more phases in circulation. As a limitation of the high variety of variants or the complexity of the calculation, for example, it is proposed to limit or prescribe a possible sequence of phases.

In the control sequence variants of sequences of phases can be determined, which occur with different probabilities. Thus, in addition to the worst case remaining times for the earliest end of each group of signals during a round trip or the latest end of each group of signals during a round trip, the remaining times of the green period and / or the red of each signal group of the different variants with their probabilities continuously during the round trip time can be determined. From the probabilities expectation values for the red residue times and / or for the green residue times of each signal group can be determined during one revolution, in particular during one phase. The expectation values are, for example, one Control unit for an automatic start-stop control of a vehicle considered in order to operate the engine of the vehicle as energy-efficient.

For example, the different variants of the sequences of phases with or without the failure of the optional phases can also be used to indicate a probable, but not certainly present, green area in a signal assistant on the signal group or in a vehicle. This is advantageous, for example, for often failing optional phases. This procedure may be advantageous, for example, for low-speed public transport vehicles.

The proposed control concepts for considering cooperative systems such as remaining time displays and traffic light assistants can in principle be solved in different ways: freely programmed (user logic), closed (parameterized, no user logic) logic based approach (based on SLX, for example), closed approach (parameterized, no user logic) with adaptive elements and logics for the different variations of the sequences of the phases; closed, fully adaptive approach (parametrized, no user logic) including adaptive consideration of the public transport vehicle and any combinations thereof.

Using the proposed methods, a minimum duration for a green end of a signal group and / or a maximum duration for a red end of a signal group can be displayed and / or transmitted to a vehicle. Furthermore, remaining durations for the green end and / or for the red end of the signal groups can be regularly updated during the circulation of the phases. In this case, however, preferably a once calculated value is only increased for a minimum duration of one end of the green time, ie the free travel of a signal group. A once calculated value for a maximum duration for an end of the red time, ie for a locked drive through the signal group is preferably only reduced. A predicted duration and probability for both the minimum Duration for the green end, ie the end of the green period as well as for the maximum duration for the end of the red, can for example be used by the most probable variant of the sequence of phases or by the switching variant of the signal system closest to is an expected value.

A simplification of the complexity of the control task can be achieved by using an embodiment with the following properties: Sequences of phases are specified in parameterized form and varied on a rule-based basis. As a rule, it may be provided that optional phases may be partially or completely canceled. In addition, it can be provided as a rule that optional phases are postponed in the event of non-demand within the circulation time. Parameterized phase sequences can have phases and phase components, which in turn may fail.

In one embodiment, at least one or all phases have a first sub-phase for mapping minimum release times, a second sub-phase, i. a green time necessary for mapping release times necessary for traffic control performance and a third subphase for free release times, i. a free green time for at least one signal group. In this case, the third subphase may be for a free release time of a coordinated phase, i. be shortened for the third phase of a main phase of development in order to extend another stage used to accelerate public transport. In addition, the third sub-phase, and in particular the second sub-phase, but not the first sub-phase, may be reduced for the minimum duration of an optional phase in order to extend another phase used to speed up local public transport.

A distribution of the green time to the signal groups can be adaptive for a round trip time, in order to achieve a desired, for example, optimal performance of the traffic control to be able to do without a design. In addition, public transport can be intelligently prioritized, for example by using free green times. A free green time is a green time, which is not needed for the performance of traffic control.

A distribution of the failed, optional phases can be adaptive, with, for example, ancillary conditions such as a wave position of the traffic flow are taken into account in order to obtain a desired, in particular maximum performance of the traffic control. The remaining times for a green phase and / or for a red phase for the signal groups are, for example, automatically determined and adjusted during the circulation.

In addition, a free programming can be superimposed on the proposed method, which can use the intermediate results of the proposed method, but is itself responsible for the correct determination of the remaining times of the green phase and / or the red phase of the signal groups.

In the following, various embodiments for the failure of the signal system are presented. In this case, a phase-related representation is selected.

In one embodiment, signal times for a green phase, a red phase, and transition phases for the signal groups are determined adaptively, so that it is known for each phase which time shares are assigned to the intermediate phases and which time shares are assigned the signal durations for red, ie blocking or green, ie free travel. On the basis of a predetermined basic phase sequence of phases which extends over a predefined circulation time, ie a predetermined time interval, and is repeated over and over again, the phase durations are determined for all possible sequences of the phases of the signal system, as well as the green remaining times and / or the red remaining times of the signals the signal groups.

