CZ307187B6 - A line traffic control device and its procedure - Google Patents

Description

Technical field

The invention relates to traffic control on expressways.

BACKGROUND OF THE INVENTION

Various systems are known for traffic control on expressways, but they do not process complete information affecting the traffic flow on these roads.

U.S. Pat. No. 5,771,484 discloses a system for controlling traffic on motorway-type line roads in adverse weather conditions, namely fog, which is detected by means of a surveyor. When low visibility is detected, drivers are warned of the imminent risk, and variable speed signs reduce the speed limit depending on visibility. The described solution does not address any other traffic management options (eg depending on traffic intensity, detection of columns, etc.) nor does it describe a system of central dispatching control from the control center.

US 2010079306 describes an area traffic control system, that is, a system aimed at controlling the passage of vehicles through intersections with a traffic light signal in an urban area. The solution described in the file does not deal with traffic management on motorways of the highway type.

JP 2010009366 discloses a system for arranging traffic detectors and display devices along a road for the early detection of columns and to warn drivers of a forming column. Further, algorithms for prediction and detection of columns are described. No other system functions are described in the file, such as weather detection and related warnings, no connection to the control center, system control options (automatic, manual), interdependence of traffic signs on individual display profiles, etc. as well as a comprehensive traffic management system, but only a system for early detection and warning of columns.

JP 2006309735 contains a solution similar to the previous one, which deals with calming, respectively. harmonization of the traffic flow, thus avoiding traffic congestion. The file does not describe any other system functions, spatial or temporal dependence of individual system profiles, the possibility of automatic and manual control of the whole line, etc.

SUMMARY OF THE INVENTION

The aim of the line traffic management was to harmonize traffic, especially on expressways, and this system manages traffic not only in terms of traffic flow, but also with other influences such as bad weather or other emergencies on video surveillance, and all these strategies are integrated into one complex, modular system consisting of a user interface control unit, at least one detection cut, at least one control cut, usually both cuts are in close proximity, with the control cut arranged on the portal traffic signs, where each control section is interconnected by an evaluation and display device for evaluation of the current situation and displaying optimal symbols on variable traffic signs, which, using appropriate algorithms, evaluate the current situation and display The traffic control system comprises at least one traffic detector for detecting traffic flow to obtain traffic data and at least one meteorological detector for acquiring meteorological data and video surveillance. The system is controlled by algorithms of automatic control, automatic control with confirmation,

- semi-automatic control or system operator. The main principle of control is spatial data smoothing, data prognosis, application of dynamic sequences and priority display of information on variable traffic signs. The system operates in multiple modes, described below. On the basis of traffic data collected by traffic detectors located in the detection section and meteorological data from meteorological stations, on the basis of input of system operators and on the basis of conditions of surrounding traffic-telematics systems, it is activated or deactivated cut the controlled traffic flow.

The subject of the invention is also a traffic control process having the following steps:

- current traffic, meteorological data and other emergency conditions on the road are measured by means of traffic detectors, meteorological stations, video surveillance, input of operators and surrounding telepathic devices

- then, using a known mathematical model of equations, smooth out the fluctuations in the values of the control quantity and calculate the forecast of the values of the control quantity,

- the modified data subsequently form the input of the LŘD automatic event detection algorithms, evaluating for each control slice the occurrence or termination of all LRD events, and a list of evaluated (detected) LŘD automatic events for each detection slice is sent to the CU module. for each control section, the highest priority LRD event assigned to each event in its configuration is selected, with the RJ module subsequently activating the traffic sign variables specified in the event configuration, with non-acknowledged events automatically acknowledged, s-mode events after confirmation by the system operator, they are waiting for confirmation by the operator before the commands for the activation of variable traffic signs are sent,

- further, the operator in the CU module sets the LŘD event in semi-automatic mode, which was not evaluated from the detected traffic or meteorological data, is entered into the system only at the discretion of the system operator; in the LRD event configuration, together with the LŘD automatic events, in the semi-automatic mode, all events can be entered that are evaluated in automatic mode and other events that cannot be automatically detected, eg road work, animal on the road, etc.,

- the possibility of manual traffic control mode follows - event insertion and thus control of variable traffic signs, individual traffic signs variables are controlled manually from the user interface in the control unit system; in this manual mode traffic signs have higher priority than commands of automatic and semi-automatic LŘD events and manually selected symbols on the PDZ are locked from being overwritten by another symbol until manual mode is exited.

For LŘD events registered in the LŘD system, their spatial relationships are continuously evaluated so that the traffic sign rules are not exceeded and the LRD system is in a consistent state in terms of traffic flow control, such that, for example, there is foreshadowing this alert with an additional table with distance to alert on i-1 slice, if no other alert is registered on i-1 slice, or if, for example, i-2 slices register Speed Harmonization at 100 km / h, on i-1, this speed is also automatically set without registering an event containing the B20a mark Maximum speed of 100 km / h.).

Activation of traffic sign variables to the states defined by the respective LŘD events are performed in time sequences that define for each slice and each symbol needed to move to the target state the time this symbol will be activated.

-2GB 307187 B6

Used shortcuts

DIO Traffic Engineering Measures

DZ Road sign

Integrated Rescue System IRS

j.p. Traffic lane

JV Unit vehicle

LRD Linear Traffic Management

NDIC National Information Transport Center

PDZ Variable traffic signs

Control unit

Control system Control system

Road and Motorway Directorate of the Czech Republic

SOKP Road ring around Prague

XML (Extensible Markup Language) extensible markup language

ZPI Equipment for operational information

Definition of expressions

Control Section - Linear traffic control portal with PDZ for traffic flow control. The type of portal and the number of license plate numbers depends on the number of lanes at the stationing station.

Detection section - this is a place, resp. communication profile where traffic flow detection is performed. As a rule, this detection cut is in the immediate vicinity of the control cut.

All control modes can be applied simultaneously in one section. The interrelation of the control modes is handled by priorities according to the type of the desired event, regardless of the method of input. Therefore, it is not defined the parent and child mode, but the priority of the event, which depends not on the mode of input but on the danger situation. The most severe warning and the highest speed reduction required will be displayed, regardless of the input method as described above.

