EP3903292B1 - Reconnaissance d'embouteillage à partir de données de mouvement - Google Patents

Reconnaissance d'embouteillage à partir de données de mouvement Download PDF

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Publication number
EP3903292B1
EP3903292B1 EP19816582.1A EP19816582A EP3903292B1 EP 3903292 B1 EP3903292 B1 EP 3903292B1 EP 19816582 A EP19816582 A EP 19816582A EP 3903292 B1 EP3903292 B1 EP 3903292B1
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EP
European Patent Office
Prior art keywords
motor vehicles
forecast
tailback
data
backlog
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.)
Active
Application number
EP19816582.1A
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German (de)
English (en)
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EP3903292A1 (fr
Inventor
Kord Lühr
Steffen AXER
Juana WENDT
Johannes Stark
Santana NGANTCHEU TCHAMDA
Cedric WILTING
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Volkswagen AG
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Volkswagen AG
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Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP3903292A1 publication Critical patent/EP3903292A1/fr
Application granted granted Critical
Publication of EP3903292B1 publication Critical patent/EP3903292B1/fr
Active legal-status Critical Current
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Classifications

    • 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
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • 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
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • 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
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0145—Measuring and analyzing of parameters relative to traffic conditions for specific applications for active traffic flow control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096791—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is another vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/22—Platooning, i.e. convoy of communicating vehicles

