DE102018009429A1 - Procedure for traffic condition monitoring - Google Patents

Abstract

The invention relates to a method for monitoring traffic conditions in a road traffic network, wherein a plurality of vehicles are connected to one another and / or to a central computer unit. According to the invention by means of the vehicles of the central computer unit present empirical movement data, an area (G) in which a free traffic (V1) a synchronized traffic (V2) and the synchronized traffic (V2) follows a free traffic (V1), in the road network to predict a traffic collapse.

Description

The invention relates to a method for traffic condition monitoring in a road traffic network.

From the DE 198 35 979 B4 For example, a method for traffic condition monitoring and vehicle inflow control in a road traffic network is known. In this case, the current or a future expected traffic condition is determined for one or more points of the road network and a distinction between the three types of traffic conditions, free traffic, synchronized traffic and congestion. It is concluded that a phase transition from free to synchronized traffic when the average speed decreases more than a predetermined amount and the traffic flow is above a predefinable Flußschwellwert.

The invention has for its object to provide a comparison with the prior art improved method for traffic condition monitoring in a road network.

The object is achieved by the features specified in claim 1.

Advantageous embodiments of the invention are the subject of the dependent claims.

A method for traffic condition monitoring in a road traffic network provides that a plurality of vehicles are interconnected and / or connected to a central computer unit. According to the invention, by means of the empirical movement data present in the vehicles by the central computer unit, an area in which free traffic is followed by synchronized traffic and synchronized traffic by free traffic is determined in the road traffic network to predict a traffic breakdown.

By applying the method, it is possible to predict a traffic collapse, in particular in the form of a traffic jam. Thus, it is possible to transmit this information to vehicles so that it is possible to bypass an area for which this prognosis applies.

Embodiments of the invention are explained in more detail below with reference to drawings.

• 1 schematisch ein Weg-Zeit-Diagramm,
• 2 schematisch ein weiteres Weg-Zeit-Diagramm und
• 3 schematisch einen vergrößerten Ausschnitt des weiteren Weg-ZeitDiagramms.

Showing:

• 1 schematically a path-time diagram,
• 2 schematically another way-time diagram and
• 3 schematically an enlarged section of the further path-time diagram.

Corresponding parts are provided in all figures with the same reference numerals.

1 shows a path-time diagram and in 2 is shown another path-time diagram, where 3 an enlarged section of the further path-time diagram shows.

An ever-increasing number of vehicles is networked with each other and with a central computer unit via a radio link. This increases the amount of mostly anonymized movement data of the vehicles in the central computer unit, wherein a respective vehicle transmits its movement data to the central computer unit at predetermined time intervals.

In the route-time diagrams are driving lines F represented by vehicles, which were created by means of the transmitted to the central computer unit movement data. It is shown that the vehicles pass through various traffic disturbances.

On the basis of the motion data available to the central computer unit, it is possible to create spatiotemporal traffic patterns both historically and as far as possible in real time.

In particular, the spatial-temporal traffic patterns are used by the company to provide transport services, such. B. the indication of travel loss information and / or congestion warnings, especially congestion warnings that can be retrieved as information from vehicles to offer.

In general, it is known that a traffic collapse often occurs at a bottleneck e , a so-called bottleneck, a freeway, z. B. at a driveway, an exit and / or at a construction site arises. In particular, traffic breakdown often occurs after a free-traffic-synchronized-traffic-free-traffic-area G on. Hereinafter, the free-traffic-synchronized-traffic-free-traffic-area G as FSF area G designated.

Under free traffic V1 is a traffic phase in which a driver of a vehicle can choose his driving speed substantially free. Synchronized traffic V2 represents a traffic phase in which a Average speed of a vehicle is significantly lower than in the traffic phase of free traffic V1 , and in a lane section having a plurality of lanes running in the same direction, the driving speed of the vehicles traveling on the lanes correlate with each other, so they are "synchronized".

As a spontaneous traffic collapse, ie a collapse of traffic or traffic flow, a state in traffic is called, in which a phase transition of free traffic V1 to synchronized traffic V2 takes place.

A so-called penetration rate indicates a percentage of the central computer unit of present movement data of vehicles for the entire traffic flow. As the rate of penetration increases, traffic can be reconstructed more and more precisely. Ie. the more vehicles transmit their movement data to the central computer unit, the more accurate can statements about the current traffic situation be made.

A comparatively low penetration rate can lead to traffic structures, i. H. Traffic patterns, or even traffic phases that are relatively small spatially temporal, can not be detected.

By collecting empirical movement data in real traffic, it was found that FSF areas often crash before a traffic collapse G to be observed. Because of this, these FSF areas can G be used as indicators of impending traffic collapse, especially in the case of rising traffic flows.

To such an FSF area G To reliably determine a method described below is provided.

For this purpose, a vehicle has a position determination unit, by means of which an instantaneous vehicle position, that is to say a spatial position, is continuously recorded, which is transmitted by means of a communication unit to the central computer unit at predetermined time intervals.

The respective vehicle transmits its information about a movement, i. H. the vehicle movement, to the central computer unit. For example, the respective vehicle transmits a data packet every two minutes which contains past twelve position data with a spacing of ten seconds in order to map a travel of the vehicle.

In addition, the spatio-temporal traffic patterns are already determined and analyzed prior to a traffic collapse on the basis of existing movement data from vehicles in order to predict the likely following traffic collapse early.