An exception is the symbol selected in manual mode, which is locked against priority change and will always be displayed unless it is replaced in manual mode again. The display of the symbols on the control sections and the spatial dependence are given by the traffic rules.

Marking used i measured section j lane q _c total traffic intensity in given jp [wagon / h] qNA truck intensity in given jp [wagon / h]

Q traffic intensity in given direction [wagon / h]

Qj _V Traffic intensity in given direction in unit vehicles [SE / h]

Qoa intensity of passenger cars [freight / h]

Q _on lorry intensity [loading / h]

V _0A mean speed of passenger cars in given jp [km / h]

V _NA mean speed of trucks in given jp [km / h]

V _0A mean speed of passenger cars in given direction [km / h]

V _NA mean speed of trucks in given direction [km / h]

At medium speed in given direction [km / h] b occupancy [%]

And _the share of trucks in that direction [%]

A ^ON outside defined value for switching on truck entry prohibition [%]

And ^off _{from the} VNA defined value to disable the ban lorries [%]

LH local traffic density [wagon / km]

W represents the forecasted traffic flow parameter based on the measured valueData preparationCalculated to unit vehicles

Data preparation

Detector data will differentiate between vehicle categories. For the calculations for unit vehicles it is necessary to unify the traffic flow in terms of vehicle typing for reasons of comparability of input parameters. In the transport stream there are both passenger cars and trucks and buses of various types, or other means of transport. All groups differ in their dimensions, driving characteristics, etc. For the sake of simplicity, the so-called unit vehicles [JV], which by their characteristics represent the most common vehicles in the transport stream of passenger cars, are therefore converted. The table shows the conversion factors for unit vehicles.

The detector provides the number of vehicles in each category and for further calculations it is necessary to multiply these sums by appropriate coefficients - this will be converted into unit vehicles, which can be added together to obtain the total traffic flow in unit vehicles comparable with other sections, times of day, etc.

Q _jv = Q _mo * 0.5 + (Q _0v + Q _ovp + Q _dv + Qj) * 1 + (Q _na + Q _nv + Q _b ) * 1.5 + (Q _np + Q _nn ) * 2

The table is based on the conversion:

QoA = QmO ⁺ Qov ⁺ Qovp + Qdv + Qj

QnA ~ Qpa ⁺ Qrv ⁺ Qnp + Qnn ⁺ Qb _x , yo 'Qmo ^{+ V} ov' QOv ^{+ V} ovp 'Qovp ⁺ ^ dv' Qdv ⁺ Ý 'Qj in _0A _ _ ^U OA _x , V _on · Q _n a + ^V nv 'Qrv ^{+ V} np' Qnp ^{+ V} nn 'Qnn + · Q _{b Vn} _ ^ NA

Mean vehicle speed in a given direction y _ Vqa 'Qqa ⁺ Vna' Qna

Q

The share of trucks and buses in the given direction

And _at = ^ - 100

Local traffic density in a given direction

LH =, where V must not be equal to 0

Data smoothing and trend forecasting

The algorithms described below can be used for all measured traffic data parameters using predicted values. To this end, a smoothing algorithm with a sliding mean value and a predicted trend is used. The W value represents the smoothed measured value, which is:

- intensity (Q),

-speed (V),

- share of trucks (A _per )

- local traffic density (LH).

The following equations are used to predict values:

-4GB 307187 B6

W _no va ^and ^ 2 ⁺ Xnerena _J. ^ stara

AW T _new = β · V ¥ _measurement - _STAR + W 4 - β f Ref AW _Stara

where

W ^ 'w' measured

W

af β * represents any measured traffic flow parameter, is smoothed value, is measured value, is previous smoothed value, is forecasted value, is forecasted value difference, is previous forecasted value difference, is smoothing factor for mean value (variable values from 0 to 1 with step 0.01 - recommended value 0.2), is the smoothing factor for the trend (variable values from 0 to 1 with step 0.01 - recommended value 0.15).

Linear traffic management system modes

During the system configuration, one detection slice is assigned to one control slice. For each combination of measured data and given control mode, the recommended display, the combination of the individual symbols on the PDZ, must first be determined automatically. The data are collected every 1 minute and the aggregated data are integrated into 3-minute intervals and evaluated.

The automatic mode works fully autonomously without the need of the controller's intervention in the control. On the basis of data from traffic detectors it is possible to harmonize the traffic flow by reducing the speed or in case of high traffic intensities. by prohibiting truck traffic in the left lane. Data detection and aggregation is followed by algorithm evaluation and prioritization module.

The automatic mode with confirmation independently evaluates the traffic and meteorological data and proposes measures to the dispatcher, who must confirm this measure. Information is taken from individual detection sections as well as from weather vouchers. Based on the algorithms described below, they are individually applied to specific areas. For example, the dispatcher may, according to other information (meteorological information, visual view of the cameras) and own experience, expand or reduce the scope of the area concerned. The dispatcher's offer window will show both the realization of the measure in the given place and all connections, a gradual reduction of speed in front of the affected place, etc. In this mode, it is possible to display warning road signs that are related to weather conditions. Depending on the weather conditions, the traffic flow may be further restricted (speed reduction, truck traffic in the left lane). The mode will also include a warning against the column and the vehicle in the opposite direction. After confirmation by the dispatcher of the proposed algorithms, the prioritization module follows.

In semi-automatic mode, data or information are not used separately, but entered by the dispatcher. It inserts the defined traffic state directly into a specific section or group of sections, and the system then independently adjusts the continuity of the surrounding sections, resp. priorities of the displayed states. After the first confirmation of the algorithms by the dispatcher, the priority module is followed. In the next step, the dispatcher will be presented with a window for definitive confirmation of the new measures, both of them and all of them

-5GB 307187 B6 downstream (gradual reduction of speed in front of the affected location, etc.). The dispatcher has a precise overview of the changes confirmed by him and can thus take full responsibility for the implemented measure. In this mode, all traffic conditions specified in the traffic code (combination of PDZ symbols on the control section) are entered, including lane restrictions.