FIG. 2 shows, as already explained, an example of a basic phase sequence for a round trip time. The ground phase sequence includes a third phase transition 310 required for switching the signal conditioning from the third to the first phase 300, 100. Between the first phase 100 and the second phase 200, the first phase transition 120 is provided, which is required for switching from the first to the second phase. Between the second phase 200 and the third phase 300, the second phase transition 230 is provided, which is required for switching from the second to the third phase. From the third phase 300 is again switched to the beginning of the basic phase sequence and go through with the start of the third transition phase 310, the basic phase sequence again.

In one embodiment, the individual phases are in a necessary green time, i. the second subphase and a free green time, i. be divided into a third subphase. The necessary green time is required to obtain a desired traffic control performance. The free green time can also be reduced to optimize the control. For the first phase, the necessary green time is 100A before the free green time 100B arranged. For the second phase 200, the necessary green time 200A is also arranged before the free green time 200B. Depending on the selected embodiment can be dispensed with a free green time.

FIG. 3 shows an example showing the basic phase sequence of the FIG. 2 represents, was waived on the free green period of the second phase 200. In addition, in this embodiment, the free green time 100B of the first phase 100 was compared FIG. 2 extended because the time interval for the round trip duration remains constant. The extension of the green phase is also possible for an already running phase.

FIG. 4 shows a switching situation in which the third phase 300, which was provided for example as an optional phase, has been completely eliminated. In this embodiment only the first phase 100 and the second phase 200 are executed in extended form with corresponding transition phases 120, 210.

Phases can at least partially fail by first the free green time is reduced or preferably the free green time can be completely eliminated. In FIG. 3 is, for example, compared to the switching situation of FIG. 2 the green period 200B of the second phase 200 is omitted. The free green period of a phase can be omitted without dropping the performance of the traffic control below the desired performance. Depending on the chosen embodiment, a phase may also be completely eliminated if there is no requirement for the phase at the beginning of the optional required green phase of the phase. For phases that may fail in whole or in part, preferably no remaining time for the rot is determined or displayed as long as the phase has not been requested.

In the case of a desired compatibility with a Green Wave Assistant, an additional boundary condition is that a green end of a signal of a signal group planned within the next predefined number x of seconds may not be preferred, the number x normally corresponding to the travel time from an adjacent intersection should be chosen to the present intersection and the required latency and calculation times. This means that a main directional phase with respect to its end of greening can be preferred if the phase-leading phase transition and the phase-leading phase transition have a time interval which is greater than the travel time from the preceding intersection to this intersection. In the event that the interested in the remaining time vehicles are known, the restrictions can be reduced according to the number x of seconds to the maximum for a vehicle currently calculated travel time to the signal system. A Green Wave Assistant tells a vehicle how fast the vehicle should go, so it stops without stopping can drive a crossroads. The green wave assistant can be provided in the vehicle or at the signaling system.

From a signal control, which is executed for example by the central processing unit 12, optimal trajectories for the vehicles can be calculated, which are also based on the optimization of the signal times. In this way, optimization can be achieved with a microscopic traffic model and a rolling horizon. Control technology results in a cascade control. An external control circuit takes over the optimization of the light signal times on the basis of pre-calculated vehicle trajectories. An internal control circuit attempts to implement the predicted trajectories by displaying optimum speeds or directly by autonomously driving the vehicles. An advantage of this method is that only those speeds are displayed to the driver, which are also mobile within the forecast accuracy of the traffic model. This avoids that the vehicle meets in compliance with the target speed determined by the traffic light assistant on vehicles that could not start after the release of a signal yet.

The described method can be used to achieve the prioritization of a public transport vehicle by means of a failure of a phase or with a change of phases.

As an example, a three-phase process according to FIG. 5 used with the following phase sequence: first phase 100, second phase 200, third phase 300. The first phase 100 is executed in each time interval. The second phase 200 and the third phase 300 are executed only on request. Furthermore, an optional fourth phase 400 is provided, which is provided for example for a public transport vehicle such as for example for a bus or a tram and is switched only on request. In addition, it is provided that the fourth phase 400 is switched at any time during the circulation period may occur, but each circulation may occur a maximum of n times. In the example described, the number n is equal to 1.

The fourth phase 400 may each be provided between two phases, but only switched once during the circulation time. An adaptive green time distribution is determined such that the worst-case phase sequence with a single occurrence of the fourth phase 400 is used for the calculation of the minimum green time of the signal groups, in particular for the minimum green time of the main direction. This is, for example, the following phase sequence: first phase 100, fourth phase 400, second phase 200, third phase 300, as in FIG. 5 is shown schematically. FIG. 5 shows a round trip time with a possible sequence of phases. The round trip time begins with a third phase transition 310 from the third phase 300 to the first phase 100. The first phase 100 has a necessary green time 100A and a free green time 100B. This is followed by a phase transition 140 to the fourth phase 400 and, after the fourth phase 400, a phase transition 420 to the second phase 200. The second phase 200 has a necessary green time 200A and a free green time 200B. After the second phase 200, a phase transition 230 takes place to the third phase 300. Then, the circulation starts again from the beginning with the third phase transition 310.