Definitions

  • the present invention relates to a method and a system for determining the length of a backlog of motor vehicles at a traffic signal system and a waiting time caused by the backlog.
  • the publication DE 2008 022 349 A1 relates to a method and a device for determining backlog lengths at traffic signal systems, comprising a data processing device in which a traffic model for road segments with a traffic light system is implemented, via which density profiles are delivered depending on a parameter, with a backlog length at the traffic lights only using the traffic model Taking into account the parameter of the selected density profile is determined.
  • the DE 10 2016 013 972 A1 relates to a driving assistance system, comprising a first receiving means for receiving traffic light signal phase information, a second receiving means for collecting vehicle information and a computing means for predicting the end of a traffic jam and a time of resolution of a backlog formed by the vehicles in front of a signaling system.
  • the DE 10 2011 122 297 A1 relates to a method for generating traffic-relevant information by a vehicle in a vehicle pool for the use of all vehicles in the vehicle pool, the traffic-relevant information being exchanged via a communicative connection.
  • a particular disadvantage of the stated prior art is that it is not possible, independent of an infrastructure connection, to provide a sufficiently accurate prediction for determining the length of a backlog in front of a traffic light system and a waiting time caused by the backlog.
  • the object of the present invention is to provide a method and a system for determining the length of a backlog of motor vehicles at a traffic signal system and a waiting time caused by the backlog to provide which can be operated or used as independently and versatilely as possible and which provide the most accurate prediction possible regarding the length of a backlog and the waiting time of motor vehicles in front of a traffic light system caused by the backlog.
  • the method according to the invention for determining the length of a backlog of motor vehicles in front of a traffic light system and a waiting time caused by the backlog includes the steps of receiving movement data from motor vehicles by means of a data receiving unit, and determining stopping processes of motor vehicles in front of a traffic signal system from the movement data by means of a data processing unit , determining the spatial and temporal distribution of the stopping processes of the motor vehicles by means of the data processing unit, determining the maximum length of the backlog of motor vehicles and its time using the data processing unit and creating a forecast regarding the build-up and / or reduction of the backlog of motor vehicles and one Waiting time until the data processing unit crosses the backlog.
  • the method in question is characterized by the fact that creating a forecast does not require an infrastructure connection.
  • the method in question can preferably be used in a motor vehicle, such as a car or a truck, and can be used in particular as an input parameter Optimization of driving assistance systems, such as adaptive cruise control or start-stop systems.
  • individual steps of the method according to the invention are preferably repeated cyclically.
  • the steps up to the creation of a forecast can in particular be repeated cyclically in order to be able to create a more precise forecast based on a larger amount of data.
  • a comparison between the determined values and reference values is carried out during the individual steps of the method according to the invention, the determined values preferably being averaged and/or weighted before a comparison with reference values.
  • Weighting can be carried out in particular with regard to the meaningfulness of the values. Values determined under comparable conditions can serve as a reference value.
  • a physical traffic light system can be formed in particular in the form of a traffic light or the like.
  • movement data from motor vehicles is understood to mean, in particular, GPS signals via which a time course of current geographical locations of motor vehicles can be reproduced, with the movement data preferably being transmitted and received in relation to a specific vehicle ID.
  • a stopping process of a motor vehicle is understood to mean a process in which a motor vehicle stops at least briefly as a result of a stop signal.
  • a spatial and temporal distribution of the stopping processes is understood to mean, in particular, a trajectory or a journey traveled by a vehicle in question.
  • an objective crossing of a backlog is ultimately understood to mean a crossing up to a crossing of a defined stop line, which is preferably arranged directly at a relevant traffic light system.
  • An infrastructure connection is specifically understood to mean a direct connection or a direct data or communication connection to a lighting system.
  • map data is understood to mean, in particular, a preferably vectorized road network with defined start and end points, nodes and other elements for the abstract representation of a real road network.
  • map-based information from objects off the road network such as trees, signs, warning signs, traffic signs and the like, can serve as metainfrastructure data.
  • map data and/or metainfrastructure data In addition to integrating an evaluation of map data and/or metainfrastructure data into the method step according to the invention of determining stopping processes in front of a traffic signal system, the evaluation of map data and/or metainfrastructure data can also be integrated into the other steps of the method according to the invention.
  • the determination of stopping processes in front of a traffic signal system includes the evaluation of additional data recorded by sensors.
  • Additional data recorded by sensors can be, for example, data such as a current ambient temperature, a current ambient pressure, a current air humidity, in particular a current visibility, a current road structure, but also other vehicle-specific data, such as a current driving speed, a current speed or the like can be used in particular to refine the data obtained.
  • the determination of the spatial and temporal distribution of the stopping processes includes a projection of the movement data onto a digital map network.
  • a projection of the movement data onto a digital map network allows, in particular, the determination of a motor vehicle's route using even inaccurate GPS data.
  • a cluster analysis of the trajectories according to certain criteria for example according to a traction current or the like, can be provided.
  • a determination of the crossing times of a stop line and/or the stopping times of the stopping processes at a stop line can also be provided.
  • determining the spatial and temporal distribution of the stopping processes includes an evaluation of information regarding the traffic signal system.
  • An evaluation of information regarding the traffic signal system can in particular include the determination of the green and red phases as well as the switching cycle, which are not determined via a communication connection to the relevant traffic signal system, but according to the invention from the movement data of motor vehicles.
  • the determination of the green and red phases in particular the duration and/or switching frequency or the like can be determined.
  • the creation of a forecast is based at least partially on the application of a linear model.
  • the model preferably includes the determination of a waiting time and/or the determination of a maximum backlog length.
  • the creation of a forecast is based at least partially on the application of a shock wave model. Shock waves can occur in particular as by-products of traffic jams and queues and can move through a traffic environment in the form of a propagating wave in the transition zones between two traffic states.