In the manual mode, any symbol on the control section can be entered, including unwritten states defined by the traffic rules. The symbol set in this mode is locked for overwriting by another higher priority symbol. It will therefore remain constant until the dispatcher removes the symbol. The system always tries to adapt the other sections so that all defined principles are respected.

If this is not possible eg by requesting two consecutive sections that would be in conflict with spatial constraints, the dispatcher is notified of this fact. It is thus possible to enter any DZ symbol while maintaining the rules for individual slices. The symbols entered in this control mode override all symbols entered in other modes. It is envisaged that this regime will only be used in exceptional cases.

Failure of any mark in the section does not mean that the entire section has been switched off, even if the displayed signs are in conflict with the conditions described in the traffic rules. The only exception is turning off both marks to reduce speed. By this failure the line is interrupted and proceed as in case of failure of the whole cut.

The LRD system is able to receive information through ZPI.

The LRD system is in coordination with traffic tunnels.

Clarification of drawings

BRIEF DESCRIPTION OF THE DRAWINGS The invention is illustrated in more detail in the accompanying drawings, in which FIG. 1 schematically illustrates a line traffic control system, and FIG.

Example (s) of carrying out the invention

1 and 2 comprises a control unit 1 with a user interface 3, at least one detection cut 8.1, at least one control cut 8, as a rule, both cuts are in close proximity, with the control cut 8 being at variable traffic signs 11 are arranged in the portal, each control section 8 being connected to a device 9 for evaluating the current situation and displaying optimal symbols on the variable traffic signs 11, which, using appropriate algorithms, evaluate the current situation and display the optimal symbols on the variable traffic signs. The transport system comprises at least one detector 10.1 for detecting traffic data and / or at least one detector 10.2 for acquiring meteorological data. The system is controlled by algorithms of automatic control, automatic control with acknowledgment or system operation. The main principle of control is spatial data smoothing, data forecasting, application of dynamic sequences and priority display of information on variable traffic signs 11. Based on traffic data collected by traffic detectors 10.1 located in the detection slope and detectors 10.2 meteorological data from weather stations, further Based on the input of the system operators and on the basis of the conditions of the surrounding traffic telematics systems, the traffic flow is controlled by activating or deactivating the variable traffic signs 11 located on the portal in the control section 8.

The traffic situation is always evaluated on the basis of the information from the detection section 8, and thus the control of the associated control section 8 is adapted. This applies in particular to control in automatic mode and automatic mode with acknowledgment.

-6GB 307187 B6

The data needed to detect the conditions leading to the activation of the PDZ symbols: Fog, Ice and Skid hazard are obtained from weather stations located along the road. The format of data from weather stations provided for NDIC can be received and used for LRD. Harmonization of transport

In traffic harmonization mode, maximum speed limits are limited by PDZ marks. The decision on the appropriate maximum speed is made on the basis of the measured traffic flow characteristics in the detection section. 8.1 Traffic harmonization is primarily carried out according to traffic intensity. If there is a risk of congestion, the rate for this intensity is already limited to the first profile with the given intensity. In the case of a sweeping head of the column, this phenomenon will be detected and the speed reduction will shift along with the head of the column. It will therefore continue to ensure safe approach to the column and subsequent driving in the column at reduced speed. Harmonization takes place on the basis of traffic intensity values in a given direction expressed as the equivalent of passenger cars, so-called unit cars, Q _SE .

In addition to speed reduction, the symbol of the relevant license plate will be used to harmonize traffic in the case of high demand for the given road and the ratio of trucks exceeds a predefined limit.

The requirement is determined by the nominal intensity of the Q _SE vehicles and the ratio of trucks A _to .

To enable the prohibition of lorries entry:

Q _JV > Q ^ _A and> Af ^ a for switching off ^ jv ^{S (J} ZVNA lieuu «ΝΑ S

The individual limit values must be configurable (parameterizable) separately for each section.

Emergencies

No entry of trucks

The symbol of no entry to the left respectively. The central lane is never used alone, it is combined with any warning sign including traffic harmonization.

When activating the DZ prohibiting the entry of trucks into a given lane on control section 8 (i), the DZ above that lane will always be used on the previous section 8 (i-1). This precursor is already valid at the point where control section 8 (i-1) is displayed. This measure will ensure that the cuts to control 8 (i) will already be approached by this marking.

Traffic sign - no entry for trucks will always be accompanied by an additional table with the text: 61.

Column

There are 3 criteria to determine the need to display the column warnings.

Criterion One: Detection of columns based on occupancy:

Detection occurs when the occupancy of any lane is greater than the predefined cut-in limit value, b (i, j)> b ^ON i < _on g _eS ce.

Only if the occupancy of all lanes of the detection section 8 is less than the predefined cut-off limit value b ^OFF _congestion can the warning be removed.

-7EN 307187 B6

The individual limit values must be configurable (parameterizable) separately for each section. The following values give recommended default values for loop occupancy:

= 50% hVYP _ ocoz.

^ congestion - ^{/ 0}

Criterion Two: Speed-based column detection

On this section, congestion will be detected if vehicles are moving at low speed and two additional conditions are met.

V ⁱⁿ (i) ⁱⁿ congestion

In km = 35 km / h

Conditions:

The first condition precludes the fulfillment of this criterion if, for example, one slow-moving vehicle passes through a given section at night. The intensity shall be greater than a given limit:

Q (i) - Q Kongesce

Qkongesce 1,800 VOz / h.

_n , ,, IVAID-V ^ QláV ^ e, if V are _0A (i) and V ^ i)

Condition 2 states that ^{1 1} nonzero ^ congestion = 25 km / h

Recognition of the end of congestion occurs when:

VVkZsce ^ congestion = 50km / h

The individual limit values must be configurable (parameterizable) separately for each section.