In addition, the individual pictograms 13, 16, 14, 15 are shown for the phases. The first phase 100 is shown using the first icon 13. The fourth phase 400 is shown using a fourth icon 16. The fourth phase 400 controls the fourth signal group 9 for a free travel for a public transport vehicle, which approaches from the fourth street 5 of the intersection 1 and wants to turn right into the first street 2. In addition, the fourth phase 400 controls the first signal group 6A in the free travel manner for a public transport vehicle approaching from the first road 2 to the intersection 1 and turning to the left the fourth road 5. The second phase 200 is using the second icon 14 shown. The third phase 300 is shown using the third icon 15.

In the illustrated embodiment, the first phase 100 is a coordinated phase. The coordinated phase is used for the main direction. The coordinated phase may provide a signal assistant for a green wave and an indication of a red residual time for an autonomous driving system or navigation system. The green area of the first phase 100 is correspondingly important. The second and the third phase 200, 300 are carried out only on request and have a lower proportion of green. Accordingly important here is the remaining waiting time, that is the remaining red. The fourth phase 400 is used in the proposed embodiment for the acceleration of an ÖPNV vehicle, that is, for the prioritization of a public transport vehicle, for example, a bus.

First, the following scenario is considered as an example: the fourth phase 400 is running, the first phase 100 is to be started, and the third phase 300 has been requested. The second phase 200 and the fourth phase 400 were not requested. Two predictions are calculated: a minimum remaining green phase duration of the first phase 100 that is sure to arrive 100%, and a maximum green remaining time period for the first phase 100 that occurs when the second phase 200 and fourth phase 400 are not requested. In addition, the maximum remainder redness for the third phase 300 is calculated when the second phase 200 does not fail, and the minimum remainder redness for the third phase 300 when the second phase 200 and the fourth phase 400 fail.

Optionally, the first phase 100 may be extended for public transport prioritization, that is, for the fourth phase 400. For this purpose, for example, phase components of other phases can be preferred. As a rule, only free green phases of another phase can be realized as an additional green phase of a current phase. By doing For example, in this example, a free green phase 200B of the second phase 200 may be converted to an additional green phase 100B of the first phase 100. This procedure is advantageous if the public transport vehicle does not arrive at the designated public transport window, but rather later at the intersection.

In addition, the free green phase 100B of the first phase 100 can be shifted backwards if the public transport vehicle comes earlier than the planned public transport window. If, for example, the first phase 100 can be extended, the possible extension may not be included in the remaining green period of the first phase 100. In contrast, the residual red phase of the third phase 300 must take into account the maximum extension, that is, for example, neither the free green phase 100B of the first phase 100 nor the free green phase 200B of the second phase 200 may be included in the green residual time of the first phase 100, as yet the possibility exists that, for example, the free green time phase 100B of the first phase 100 is not used.

As soon as the fourth phase 400 finally fails immediately after the first phase 100, because no public transport request has taken place in the time window provided for it, the time of the fourth phase 400 can be distributed to the following phases. However, it has to be taken into account that the next possible point in time for the fourth phase 400 is after the second phase 200 and thus the following phase sequence results: first phase 100, second phase 200, fourth phase 400, third phase 300. This does not mean the whole Time of the fourth phase may be distributed, but only the possible gain by shorter phase transitions compared to the now unfavorable phase sequence of the two possible following phase sequences: first phase 100, second phase 200, fourth phase 400 and third phase 300 or the phase sequence: first phase 100 , second phase 200, third phase 300 and fourth phase 400.

If both the fourth phase 400 and the second phase 200 now fail in this phase sequence, the new phase sequence results: first phase 100, third phase 300, and fourth phase 400. The calculation for the greening time of the first phase 100 takes place with consideration only the proportion of time that can not fail. In the example, this is the time fraction for the free green phase 100B of the first phase 100. As soon as it is clear that the public transport vehicle can not start before the end of the free green component 100B of the first phase 100, the proportion of the free green component to the green residual duration of the first phase becomes 100 added. The pre-registration of the public transport vehicle should at least be at least as far before the beginning of the public transport window, as the first phase is 100 maximum length. In this case, there is no residual time jump for the releases that end in the first phase 100.

In the example, the maximum rotation end of the second phase 200 results from the phase sequence first phase 100, fourth phase 400, second phase 200, third phase 300 when the free green component 200B of the second phase 200 is used to extend the public transport phase. As soon as it is certain that the registration of the public transport vehicle will no longer arrive in time for this phase, the maximum end of rotation results from the less favorable of the two possible following phase sequences first phase 100, second phase 200, third phase 300 and fourth phase 400 or first phase 100 , second phase 200, fourth phase 400 and third phase 300. In the present example, both possible phase sequences are equally favorable.