In this case, a spatial-temporal reconstruction of the traffic is performed by means of the central computer unit on the basis of the transmitted motion data of the vehicles, wherein the movement data include location information with time, as by means of the path-time diagram according to 1 is shown.

The central computer unit recognizes the FSF regions on the basis of the reconstructed spatial-temporal traffic patterns G at bottlenecks e before a traffic collapse, wherein the detection of such a FSF area G by detecting a phase transition by means of dashed lines F illustrated free traffic V1 to synchronized traffic V2 and by means of solid lines F illustrated synchronized traffic V2 to the free traffic V1 of individual vehicle trajectories, ie driving lines F , he follows.

A recognition algorithm for detecting the phase transitions from free traffic V1 to synchronized traffic V2 and from synchronized traffic V2 to the free traffic V1 will be explained with reference to an embodiment below.

Drives the vehicle in free traffic V1 and falls short of a certain time a speed threshold of z. B. 65 km / h for a certain period of z. B. 15 seconds, then takes place from the specific time, a phase transition from the free traffic V1 to synchronized traffic V2 instead of.

Now if the vehicle is in synchronized traffic V2 moves and from another specific time another speed threshold of z. B. 70 km / h for another certain time of z. B. exceeds 10 seconds, then takes place from the other specific time a phase transition from the synchronized traffic V2 to the free traffic V1 instead of. On the basis of several such phase transitions results in an FSF area G , as in 1 is shown in more detail.

The central computer unit recognizes by means of reconstructed spatio-temporal traffic patterns a traffic collapse, in particular based on the phase transition between free traffic V1 and synchronized traffic V2 ,

In the vehicle and / or in the central computer unit, characteristics of the FSF areas G at the bottleneck e saved. In particular, properties are a spatial and temporal size, a number of FSF regions G before a traffic collapse, a time gap between the FSF areas G and the following traffic collapse stored in the vehicle or central processing unit.

The vehicle learns from the stored properties of the FSF areas G at the bottleneck e where it is possible, for example, that at a certain bottleneck e often more than three FSF areas G be observed before a traffic collapse. This can be used at a later time, so that, for example, a traffic service after the detection of a second FSF area G First, wait for a third FSF area G without immediately interpreting it as a traffic collapse.

detected F -SF areas G and the stored properties of FSF areas G at bottlenecks e can for a route, z. B. to modify the travel time information used.

The F -SF areas G are used, as described above, as indicators of temporal congestion. For example, after the detection of such an FSF area G the likelihood that a traffic collapse will occur in comparison to a traffic situation without the occurrence of an FSF area G ,

A recognized FSF area G increases the likelihood of traffic collapse by a parameterizable value of 10 percent, if at the same time the traffic flow is above one thousand vehicles per hour and lane. A second FSF area G Increases the probability of a traffic collapse by another parameterizable value of 5 percent, if the traffic flow is simultaneously above one thousand vehicles per hour and lane.

Based on the stored properties of the FSF areas G at bottlenecks e can FSF areas G be optimized as indicators of traffic collapses, e.g. B. if at a certain bottleneck e It can be observed that the time interval between the two observe FSF areas G and the following traffic breakdown within a predetermined time interval. Then the observed FSF area G an indicator that a high probability of traffic collapse occurs after a certain period of time.

In addition, the method provides that additional traffic flow rates, which are determined, for example, based on detected signals from induction loops, for the detection of an FSF area G be used. For example, the probability is higher after a first detected FSF area G a traffic collapse instead of a second FSF area G is detected when the traffic flow rate increases comparatively strongly.

The influence of the traffic flow rate may depend on the increase in traffic flow rate. That is, if the increase over a period of time is one hundred percent, the likelihood that a traffic crash will be after a detected FSF area G follows, higher than when there is an increase of fifty percent.

With an increase of zero percent, ie the traffic flow does not change, the probability of a traffic collapse remains after a detected FSF area G equal.

Properties of the FSF areas G as indicators for traffic collapses and the movement data of the vehicles can be exchanged and combined via an interface, in particular the communication unit, the central computer unit with a service provider, in particular a transport service provider.

Furthermore, the procedure provides that measures can be taken to these FSF areas G dissolve. For this purpose, it may be specified that larger distances between vehicles running behind each other must be observed.

Such measures can be distributed both collectively, in particular by transmitting information to all vehicles, as well as individually, for example by transmitting the information to vehicles driving in autonomous driving.

In addition, FSF areas G at bottlenecks e be analyzed in entire transport networks of highways.

LIST OF REFERENCE NUMBERS

e

bottleneck

F

driving line

G

Free traffic-synchronized traffic-free traffic area / F-S F-region

V1

free traffic

V2

synchronized traffic

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 19835979 B4 [0002]

Claims (3)

Method for monitoring traffic conditions in a road traffic network, wherein a plurality of vehicles are connected to one another and / or to a central computer unit, characterized in that by means of the vehicles of the central computer unit empirical movement data a region (G), in which to free traffic ( V1) a synchronized traffic (V2) and to the synchronized traffic (V2) a free traffic (V1) follows, is determined in the traffic network to predict a traffic collapse. Method according to Claim 1 characterized in that information relating to the predicted traffic crash is sent to at least the vehicles in the area (G). Traffic to Claim 1 or 2 , characterized in that a traffic flow rate is determined.

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