Criterion Three: Detection of traffic jam based columns

This criterion recognizes traffic interference in a given section. Traffic jamming is determined based on the following equation:

where

+ (LH (i + 1))

In _a i _n y is the mean free speed in a given direction (typically 115 km / h for 2 jp, 120 km / h for 3 JP)

LH _max vehicle density at maximum intensity

If V (j)> V _vo | _ny G), the set V (j) - V _in | _ny G), for j = i resp. j = i +1.

A congestion will be recognized on a given section if the following conditions are true:

Vk _divided > Vk ^ _z and Q> Q ^ _z ^p _dil

- 8 GB 307187 B6

To cancel the detected congestion it must be fulfilled that:

Vk _distribution <Vk ^ and Q <Q ^,

The individual limit values must be configurable (parameterizable) separately for each section.

Roadwork

The roadwork module will be activated in semi-automatic or manual mode without any automatic detection. Activation of this mode can be pre-planned and valid for a defined period.

When working on the road, the warning symbols other than the warning symbol will not be active. Deactivation of speed limits must be performed in order to maintain the distances for the placement of portable traffic signs before and within the workstation. Based on valid regulations for job marking, the speed will always be reduced by min. at 80 km / h. Due to the possible discrepancy between the portable DZ and DZ on the control sections 8 of the LŘD, it is inappropriate to display both types of marks simultaneously. In addition, at longer closures, repeated speeds are used throughout the workstation, and there may be discrepancies in the marking.

In the event of Work it is necessary to deactivate the traffic detector functions in relation to the module Traffic Harmonization and Vehicle in the opposite direction, especially in the case of bidirectional traffic.

Fog

Based on information from weather announcements, the maximum speed limit is limited when visibility is reduced. Depending on the degree of visibility, the Fog pictogram is displayed to reduce speed. In the 4th stage, the lowest visibility, the warning also includes the display of the pictogram No entry for trucks into the left, respectively left and middle lane.

The data required to activate each stage will be obtained from weather stations located along the road. The format of the data from the weather stations provided for NDIC can be accepted and used for LŘD. For Fog, the monitored parameter is the range of supervision, for NDIC it is marked with VISI code, while the variable number indicates visibility in meters. The sin code identifies a specific weather station. <VAL sid = S008 dream = VISI> 2000.00 <A / AL>.

View this event incl. the follow-up measures on the control section 8, which draws information from two weather announcements are always based on a worse condition, a requirement for a lower speed. This state will be turned off if the request has passed on both weather stations.

Danger of skidding

At given collisions, the maximum permitted speed is limited on the section assigned to the given collision detector on the PDZ 11 and at the same time the pictogram of shear danger is displayed on the PDZ 11.

The data required to activate each stage is obtained from weather stations located along the road. The format of data from weather stations provided for NDIC can be received and used for LŘD.

For Danger, the monitored parameter shifts the water column height to m ² per hour. In the XML format of the NDIC system it is marked with a code that indicates the average value of precipitation in l / m2 for the given measurement period.

In addition to the current rainfall rate, the speed average speed of passenger cars is also used to switch the speed limit.

-9EN 307187 B6

An algorithm for determining the end of this warning is included. Depending on the degree of collision and the average speed of passenger vehicles, the restricted warning is deactivated after a certain parameterizable time.

These conditions apply only if Qoa (i) + θ ·

Part of this warning is also the prohibition of truck entry into a specific jp by displaying a pictogram on PDZ _H. The prohibition is switched on and off on the basis of the nominal traffic volumes in the given direction, expressed as the equivalent of passenger cars Qjva in the intensity of trucks in the given direction Q _NA , ie if there is a high vehicle intensity and a large proportion of trucks.

Condition for closing the prohibition of entry of trucks into the lane:

Qjv>and> Q ^ ^p to turn off the symbol then:

Q _SE <Q ^ ^P or Q _W <Q ^ ^P

The entry ban of trucks must also be displayed on the previous control section 8, showing this event, including the follow-up on control section 8, which draws information from two weather announcements is always based on a worse condition, the requirement for a lower speed. This state will be switched off if it disappears on both weather stations.

Risk of ice

Note The danger of ice is activated in acknowledged automatic mode, semi-automatic mode and manual mode. The dispatcher enters it after checking the situation. The ice information is based on the weather condition information of the road. The warning is activated if there is a risk of icing, heavy snowfall or ice formation. Any of the conditions listed below are accompanied by a prohibition on the entry of trucks into the left, respectively. left and middle lane according to the described principles. The warning will be active after confirmation by the operator in automatic mode with confirmation until the weather unit does not indicate the conditions for 5 minutes. In this case, the dispatcher is informed of the termination of the request and will be able to confirm the cancellation. The display of this event, including the follow-up measures on the control section 8, which draws information from the two weather announcements, will always be based on a worse condition. If one of the conditions described in the above table is active, the one with the lower speed request will be displayed on the LRD. This state will be switched off if it disappears on both weather stations.

Accident

Warning The accident is activated in semi-automatic or manual mode without automatic detection. The dispatcher selects it on the basis of data from detectors after verification by video surveillance, or on the basis of reports from SOS announcements or in cooperation with IRS units.

At the request of the client, any accident with an impact on the traffic flow, the application of lane restrictions will be applied without a dynamic sequence, ie immediately.

Other danger

Warning PDZ 11 with a different danger symbol is used for several types of events.

If an event other than the above described occurs, it must be entered in manual mode.

Vehicle in the opposite direction

In the case of detection of a vehicle traveling in the opposite direction, the warning is activated in automatic mode with confirmation. After tuning the system in trial operation, minimizing false alarms and verifying the reliability of detection, this alert can be moved to automatic mode.

- 10GB 307187 B6

In order to activate, it is necessary to detect a vehicle that is traveling in the opposite direction of travel in a given road lane. Detection of such a vehicle is ensured by detectors 10.1 due to its incorrect sequence on a pair of detectors - defakto negative speed.

Upon detection of a vehicle traveling in the opposite direction, the system immediately reports to the operator and, once confirmed, measures are taken to reduce the maximum speed limit as much as possible. At the request of the customer, the traffic in the entire adjacent section of the road on which the vehicle was detected is significantly reduced.