The calculation of the remaining green remaining times and remaining time is done according to the same pattern. Thus, for possible variations of the possible phase sequences for each signal group, in particular for the coordinated phase, the shortest end of the green phase, ie the green end of the signal and the longest end of the red phase, ie the end of the signal, are determined. The shortest end of greening changes significantly during normal pre-logon times only if the green period is greater than the pre-logon time for the initiation of an optional phase.

On the other hand, co-ordination is less problematic the longer the duration is.

Another feature of this approach to coordination is that the coordinated phase, in this example the first phase 100, is never significantly shifted. It is assumed that of the coordinated phase at most the free green time, i. the third subphase can be omitted. Assuming that an advance notification, e.g. of a public transport vehicle at least 20 seconds before the earliest arrival, ie before the start of a public transport time window, may be required for the coordinated phase, i. In a main direction always a meaningful prediction of the maximum red time and the minimum green time can be achieved.

During the phase, under these conditions, a meaningful prediction of the maximum remaining red remainder time and the remaining minimum green remainder time can always take place. The proposed method causes the optional fourth phase 400, in this example, the public transport phase to be pushed on until it is either requested by an incoming public transport vehicle or finally fails. When shifting the fourth phase, a new phase sequence results, which must be taken into account in the calculation of the red residual time and the green remaining time.

A generalization of this method of partial phase shifting is a partial phase change. In the case of a partial phase change, the fourth phase 400 is pushed backward by the phase sequence not only in an otherwise identical phase sequence, but the fourth phase sequence 400 can also be interchanged with each subsequent phase. The phase sequence of the other phases may change. In this context, an example is also shown that a phase change can lead to double annotations of a phase. Doppelanwürfe should also be avoided for performance reasons.

FIG. 6 shows the shift of the fourth phase 400 with respect to the phase sequence of FIG. 5 backwards after the second phase 200.

FIG. 7 shows a further shift of the fourth phase 400 to a time after the third phase 300. The circulation begins with a transition phase 410 from the fourth phase 400 to the first phase 100. After the first phase 100, a transition phase 120 comes to the second phase 200 In the second phase 200, there is a transition phase 230 to the third phase 300. After the third phase 300, a transition phase 340 arrives at the fourth phase 400. The sequence then starts again from the beginning. The first phase has a necessary and a free green phase 100A, 100B. The second phase 200 has a necessary and a free green phase 200A, 200B. The transition phases represent phases in which no signal group has a green phase, but a switching of the signals takes place. As already explained, those in the FIGS. 5, 6, 7 phase sequences used only for calculating the minimum green times and / or the maximum red times used without the optional phases, in particular the fourth phase must actually be realized.

FIG. 8 FIG. 12 shows an example for determining the earliest green end of the first phase 100 and for determining the latest end of the second phase 200 in the region of the time window of tx = 7 and tx = 49. With tx circulating seconds are designated within the orbital period of a phase sequence. The signal system with the detectors is designed in such a way that the arrival of a public transport vehicle is detected no later than 25 seconds before arriving at the signal group at the fastest course of the journey or 30 seconds at the slowest course of the journey. In summary, this example yields the following simple pattern for determining the earliest green end of the first phase 100. The earliest possible green end of the first phase 100 is the end of the necessary green component 100A. If the public transport vehicle arrives on time in advance, the end of the green is always fixed and is greater than or equal to necessary green share 100A. The greening end may also be later than the end of the necessary and the free green portion 100A, 100B, by using the free green portion 200B of the second phase 200 for an extension of the green portion of the first phase 100. If, for example, no public transport vehicle arrives at the end of the necessary green component 100A, the green end of the first phase shifts each time back for a set time, for example one second, until the end of the free green component 100A has been reached.

First, the earliest green end of the first phase 100 is at time tx = 25. If the public transport vehicle requests a fourth phase 400 between the revolution seconds tx = 8 and tx = 16, the earliest green end of the first phase 100 shifts to the rear. If the public transport vehicle requests a fourth phase 400 at the revolution second tx = 8, then the earliest end of the shift shifts at the time tx = 26. If the public transport vehicle requests a fourth phase 400 at the revolution second tx = 16, the earliest one shifts Green end of the first phase 100 at the time tx = 34. A correction of the remaining time of the end of the green only takes place with actual log-on. Even when logging in at a time tx = 17, 18, the correction of the earliest end of greening takes place on tx = 34.