  • shock waves In road traffic, waves can be found as a transition from a flowing, fast state to an overloaded, stationary state or, conversely, from a stationary state to a suddenly accelerating state. Shock waves present a major safety concern as the sudden change in conditions that drivers experience when passing through a shock wave can often lead to accidents.
  • the forecast is output by means of an output unit.
  • the output unit can in particular be in the form of a visual display unit, such as a display or the like, on which the forecast created can then be displayed graphically, for example.
  • the forecast created can be displayed acoustically and/or haptically or the like.
  • the latter can be displayed in particular together with a digital road map or the like for the purpose of a clearer representation.
  • the creation of a further forecast is provided, with the creation of the first forecast being used as a basis for creating the further forecast.
  • a plurality or a large number of further forecasts can also be provided, which preferably build on one another and of which the previous forecast is then used as a basis for creating the further forecast. In this way, for example, a meaningful forecast regarding the arrival time of a relevant route or the like is possible even without an infrastructure connection.
  • the subject of the invention is a system for determining the length of a backlog of motor vehicles in front of traffic lights and a waiting time caused by the backlog.
  • the system includes a data receiving unit for receiving movement data from motor vehicles and a data processing unit for determining stopping processes of motor vehicles in front of a traffic light system from the movement data, for determining a spatial and temporal distribution of the stopping processes of motor vehicles, for determining the maximum length of the backlog of motor vehicles and the same Time and to create a forecast regarding the build-up and reduction of the backlog of motor vehicles and the waiting time until the backlog is crossed.
  • the system in question is characterized by the fact that no infrastructure connection is required to create a forecast.
  • the system according to the invention hereby brings with it the same advantages as have already been described in detail with regard to the method according to the invention.
  • the system in question can preferably include an output unit for outputting the forecast.
  • the output unit can in particular be in the form of a visual display unit, such as a display or the like, on which the forecast created can be displayed graphically, for example. Alternatively or cumulatively, it is also possible to display the forecast created acoustically and/or haptically or the like.
  • the system in question can, for example, be designed to be wired, with the individual system components preferably being connected to one another via a communication and control line in the form of a BUS system or the like.
  • the individual system components can also communicate with each other wirelessly or contactlessly on a server or cloud basis and/or via the Internet.
  • the subject of the invention is a motor vehicle comprising a system described above.
  • Fig. 1 shows a schematic representation of the individual steps of a method according to the invention for determining the length of a backlog R of motor vehicles 10 at a traffic signal system 12 and a waiting time T caused by the backlog R.
  • movement data 10' from motor vehicles 10 is first received by means of a data receiving unit 4.
  • Movement data 10' is understood to be in particular GPS signals, via which a time course of current geographical locations of motor vehicles 10 is reproduced can be.
  • the movement data 10' can preferably be transmitted and received in relation to a specific vehicle ID.
  • stops of motor vehicles 10 in front of a traffic signal system 12 are then determined 22 from the movement data 10 'received within the previous step using a Data processing unit 2.
  • a stopping process of a motor vehicle 10 is understood to mean, in particular, a process in which a motor vehicle 10 stops at least briefly as a result of a stop signal.
  • the spatial and temporal distribution of the stopping processes of the motor vehicles 10 is then determined by means of the data processing unit 2.
  • a spatial and temporal distribution of the stopping processes is taken into account in particular a trajectory traveled by a vehicle 10 in question Understanding the journey.
  • the maximum length of the backlog R of motor vehicles 10 and its time are then determined by means of the data processing unit 2, before, in a further step, a forecast is created 28 regarding the build-up and/or reduction of the backlog R of the motor vehicles 10 and a waiting time T until the backlog R is crossed by means of the data processing unit 2.
  • the method in question is characterized in particular by the fact that creating 28 a forecast does not require any infrastructure connection, such as a direct connection or a direct data or communication connection to a lighting system 12.
  • an output 30 of the forecast can also be carried out using an output unit 6.
  • An output unit 6 can in particular be formed in the form of a visual display unit, such as a display or the like, on which the forecast created can be displayed graphically. Alternatively or cumulatively, it is also possible for the forecast created to be displayed acoustically and/or haptically or the like. As part of a graphical representation of a created forecast, the latter can also be displayed together with a digital road map or the like for the purpose of a clearer representation.
  • Fig. 2 shows a schematic representation of a linear model for creating a forecast regarding a build-up and / or reduction of the backlog R of the motor vehicles 10 and a waiting time T until the backlog R is crossed.
  • the model shown is based on the recording of movement data 10' during different signal phases 12a to 12c respective distance x of a vehicle 10 to the traffic signal system 12 versus the time t, which results in three areas A, B, C.
  • a linear course of the reduction of a distance x of a vehicle 10 to the traffic signal system 12 takes place over time t until the area B is reached.
  • a backlog is then formed due to the red phase 12c of the traffic signal system 12 R of vehicles 10 that do not move any further due to the backlog R, so that the distance x of the vehicles 10 to the traffic signal system 12 does not decrease during this phase.
  • Only in a further green phase 12a does a linear reduction in the distance x of the motor vehicles 10 in front of the traffic signal system 12 take place over time t.
  • Fig. 3 shows a motor vehicle 10, comprising a system 1 according to the invention for determining the length of a backlog R of motor vehicles 10 in front of traffic lights 12 and a waiting time T caused by the backlog R.
  • the system 1 in question has a data receiving unit 4 for receiving 20 of movement data 10' from Motor vehicles 10 and a data processing unit 2 for determining stopping processes of motor vehicles 10 in front of a traffic signal system 12 from the movement data 10 ', for determining 24 a spatial and temporal distribution of the stopping processes of motor vehicles 10, for determining 26 the maximum length of the backlog R of motor vehicles 10 and its time and to create 28 a forecast regarding a build-up and clearing of the backlog R of the motor vehicles 10 and a waiting time T until the backlog R is crossed.
  • the system 1 in the present case includes an output unit 6 for outputting 30 the forecast created.
  • the output unit 6 can in particular be in the form of a visual display unit, such as a display or the like, and can then represent the forecast created, for example graphically, preferably together with a digital road map or the like.
  • the individual system components are connected to one another via a communication and control line 3 formed in the form of a bus system.
  • a communication and control line 3 formed in the form of a bus system.
  • wireless or contactless communication between the individual system components via WLAN, Bluetooth, Zigbee or the like would also be conceivable.