After confirming the detection of the vehicle in the opposite direction on the detection section 8.1 (i), immediately at time t0, a speed of 60 km / h is displayed on all previous sections starting with the control section 8 (i-1). Simultaneously, the remote sensing symbol 11 is activated and the left hand lane is cleared by activating the yellow arrow on the right. In the area with three lanes, the Overtaking prohibition for trucks symbol is active above the middle lane. At the same time, an instruction to the RS tunnel on the route to close them is given. The system allows the use of a speed limit of 60 km / h in the section with the currently permitted speed of 130 km / h in the case of dangerous events.

In the event that there is another restriction on the area at the time of detection of the vehicle in the opposite direction, which requires the use of light arrows different from the requirements of the vehicle status in the opposite direction, the arrows required based on the local event have higher priority. For example, in the case of a roadway object in the right lane, the control arrow 8 in front of this point will not use the arrow of the right arrow above the left lane, but the arrow of the arrow left above the right lane.

In the event of an emergency, the operator immediately contacts the vehicle in the opposite direction of the IRS units and at the same time monitors the movement of the vehicle by available means. All restrictions caused by this crisis situation are lifted except for direct operator input.

Animal moving on the road

When this event is reported, the speed is reduced to 60 km / h immediately, without the use of a dynamic sequence. middle lane.

Object on the road

This is an event that is not automatically detectable, ie it is entered in the semi-automatic mode by the dispatcher. Depending on the extent of the event, the speed is reduced to 100 to 60 km / h, accompanied by the warning sign Other hazards and the prohibition of truck entry into the left respectively. middle lane. This event, with an impact on traffic flow, with lane restrictions, is always applied without a dynamic sequence, ie immediately.

Vehicle parked

The occurrence of this event is activated by the dispatcher on the basis of handing over the telephone information or after its detection on the camera images. This condition alerts the driver to a vehicle parked on the side of the road, which does not interfere significantly with the road, but care should be taken when driving around it. In this event, the maximum permissible speed is reduced to 120 km / h.

The flashing yellow light will not always be used for warning signs, but only in the case of serious events such as road objects, road animals, accidents, traffic lane, vehicle in the opposite direction. For these events, the warning sign is only activated at the event location.

Priorizování

For example, a fog warning, excluding local occurrences of heavy fog, can be understood as supporting the judgment of each driver, while a warning against the column gives the driver new information at a given moment that he would otherwise not be able to obtain.

Priority is given to ten events where all traffic signs can be used. These are rated by a point scale from ten to one. Ten indicate the highest, one indicates the lowest priority. Warnings rated with priority 6 to 10 are very important, warnings rated with priority 1 to 5 are considered complementary. All events can be entered in semi-automatic

Or higher automatic mode, depending on the priorities. However, the priorities are not taken into account when the dispatcher enters them in manual mode.

Vehicle in the opposite direction - priority 10.

Marker symbol The vehicle in the opposite direction is used in automatic mode with confirmation based on automatic information from the detectors. This is the most dangerous event, so it has the highest priority. This most risky event must be followed by other emergency measures.

Column - priority 9.

The column symbol is used in auto-acknowledged mode, based on traffic flow outputs that identify congestion on a given road section. Its priority is rated higher than the accident priority. It was assumed that if a column was formed at the scene of an accident, the driver would hit the forehead earlier than the accident, so this warning was more important to him. If the column does not form at the site of the accident, an accident warning will be active.

Accident - priority 8.

The accident symbol will not be used in any automatic mode. It is assumed that the operator learns of the accident by calling participants or witnesses of the accident, by calling from SOS announcements, information from IRS units or by video surveillance. Any automatic accident detection will also alert the operator of the problem. Based on these inputs, the operator decides to display an accident warning. As soon as an accident begins to create a column, which is registered by the system, the column warning will be displayed, although the accident is still current.

Live animal on the road - priority 7.

In this case, the Other Hazard symbol warns of a live animal on the road that creates a dangerous situation. This is a dangerous event, but it is not as important as an accident, so it is ranked after it.

Road object - priority: 6

In this case, the Other Hazard symbol warns of a dangerous road surface. Depending on the extent of the event, the corresponding follow-up speed marking is applied. It is also a dangerous event, but prioritized after a road accident and live animal on the road.

Ice Priority - 5.

The ice mark symbol is used in auto confirmation mode. It is displayed for locations where ice formation can be expected based on information from the weather announcements. The relatively high priority rating is justified by the low possibility of self-identification of this hazardous situation by the driver well in advance.

Danger of skidding - priority: 4

The symbol of the mark is to be used in automatic mode with confirmation. Based on information from the weather announcements, it will be displayed for places where there is an increased risk of skidding. Within the LRD, this hazard is assessed according to the current precipitation intensity in the area.

Fog - priority 3

The fog symbol is used in auto confirmation mode. It is displayed for places where fog is expected. Within the LŘD, this hazard is assessed according to the visibility given by the weather vowel, or according to data from other sources. Low priority is given due to the relatively high possibility of self-identification by the driver, well in advance of a consistent weather situation.

- 12GB 307187 B6

Parked vehicle - priority 2

When the vehicle is parked on the side of the road, the Other danger sign is activated. This is not a potential obstacle to traffic, but caution should be exercised when driving around the vehicle. For this reason, this is the event that has the lowest priority before working on the road.

Road works - Priority 1

The Road Work symbol will not be used in any of the automatic modes. This warning sign is rated the lowest priority because each job is marked with a portable traffic sign. First and foremost of this measure is the double-sided portable Road Works with a flasher, so displaying on the LŘD portals is merely an emphasis on the driver information he receives even if the LŘD portal displays another warning.

Depending on the event requirement, the lowest permissible speed is always displayed on this PDZ 11. This may not always match the speed requested by the event that is displayed on the warning sign, but may be related to a lower priority event but to its lower speed requirement.