In the example described, a public transport vehicle in the first phase 100 may cause the first phase 100 to be extended by a maximum of 6 seconds. In this case, 6 seconds of the entire free green phase 200B of the second phase 200 are used for the extension of the green phase of the first phase 100. This means that the free green phase of the first phase can be up to 6 seconds longer, while the free green portion of the second phase and up to 6 seconds can be shorter, ie can be omitted. If the public transport vehicle arrives at the time tx = 19, the first phase 100 must be extended by one second. Accordingly, the green end of the first phase 100 is corrected to the time tx = 35. If the public transport vehicle arrives at the time tx = 23, 24, the green end of the first phase 100 is corrected to the time tx = 40. If the public transport vehicle has not arrived by the time tx = 24, then the fourth phase 400 will no longer be performed after the first phase 100. The next possibility for the ÖPNV vehicle is then after the second phase 200 according to the FIG. 9 ,

If the pre-logon time at which the detector 11 detects the arrival of the public transport vehicle prior to the actual arrival at the appropriate signal group is 25 seconds during a fast transit of the public transport vehicle, then in this case the pre-log-in time is too short by 2 seconds Open the public transport phase in good time. The pre-logon time is therefore so short that the beginning of the pre-logon time should actually start 1 second before the end of the necessary green phase 100A of the first switching time 100, in order to decide in good time whether the free green phase 100B of the first switching time 100 can be completely eliminated.

An end of rotation for the second phase 200, at an arrival time of the public transport vehicle at time tx = 24, jumps from time tx = 67 with a red remainder time of 44 seconds back to time tx = 49 with a red remainder time of 26 seconds. The predicted green end of the first phase 100 is shifted to the time tx = 26, although no ÖPNV vehicle arrives at the time tx = 24. With each additional second that no public transport vehicle is detected by the detector, the green end of the first phase 100 is advanced by one second each time until the time tx = 33 the final green end of the first phase at time tx = 35 is reached. If an ÖPNV vehicle arrives in the period between tx = 24 and tx = 32, the end of the second phase 200 is brought forward. When the public transport vehicle arrives at the time tx = 24, the second-end rotation end 200 is set to the time tx = 40 seconds. If the public transport vehicle arrives at the time tx = 32, the end of rotation of the second phase 200 is set to the time tx = 48 seconds. From a time of tx = 33, the end of rotation of the second phase 200 remains at the time tx = 49 seconds, regardless of whether a public transport vehicle is detected by the detector 11 or not. With the detection of the public transport vehicle, a fourth phase 400 is requested at the same time.

In some areas, the reliable green remaining time of a phase can only be extended by a second if the flexibility is to be maintained that a public transport vehicle can request a fourth phase 400 at any time. Because of this property, it is proposed to also transmit information about the waveform to vehicles without the fourth phase. In addition, in one embodiment, a probability with the waveform can be transmitted, which indicates how large the probability of the waveform. The probability can also be specified averaged for every second.

Furthermore, it may be advantageous to provide the information that a public transport vehicle is approaching the intersection and requesting a fourth phase 400, or the situation that a high priority signal intervention, for example, by a police vehicle, fire brigade or ambulance, takes place on the vehicles transferred to. Based on this information, it is known to the vehicles when the probable signal course does not occur because of a public transport intervention, but a worst case signal sequence or even the worst case signal profile can not be adhered to, for example because of a high-priority signal intervention.

In addition, by means of the described method, a public transport prioritization can be achieved by means of phase change. It is assumed that a traffic situation in which there is a main corridor with pronounced morning peak and evening peak. Left turns are frequented only in the main load direction and signaled specifically. In central location there is a tram. The secondary direction also has at times a pronounced traffic demand.

FIG. 10 shows in a schematic representation by means of pictograms a basic phase sequence for a circulation. The basic phase sequence is: first phase 100, second phase 200, third phase 300 and then the fourth phase 400. The first phase 100 also serves public transport (public transport), which in this case is realized by the tram. Public transport should have free access to the intersection without stopping.

FIG. 11 shows a schematic representation of an adaptive signal plan of the basic phase sequence for a round trip time. The orbital period begins with a phase transition 410 in which the first phase 100 is transitioned from the fourth phase. After the first phase 100, a phase transition 120 follows, with which the second phase 200 is transferred. After the second phase 200, a phase transition 230 takes place, with which the third phase 300 is transferred. After the third phase 300, a phase transition 340 takes place, with which the fourth phase 400 is transferred.