Claims (10)

  1. Procédé de détermination de la longueur d'un embouteillage (R) de véhicules automobiles (10) au niveau d'un système de signalisation lumineuse (12) et d'un temps d'attente (T) provoqué par l'embouteillage (R), comprenant les étapes suivantes :
    - réception (20) de données de mouvement (10') de véhicules automobiles (10) au moyen d'une unité de réception de données (4),
    - détermination (22) de manoeuvres d'arrêt de véhicules automobiles (10) devant un système de signalisation lumineuse (12) à partir des données de mouvement (10') au moyen d'une unité de traitement de données (2),
    - détermination (24) de la distribution dans l'espace et dans le temps des manoeuvres d'arrêt des véhicules automobiles (10) au moyen de l'unité de traitement de données (2),
    caractérisé en ce que le procédé comprend en outre :
    - la détermination (26) de la longueur maximale de l'embouteillage (R) de véhicules automobiles (10) et de son instant au moyen de l'unité de traitement de données (2),
    - l'établissement (28) d'une prévision concernant une augmentation et/ou une réduction de l'embouteillage (R) des véhicules automobiles (10) et d'un temps d'attente (T) jusqu'au franchissement de l'embouteillage (R) au moyen de l'unité de traitement de données (2),
    l'établissement (28) d'une prévision ne nécessitant pas de connexion d'infrastructure,
    la détermination (24) de la distribution dans l'espace et dans le temps des manoeuvres d'arrêt comprenant une évaluation d'informations concernant le système de signalisation lumineuse (12),
    les informations concernant le système de signalisation lumineuse (12) étant déterminées à partir des données de mouvement de véhicules automobiles.
  2. Procédé selon la revendication 1, dans lequel la détermination (22) de manoeuvres d'arrêt devant un système de signalisation lumineuse (12) comprend l'évaluation de données cartographiques et/ou de données de méta-infrastructure.
  3. Procédé selon la revendication 1 ou 2, dans lequel la détermination (22) de manoeuvres d'arrêt devant un système de signalisation lumineuse (12) comprend l'évaluation de données supplémentaires acquises par des capteurs.
  4. Procédé selon l'une des revendications précédentes, dans lequel la détermination (24) de la distribution dans l'espace et dans le temps des manoeuvres d'arrêt comprend une projection des données de mouvement (10') sur un réseau cartographique numérique.
  5. Procédé selon l'une des revendications précédentes, dans lequel l'établissement (28) d'une prévision concernant une augmentation et/ou une réduction de l'embouteillage (R) et d'un temps d'attente (T) jusqu'au franchissement de l'embouteillage (R) est basé au moins en partie sur l'application d'un modèle linéaire.
  6. Procédé selon l'une des revendications précédentes, dans lequel une sortie (30) de la prévision est effectuée au moyen d'une unité de sortie (6).
  7. Procédé selon l'une des revendications précédentes, dans lequel l'établissement (28') d'une autre prévision est effectué, l'établissement (28) de la première prévision étant utilisé comme base pour l'établissement (28') de l'autre prévision.
  8. Système (1) de détermination de la longueur d'un embouteillage (R) de véhicules automobiles (10) devant des systèmes de signalisation lumineuse (12) et d'un temps d'attente (T) provoqué par l'embouteillage (R), comprenant :
    - une unité de réception de données (4) pour recevoir (20) des données de mouvement (10') de véhicules automobiles (10),
    - une unité de traitement de données (2) pour déterminer (22) des manoeuvres d'arrêt de véhicules automobiles (10) devant un système de signalisation lumineuse (12) à partir des données de mouvement (101), afin de déterminer (24) une distribution dans l'espace et dans le temps des manoeuvres d'arrêt des véhicules automobiles (10), la détermination (14) de la distribution dans l'espace et dans le temps des manoeuvres d'arrêt comprenant une évaluation d'informations concernant le système de signalisation lumineuse (12), les informations concernant le système de signalisation lumineuse (12) étant déterminées à partir des données de mouvement des véhicules automobiles,
    afin de déterminer (26) la longueur maximale de l'embouteillage (R) de véhicules automobiles (10) et son instant ainsi que pour établir (28) une prévision concernant une augmentation et une réduction de l'embouteillage (R) des véhicules automobiles (10) et un temps d'attente (T) jusqu'au franchissement de l'embouteillage (R),
    le système (1) ne nécessitant pas de connexion d'infrastructure pour établir (28) une prévision.
  9. Système (1) selon la revendication 8, dans lequel une unité de sortie (6) est prévue pour la fourniture en sortie (30) de la prévision.
  10. Véhicule automobile (10) comprenant un système (1) selon l'une des revendications 8 ou 9.
EP19816582.1A 2018-12-27 2019-12-02 Reconnaissance d'embouteillage à partir de données de mouvement Active EP3903292B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018010003.1A DE102018010003A1 (de) 2018-12-27 2018-12-27 Rückstauerkennung aus Bewegungsdaten
PCT/EP2019/083279 WO2020135974A1 (fr) 2018-12-27 2019-12-02 Reconnaissance d'embouteillage à partir de données de mouvement