For example, in the event of a traffic accident, the warning sign Traffic accident and prohibition speed limit will be limited to 60 km / h on the first LRD portal before this event. A column begins to form in the section between the portals as a result of a traffic accident. This event has a higher priority, so the Accident symbol will be overwritten by the Column symbol. From the point of view of a forming column, the harmonization requirement is 80 km / h, but this will not be applied because the accident event requires a speed of 60 km / h.

Alignment with other control cuts 8.

When designing the LŘD system, cases where there is a variation in the requirement for maximum speed limits on adjacent control sections 8. Such conditions are not likely to occur at all by the application of traffic harmonization, but rather by combining several events near two traffic accident sites or traffic accidents. and in the near section an intersection with a very strong access. Harmonization of transport is dependent on traffic intensity and its requirements are not expected to change in short steps in short sections.

In any case, it is necessary to correct the deviations in adjacent control sections 8 in order to make traffic management as smooth as possible.

The smoothing procedure is always applied since the last control cut 8 in the line, ie against the direction of travel. In any case, the speed value cannot be adjusted from lower to higher. Elimination of deviations is solved according to the conditions below, which are supplemented by a graphical representation on related schemes.

Standard Control Section 81.

In the standard cut 8 (i), which is preceded by at least another three control cuts 8, the desired cut value 8 (i) is used for smoothing and the previous cuts are adjusted. Therefore, the control cutoff speed value 8 (i) is not adjusted, but the control cutoffs preceding 8 (1-1, i-2 ...) are smoothed as follows:

I. decision:

Query the previous control cut-off value 8 (i-1). If the desired control cut speed 8 (i) is greater than or equal to the previous control cut 8 (i-1), the control cut algorithm 8 (i) ends, the control cut speed 8 (i) is maintained as required, and the smoothing procedure begins again. by decision in control section 8 (i-1). If the desired cut speed 8 (i) is lower than the desired cut speed 8 (i-1), the algorithm moves to Decision II.

Decision II

Query the previous control cut-off value 8 (i-l). If the desired cutoff speed 8 (i-1) is the same as the cutoff speed 8 (i) + 20 km / h, the algorithm moves to decision III. If the speed requested by the control cut 8 (i-1) is not equal to the speed of the control cut 8 (i) + 20 km / h, the control cut 8 (i-1) is assigned the speed value required by cut 8 (i) increased by 20 km / h, and the algorithm moves to decision III.

- 13 GB 307187 B6

Decision III

Query control cut-off value 8 (i — 2). If the desired cut speed 8 (i) is greater than or equal to the desired cut speed 8 (i-2), the control cut 8 (i-1) is assigned the same velocity value as required on the cut 8 (i) and the algorithm ends and starting at the next control section 8 (il). If the required speed on control slice 8 (i) is lower than on control slice 8 (i-2), the algorithm moves to V.

Decision IV

If the control cut-off 8 (i) is equal to 120 km / h, the algorithm moves to the 5th decision. If the desired speed on control slice 8 (i) does not equal 120 km / h, the algorithm ends and starts again with decision I on control slice 8 (i-1).

Decision V.

Query control cut-off value 8 (i-3). If the desired cut speed 8 (i) is greater than or equal to the cut speed 8 (i-3), control cuts 8 (i-1) and 8 (i-2) are assigned the cutoff value 8 (i) and the algorithm is moves to decision I on control section 8 (1-1). If the control cut speed 8 (i) target value is lower than the control cut 8 (i-3) value, the algorithm begins with decision I on the control cut 8 (i-1).

Dynamic sequences

The course of a dynamic LRD change in the case of speed reduction during traffic harmonization and in special conditions warned by drivers and supplemented by speed reduction. The dynamic sequence will not be used for a vehicle in the opposite direction, an accident, an object or an animal on the road. In real LRD operation there is a minimum probability that due to the harmonization of the traffic flow there will be a need to step up the speed, but for example in the event of a restriction depending on heavy rain this may occur. The mentioned speed limit must comply with the principles stated in the traffic rules not only in terms of space but also in terms of time. For a precise interpretation: the spatial dependencies of the traffic restriction specified in the traffic rules are valid at steady state, when all the control sections 8 already display the required speeds and no drivers who are not informed of the reduction of the permitted speed can be present. Except in the above cases, it is not possible to activate the 60 km / h limit at a maximum permitted speed of 130 km / h. Therefore, in the spatial dependencies of all conditions, two control cuts 8 are gradually reduced before this limitation, in time-dependent dependencies, always in such a way that the driver traveling on the road does not experience a speed reduction.

The most common situation is that, at the time of the start of the restriction, vehicles with a maximum permitted speed of 130 km / h are present on the entire section of the road under review. At the moment of starting the sequence (to), a speed of 100 km / h will be displayed on all control slices 8 required to reduce the speed. After t (100) - the time required for clearing a section by vehicles with a maximum permitted speed of 130 km / h, a further speed reduction can be activated on the section of the subsequent cleared section using the command PDZ 11 at a given speed. In particular, the further speed reduction must be as fast as possible - if the situation permits, a speed reduction of 40 km / h will be used. Thus, after a time, ie (100), when the control speed 8 (i) is driven by vehicles with a permitted speed of 100 km / h, the speed will be reduced to 60 km / h if the distance of the control cuts 8 (i) and 8 (il) is If the distance condition is not met, the speed must be reduced in steps of 20 km / h, after a time ie (100) the 80 km / h symbol is activated on the control section 8 (i). After time t; (80), the time from the activation of the speed limit 80 km / h on the control cut 8 (i-1) to the arrival of vehicles with this restriction on the control cut 8 (i), the speed on the control cut 8 (i) reduced to 60 km / h.

In real operation, there may be situations where the initial conditions are changed. For example, for reasons of harmonization, a speed limit of 120 km / h will be active. In such a situation, the first speed reduction on the control cut 8 (i) will be about 40 km / h if conditions permit, that is, to 80 km / h. Further reduction of speed is possible after a time when vehicles with a limited speed of 100 km / h or more have arrived since the previous control section 8. 80 km / h.