Looking at the phases in the image of FIG. 11 Thus, the first phase 100 means signaling the first and third signal groups 6, 8 in such a way that vehicles from the first street 2 and from the third street 4 have a clearance over the intersection. The second phase 200 means a signaling of the signal groups 8 and 8A in such a way that vehicles of the third street 4 in straight drive over the intersection and vehicles of the third street 4, which want to turn left into the second street 3, a release, ie a have free travel. The third phase 300 means a signaling of the second signal group 7 and the fourth signal group 9 in such a way that vehicles approaching from the second street 3 and the fourth street 5 of the intersection 1 and just want to drive over the intersection 1, a release ie have free ride. The fourth phase 400 means signaling of the signal groups 6 and 6A in such a way that vehicles approaching on the first street 2 of the intersection 1 and want to drive straight over the intersection 1 or after to turn left into fourth street 5, get a clearance. The fourth phase 400 also serves public transport, in which the tram either wants to drive straight across the intersection 1 or wants to turn left into the fourth street 5. The first and the third road 2, 4 represent the main load direction. The second road 3 and the fourth road 5 represent the secondary direction.

Without phase failures, public transport prioritization based on the FIGS. 12 to 15 represented possible phase sequences during a circulation period. In addition to the free green phase 100B of the first phase 100, the windows of the public transport network also use the necessary green phases 300 and 400 of the third phase 300 and the fourth phase 400.

In the basic phase sequence, the in FIG. 12 9, the necessary green phases 300 and 400 of the third phase 300 and the fourth phase 400, respectively, can be shifted in one revolution to an earlier or later circulation. Thus, for example, the green phase of the first phase 100 can be advanced and extended by 13 seconds. This means that public transport can interfere with the short-term overload of the third phase 300 and the fourth phase 400. A corresponding overload can be compensated for by assigning the free green phase 100A of the first phase 100 to the third phase 300 and to the fourth phase 400 in subsequent rounds. Due to phase failures, in the example particularly likely for the second phase 200, the flexibility increases due to the attributed phase transition for another 12 seconds.

Further possibilities arise from the idea that the first phase can be exchanged with every phase of the basic phase sequence. Corrections are necessary if this results in unfavorable signaling. When exchanging the first phase 100 with the second phase 200, as in FIG FIG. 13 shown, a double attack would result in the main direction, ie in the west-east direction. That is why the second phase 200, which represents the phase with a lower green content, in this case replaced by a fifth phase 500. In addition, the fifth phase 500 is still exchanged with the fourth phase 400.

The fifth phase 500 includes signaling the signal group 6A in such a way that vehicles approaching the intersection 1 on the first street 2 and want to turn left into the fourth street 5 receive a release. In addition, the fifth phase 500 includes signaling the signal group 8A such that vehicles approaching the intersection 1 on the third street 4 and turning left into the second street 3 receive a release. This driving situation is in a fifth pictogram 17 in FIG. 13 shown.

1. a) erste Phase 100, zweite Phase 200, dritte Phase 300;
2. b) fünfte Phase 500, vierte Phase 400, erste Phase 100, dritte Phase 300;
3. c) vierte Phase 400 und erste Phase 100.

This results in the following different possible sequences of phases for public transport:

1. a) first phase 100, second phase 200, third phase 300;
2. b) fifth phase 500, fourth phase 400, first phase 100, third phase 300;
3. c) fourth phase 400 and first phase 100.

1. a) erste Phase 100, zweite Phase 200;
2. b) erste Phase 100, vierte Phase 400, dritte Phase 300, zweite Phase 200;
3. c) dritte Phase 300, vierte Phase 400, erste Phase 100.

When exchanging the first phase 100 with the third phase 300, as in FIG FIG. 14 is shown, results for the public transport intervention following possible sequences of phases:

1. a) first phase 100, second phase 200;
2. b) first phase 100, fourth phase 400, third phase 300, second phase 200;
3. c) third phase 300, fourth phase 400, first phase 100.

• a) erste Phase 100, zweite Phase 200, dritte Phase 300;
• b erste Phase 100, vierte Phase 400, fünfte Phase 500, dritte Phase 300;
• c vierte Phase 400, erste Phase 100.

When exchanging the first phase 400 with the fourth phase 500, as in FIG FIG. 15 is shown, would result in a double attack in east-west direction. Therefore, the second phase 200, which represents the phase with a lower green content, is replaced again with the fifth phase 500. This results in the following possible sequences of phases for public transport:

• a) first phase 100, second phase 200, third phase 300;
• b first phase 100, fourth phase 400, fifth phase 500, third phase 300;
• c fourth phase 400, first phase 100.

In each of the variants, the necessary green components of the phases, i. additional flexibility through the second phases. The necessary green components of the phases which have failed during one revolution must be made up in the next rounds. Further flexibility results from a phase failure that most likely occurs for the second phase and the fifth phase, respectively. The phase durations can also be calculated adaptively according to a readaptation. This is particularly useful if phases can fail, the time gained can be used for both public transport and for improving the flow of traffic. If necessary, advancing or delaying portions of the phases may also be purely rule-based, for example by means of balancing.