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Publication Number Publication Date
EP3903292A1 EP3903292A1 (fr) 2021-11-03
EP3903292B1 true EP3903292B1 (fr) 2024-02-28

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EP (1) EP3903292B1 (fr)
DE (1) DE102018010003A1 (fr)
WO (1) WO2020135974A1 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10022812A1 (de) * 2000-05-10 2001-11-22 Daimler Chrysler Ag Verfahren zur Verkehrslagebestimmung auf Basis von Meldefahrzeugdaten für ein Verkehrsnetz mit verkehrsgeregelten Netzknoten
DE10110327A1 (de) * 2001-03-03 2002-09-19 Daimler Chrysler Ag Verfahren zur Ermittlung einer aktuellen Verkehrslage
DE102008022349A1 (de) 2008-05-02 2009-11-12 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zur Ermittlung von Rückstaulängen an Lichtsignalanlagen
DE102011081609A1 (de) * 2011-08-26 2013-02-28 Robert Bosch Gmbh Verfahren und Vorrichtung zur Bewertung einer Annäherungssituation eines Fahrzeugs an eine Signalanlage
DE102011122297A1 (de) 2011-12-23 2013-06-27 Daimler Ag Verfahren zur Erzeugung und Nutzung verkehrsrelevanter Informationen durch Fahrzeuge eines Fahrzeugpools
DE102015202451A1 (de) * 2015-02-11 2016-08-11 Volkswagen Aktiengesellschaft Vorrichtung und Verfahren zur Beschleunigung eines Fahrzeugs beim Start an einer Lichtzeichenanlage
US10019898B2 (en) * 2016-01-14 2018-07-10 Siemens Industry, Inc. Systems and methods to detect vehicle queue lengths of vehicles stopped at a traffic light signal
DE102016013972A1 (de) 2016-11-23 2018-05-24 Opel Automobile Gmbh Fahrerassistenzsystem und -verfahren

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DE102018010003A1 (de) 2020-07-02
WO2020135974A1 (fr) 2020-07-02

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