- 14GB 307187 B6

A speed reduction of 40 km / h will always be used on only one control cut 8, which precedes the reason for the speed reduction. If the physical arrangement for control section 8 (i) directly before the event site does not allow a reduction of 40 km / h, this may be applied to control section 8 (i-1),

The final display of the speed limit on control section 8 (i) to 60 km / h can be done at the time t = ie i (100) + ie (80), provided that a speed reduction of 40 km / h has not been used. would apply t = rear 00) when decreasing from 130 km / h. When decreasing from 120 km / h using a speed reduction of 40 km / h, there is another possible limitation after time t = ie _t (100), when the driving cut 8 (i) with an active 80 km / h is approached by vehicles of _witness = 100 km / h and a further 40 km / h reduction to 60 km / h is possible.

In calculating the passage times of vehicles, the angle of acceptance of the restriction, ie the distance in front of the portal, when the driver is no longer able to accept the change of the PDZ U symbol, is not taken into account. the need to include them in the calculation.

Activation of a lower speed 8 (i) than the current speed 8 (i-1) is only possible if all vehicles arriving at the 8 (i) have the maximum permitted speed currently determined control section 8 (i-1). Unless the cut-off speed 8 (i-1) has elapsed before the cut-off 8 (i) arrives at the cut-off speed 8 (i-1), the cut-off 8 (i-1) cannot be reached. i) reduce the velocity below the value indicated on the previous control cut 8, i.e. below v;

t _M (Vi_ ₂ ) = * i-2 where:

h ( ^v ii) ~ time in which control section 8 (i) will be driven by vehicles with maximum permitted speed according to control section 8 (i — 1) [s] d, - length of section (i – 1) to (i) ) [m] d_ | - length of section (i-2) to (i-1) [m]

Vj_i - speed allowed on the control cut 8.1 (i — 1) [m / s]

Vj_2 - speed allowed on the control cut 8.1 (i-2) [m / s]

In all of the examples, the target speed reduction requirement is 60 k / m, with the starting speed of Examples 1, 2 and 3 being unlimited, i.e. 130 km / h, for Example 4, 120 km / h.

Data transmission and processing

Data collection takes place in minute intervals. Data from all detectors (10., 10.2) are available for every full minute due to possible implementation of the excess detection algorithm later. For the current evaluation, minute data is aggregated into 3-minute intervals, which are solved as one unit. Following evaluation of these aggregated data, the automatic mode may require activation of states, or there may be requests in the automatic mode with acknowledgment. Auto Mode responses, direct commands or operator acknowledgments, and dynamic sequences are processed in seconds.

In the case of detection of a vehicle in the opposite direction, this detected state is indicated to the dispatcher immediately, independent of data aggregation.

Data archiving

All data measured by the system and interventions performed by the dispatcher must be archived for later evaluation.

- 15 GB 307187 B6

Failure of communication of the system with the control center in the given area

If the LRD communication with the control center in the given area fails, the dispatcher will not be able to control the settings of the control cuts 8. To overcome short-term outages of this communication, the system will operate for 30 minutes. The dispatcher-set symbols and the 5 automatic mode will be active. After 30 minutes, the entire LRD system will shut down.

Control cut failure 8

The functional state of the symbols in the control section 8 is permanently tested by the device 9 for evaluating the current situation and displaying the optimal symbols on the variable traffic signs 11 in the control section 10 and any fault is transferred to the control center. If a device is detected, it is automatically started. In the event of communication failure of the device 9 for the evaluation of the current situation and the display of optimal symbols on the variable traffic sign 11 of the control section 8 with a superior level, all PDZs 11 on this control section 8 are switched off locally.

Failure of control section 8 in line

In case of failure (switching off) of one control cut 8 in a continuous line, its control cut 8 takes over its function. An exception to this rule is the failure of the control section 8, which invalidates the previous speed command limitations. In this case, it is not permissible for the previous section to take over the role of this control section 8, since the PDZ 11 would expire before the end of the event itself. It is therefore necessary that in the event of a failure of the control section 8 where the PDZ 11 is terminated, its function is replaced by the following control section 8. In case of failure of several control cuts 8 in succession, it is necessary that the system behaves according to the rules described above.

Example 1

The accident event is behind control slice 8 (i), therefore a speed of 60 km / h is displayed on this control slice 8 (i) and reduced to this preceding control slice 8. Failure of the last control cut 8 30 before the event (i) means taking over the function by the preceding control cut 8 (i-1), ie. the control section 8 (i-1) will display a speed of 60 km / h and the previous control sections 8 including the warning sign will be adapted accordingly.

Example 2

Initial state as in example 1, but failure occurs at control section 8 (i-2). Again its function is taken over by the previous control cut 8, so that a speed of 100 km / h is lit on it.

Example 3

In the event of a Column event, this is displayed on 3 control sections 8. The warning PDZ 11 with this symbol is displayed on all the control sections 8 in question and, in principle, on the previous one. Failure of the last control section 8, where the event is displayed, means passing the function to the previous control section 8. However, this measure will not affect the previous control sections 8, since this symbol is already active here.

Example 4

The same event as in Examples 1 and 2, but the failure occurs at control section 8, which terminates the PDZ 11. In this case, the following control section 8 assumes its role.

- 16GB 307187 B6

Failure of control section 8 beyond the intersection border

If the control section 8 that is linked to the intersection fails, the previous control section 8 will assume its function and the speed will be reduced according to the general principles of the highest speed at that location, analogous to the control section 8 in line. Although the PDZ 11 is canceled at the end of the intersection, the downstream control section 8 continues to decrease the speed or maintains a lower speed. The reason for this measure is the relatively short distances between the individual control cuts 8 and the fact that the speed of the traffic flow does not increase by a jump and the vehicles connecting at the intersection will approach the slowed current.

Thus, the same rules and examples apply as in the case of failure of control sections 8 in the line. If there is an event in the section between the control slices 8 before the intersection and the failure of the control slice 8 at the intersection, this event is terminated, as in other cases of outages on the subsequent control slice 8. this situation will be terminated by a subsequent control cut 8.