1. a) [100, 200, 300, 400, 100, 200, 300, 400, 100],
2. b) [100, 200, 300/500, 400, 100, 300/400, 100],
3. c) [100, 200/100, 400, 300, 200/300, 400, 100],
4. d) [100, 200, 300/100, 400, 500, 300/400, 100], wobei mit 100 die erste Phase, mit 200 die zweite Phase, mit 300 die dritte Phase, mit 400 die vierte Phase und mit 500 die fünfte Phase bezeichnet ist.

An adaptive calculation can be calculated based on a total phase sequence of two rounds, taking into account all variants. The possible variants are:

1. a) [100, 200, 300, 400, 100, 200, 300, 400, 100],
2. b) [100, 200, 300/500, 400, 100, 300/400, 100],
3. c) [100, 200/100, 400, 300, 200/300, 400, 100],
4. d) [100, 200, 300/100, 400, 500, 300/400, 100], where 100 is the first phase, 200 the second phase, 300 the third phase, 400 the fourth phase, and 500 the fifth phase is designated.

For each of the possible variants, this results in own phase shares. The readaptation then only takes effect within a variant if a phase fails.

The use of readaptation also has the advantage that the approaches public transport prioritization by a phase failure and Public transport prioritization can be combined by a phase shift. For example, in the case where the subdirection is also served with multiple phases (for example, straight and right and left), the main directional phase can not be interchanged with each phase of idle phase. In this case, for example, the public transport phase could be placed as a precipitated phase between straight and right as well as left turn.

The residual red times and residual green times are then calculated analogously to the method of partial phase shifting (phase change with subsequent phase). In each case, the maximum red time and the minimum green time are determined from all possible phase sequences taking into account all possible phase extensions. The earlier there is a pre-registration for a public transport vehicle, the earlier the actual sequence of phases to be used is known. The sooner the sequence of phases to be used is known, the lower the number of variants to be calculated. The aim should be to place the pre-registration time of the public transport vehicle so early that only one possible phase sequence exists at any one time.

Due to the necessary correction of the phase sequence to avoid double annotations, such as replacement of the second phase 200 by the fifth phase 500 and exchange of the fifth phase 500 with the fourth phase 400, it is proposed that the possible phase sequences are not determined automatically, but manually can be specified. On the one hand, a high degree of planning flexibility is achieved by enabling phase sequences that would not arise due to the described rule-based approach. In addition, this achieves a reduction of the possible variants.

An advantage of the described method is to provide switching times for the signaling system on the basis of control scenarios. A philosophy of the procedure described is to determine the best possible switching times and switching time forecasts for a given target behavior of the traffic signal system including a public transport phase in order to enable cooperative systems, for example with vehicles. At the same time, the quality of voluntary public transport can be voluntarily sacrificed in order to increase the quality of cooperative systems.

The signal groups 6, 6A, 7, 8, 8A, 9 have, for example, a first display for the possible directions of travel, for example in red for disabled, a second display, for example in yellow for transitional phase, and a third display for example in green for free Drive up. In addition, each signal group 6, 6A, 7, 8, 8A, 9 can have a display for a Rotende and / or a display for a Grünende. As already stated, the display for the green end preferably shows an earliest green end. In addition, a latest Rotende is preferably displayed for the display for the Rotende.

A registration of a public transport vehicle at the intersection can be done by means of a detector 11, which detects the approach of the public transport vehicle towards the intersection. Depending on the chosen embodiment, several detectors may be provided in the direction of travel in front of the intersection 1 in a road. It can be done by means of a far-off detector, a pre-registration of the public transport vehicle. By means of the second detector, which is located closer to the intersection, a main registration of the public transport vehicle can take place. In addition, with the help of another detector, a deregistration of the public transport vehicle can take place after the public transport vehicle has crossed the intersection and passed the further detector.

FIG. 16 shows a schematic representation of a vehicle 10 having a transceiver unit 22, a controller 21 and a display 23. The transceiver unit 22 is designed to provide information, in particular forecasts for Green times, red periods and / or probabilities for green times and / or red periods, in particular remaining green times and / or residual reds of the arithmetic units of the signal groups and / or from the central processing unit 12 to obtain. The control unit 21 can perform the function of a motor control and / or the function of a driver assistance system. Using the engine control and / or the driver assistance system, the speed of the vehicle can be adjusted depending on the information received. In addition, the control unit 21 may be designed to display the information, in particular green times, red periods, remaining green times and / or residual red periods of the signal groups and / or probabilities for the times, using the display 23.