Linking LŘD to tunnels

A maximum speed of 80 km / h is permitted in tunnels during normal operation. In emergencies, this speed can be reduced up to 40 km / h at 20 km / h, or the tunnels will be completely closed. If there are not enough control cuts 8 belonging to the tunnel for the required vehicle deceleration or other action, the gradual deceleration must be coordinated with the LŘD portals.

The tunnel control system has a higher priority in setting the symbols on the LŘD on the listed control sections 8. However, if there is a lower speed request from the LŘD system, the request is applied.

From the LRD perspective, the exchange of information between the LŘD and the tunnel control system is necessary. There may be a situation where the LŘD in front of the tunnel reduces the speed to 60 km / h. PDZ 11 controlled by the tunnel control system decreases the speed of vehicles gradually from the maximum permitted speed (130, 100, 80, ....) and in this case there would be undesirable jump deviations on the first two PDZ 11 displaying speed before entrances to the tunnel. On these PDZs 11 the speeds are matched to the speeds at which vehicles can approach the tunnel.

Termination of the prohibited PDZ 11 on the section between tunnels

The speed between the tunnels is limited to 100 km / h. This measure is motivated by the fact that the section is located on bridges where the possibility of leakage in the event of an accident is impaired as well as a significantly higher risk of icing. At the same time, it was taken into account that heavy traffic is expected and there are short distances between local road sections, especially in front of a small tunnel. In order to avoid discrepancies between the permanent PDZ 11 and the LRD, this measure is only applied to the command PDZ 11 with a given speed on the LŘD. In the case of a requirement for a lower speed due to other adverse effects and their disappearance in this section, this event will not be terminated by this PDZ 11, but only by displaying the initial speed, ie 100 km / h.

Industrial applicability

The system of linear traffic management is usable especially on expressways, also in connection with road tunnels.

Claims (5)

PATENT CLAIMS Line traffic control device, characterized in that it comprises a control unit (1) with a data input device (12), which is connected to a user interface (3), which is further connected to a system operator (7), the data device (12) is further connected to a device (9) for evaluating the current situation and displaying optimal symbols on a variable traffic sign (11) which is arranged on the portal in at least one control section (8), (8.1) is provided with at least one detector (10.1) for detecting traffic data, at least one detector (10.2) for acquiring meteorological data, and video surveillance for obtaining status information on communication and / or surrounding telematics devices for retrieving other data, the section (8.1) is connected to the device (9) for evaluating the current situation and display optimized symbols on the variable traffic sign (11), the device being designed for traffic control in automatic mode, in automatic mode with acknowledgment and in manual mode. Line traffic control device according to claim 1, characterized in that the control unit (1) comprises an automatic event detection algorithm module (2) which is connected to the automatic mode event input module (4.1) and the module (4.2). for entering events in automatic mode with acknowledgment, both modules (4.1) and (4.2) being connected to a module (5) containing a list of registered detection slice events (8), the interface (3) being further coupled to a module (4.2) for entering events in automatic mode with acknowledgment, with a module (4.3) for entering a semiautomatic event and with a module (4.4) for entering a manual command on variable traffic signs (11), the module (5) containing a list of registered detection slice events (8) it is further connected to the module (6.1) for event prioritization and it is connected to the module (6.2) of spatial relations and it is connected to the mod ul (6.3) of time dependencies and it is connected to the user interface (3). Line traffic control method according to claims 1 and 2, characterized in that by activating or deactivating variable traffic signs (11) located in the control section (8), the traffic flow on the road is controlled, the control procedure having the following steps: - following the acquisition of traffic, meteorological, video surveillance and telematics data, the known mathematical model shall be used to smooth out fluctuations in the values of the control quantity and to calculate the forecast of the values of the control quantity, - the modified data subsequently form an input of the LRD automatic event detection algorithms evaluating for each control slice (8) the occurrence or disappearance of all LRD events, and a list of evaluated (detected) LŘD events for each detection slice is sent to the control unit (1), wherein, based on the assigned priority, for each control slice (8) the LRD event with the highest priority is selected and assigned to each event in its configuration, the control unit (1) subsequently activating the traffic sign variables specified in the event configuration; they are automatically acknowledged in non-acknowledged mode, events in the system operator's acknowledgment mode await acknowledgment by the operator (7), before the variable traffic sign activation commands are sent, - further, the operator (7) is entered via the data interface (3) in the control unit (1) by the LŘD event in semi-automatic mode, which has not been evaluated from the detected traffic or meteorological data; it is included in the list of LŘD events of a particular control section (8) with priority defined in LŘD event configuration, together with automatic LŘD events, in semi-automatic mode all events are evaluated, which are evaluated in automatic mode and other events that cannot be detected automatically , such as roadwork, road animal, etc., - then there is the possibility of manual sign control mode - inserting events and thus controlling variable traffic signs, individual variables of traffic signs are in the system - 18GB 307187 B6 The LŘD is controlled directly from the user interface, where in this manual mode the traffic signs have a higher priority than the LŘD automatic and semi-automatic event commands and the manually selected symbols on the PDZ are locked against being overwritten by another symbol until manual mode is exited. Line traffic management process according to claim 3, characterized in that for LRS events registered in the LRS system, their spatial relationships are constantly evaluated so that the traffic sign rules are not exceeded and the LRD system is in a consistent state from aspects of traffic flow control, so that before each warning on the control slice (8 (i)) there is a precursor of this warning with an additional table indicating the distance to the warning on the control slice (8 (i-1)) if on the slice (8 (i) —1)) no other warning is registered, or if, for example, sections (8 (i)) and (8 (i — 2)) register speed harmonization events at a given speed, then the control section (8 (i — 1) )) will also set this rate automatically without registering an event containing the appropriate tag. Line traffic control method according to claims 3 and 4, characterized in that the activation of the variable traffic signs (11) to the states defined by the respective LŘD events are performed in time sequences that define for each control section (8) / detection section (11). 8.1) and each symbol needed to move to the target state when this symbol is activated.