For example, a remaining time of a release and / or blocking of a signal group can be displayed, with the remaining time in particular being displayed in a time-delayed manner. In addition, a predicted release time can be displayed shortened and / or a predicted lock time displayed extended. The remaining time of a release area and / or the remaining time of a blocking area can be displayed graphically, wherein the graphical representation, in particular a color intensity of the graphical representation is selected differently depending on a probability for the remaining time. For example, different colors and / or different graphic representations can be selected for the different probabilities.

Although the invention has been further illustrated and described in detail by the preferred embodiment, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Claims (19)

A method for determining a switching time forecast for at least one signal group of a signal system, the signal system having a plurality of signal groups, the signal groups being blocked or released by a control method, wherein, depending on a control intervention, times for enabling and / or blocking at least one signal group are changed, wherein for various possible future control interventions for a given time period for at least one signal group a minimum time range of a release is determined in such a way that the minimum time range of the release by a control intervention only extend, but can not shorten, in particular, the determined time range on Vehicle is transmitted. The method of claim 1, wherein during the release of a signal group or during the blocking of a signal group, a remaining time until the end of the release or until the end of the blocking is determined, and wherein the remaining time is displayed or output, in particular to a vehicle is transmitted. The method of claim 1 or 2, wherein for several predetermined control interventions switching time forecasts for release and / or blocking of at least one signal group are determined, in particular for the switching time forecasts probabilities of arrival are determined, and the determined switching time forecasts and in particular their probabilities displayed or transmitted be transmitted, in particular to a vehicle. A method according to claim 3, characterized in that from the switching time forecasts and the probabilities of the switching time forecasts at least one expected value is calculated that the expected value for consideration by at least one function of a vehicle, in particular by an engine control or a driver assistance system is provided. Method according to one of claims 1 to 4, characterized in that the minimum time ranges of the releases of the signal groups of the respective release of the signal groups in a predetermined sequence of predetermined phases, if no phase fails, and that in an at least partial failure of a phase, the minimum Time ranges of the releases of the non-failed phases and thus the signal groups released there is increased. Method according to one of claims 1 to 5, wherein at regular intervals of the minimum time range of the release is determined. Method according to one of claims 1 to 6, characterized in that for just not released signal groups of a secondary direction not a position and a minimum extension of the release are determined, but a latest start of the release time. Method according to one of claims 1 to 7, characterized in that a predetermined remaining time of a release time is no longer changed. Method according to one of the preceding claims, wherein the signal system has at least two signal groups, wherein the signal groups control intersecting traffic flows, wherein for each signal group at least one time range with a release and at least one time range with a blocking is provided, in particular based on traffic data, a sequence is planned by at least three phases each having fixed states of the signal groups for each one time interval, and wherein the signal groups are controlled according to the phases. The method of claim 9, wherein at least one scheduled phase has at least one optional sub-phase, wherein the optional sub-phase is performed on-demand, wherein if the optional sub-phase is not called, the optional sub-phase is at least not performed at that time, and wherein one due to the sub-phase not performed freed up time is distributed according to a predetermined method to at least one other in the time interval not failed phase and is implemented in the current time interval or in the next time interval, and wherein the signal groups are controlled according to the phases. Method according to one of claims 9 or 10, wherein after a phase change, a latest end of a release time of the phases is calculated from all variations of the possible mutual phase change of the public transport phase and the phases of the phases which can be omitted in public transport when calculating the shortest release time the signal groups is considered or not, depending on which calculation gives a shorter release time. Method according to one of claims 9 to 11, wherein the latest release times of the phases are calculated from all variations of the possible phase sequences and the partial phases of the phases, which can be omitted in public transport, are taken into account in the calculation of the shortest release time of the signal groups respectively, depending on which calculation results in a shorter release time. Method according to one of claims 11 or 12, wherein additional minimum release times are determined in the event that a public transport phase completely eliminated. Method according to one of the preceding claims, wherein a time end region of a release and / or blocking is predetermined, wherein the end region, in particular a predetermined number of seconds is no longer changed, wherein In particular, a control intervention during the specified end region is suppressed. Method according to one of claims 9 to 14, wherein release times requested or not failed phases may be reduced to a small extent, depending on a given use, in particular depending on an indication of a switching time forecast. A method for displaying a remaining time of a release and / or a blockage of a signal group, wherein the remaining time is compressed, with a predicted release time is shortened and / or a predicted blocking time is extended. The method of claim 16, wherein a remaining time of a release area or a blocking area is displayed graphically, wherein the graphical representation, in particular a color intensity of the graphical representation is selected differently depending on a probability for the remaining time. Arithmetic unit, which is designed to carry out a method according to one of the preceding claims. Computer program product with program code means, which are designed to carry out a method according to one of claims 1 to 17, when the program code means run on an arithmetic unit.

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