EP0371023A1 - Procede pour resorber ou prevenir les embouteillages de tous genres. - Google Patents

Procede pour resorber ou prevenir les embouteillages de tous genres.

Info

Publication number
EP0371023A1
EP0371023A1 EP88904194A EP88904194A EP0371023A1 EP 0371023 A1 EP0371023 A1 EP 0371023A1 EP 88904194 A EP88904194 A EP 88904194A EP 88904194 A EP88904194 A EP 88904194A EP 0371023 A1 EP0371023 A1 EP 0371023A1
Authority
EP
European Patent Office
Prior art keywords
speed
value
time
waiting time
traffic
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.)
Granted
Application number
EP88904194A
Other languages
German (de)
English (en)
Other versions
EP0371023B1 (fr
Inventor
Alex Frauchiger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to AT88904194T priority Critical patent/ATE136142T1/de
Publication of EP0371023A1 publication Critical patent/EP0371023A1/fr
Application granted granted Critical
Publication of EP0371023B1 publication Critical patent/EP0371023B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0004—Transmission of traffic-related information to or from an aircraft
    • G08G5/0013—Transmission of traffic-related information to or from an aircraft with a ground station
    • 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
    • G08G1/0116—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from roadside infrastructure, e.g. beacons
    • 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
    • G08G1/065—Traffic control systems for road vehicles by counting the vehicles in a section of the road or in a parking area, i.e. comparing incoming count with outgoing count
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0043—Traffic management of multiple aircrafts from the ground
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0047—Navigation or guidance aids for a single aircraft
    • G08G5/0065—Navigation or guidance aids for a single aircraft for taking-off

Definitions

  • Traffic congestion causes enormous economic damage.
  • traffic jams are resolved or prevented by reducing traffic demand (traffic radio), redirecting traffic to less congested roads (alternative route controls) or by trying to increase the performance of the road (speed control systems).
  • traffic radio traffic demand
  • alternative route controls alternative route controls
  • speed control systems speed control systems
  • Airplanes have to fly UART loops in order to be able to reduce UART times, so that the accumulation of aircraft means an increased burden for air traffic controllers.
  • the invention solves the problem of finding a method with which any type of congestion can be resolved or prevented with certainty. Since the process ensures a more even traffic flow over a longer distance, one can assume that the process has a positive effect in terms of traffic safety, driving comfort, energy consumption, environmental pollution, wear, but also on the performance of the road, traffic calming and travel time.
  • Fig. 1 + 2 path-time diagrams
  • Fig. 3 waiting time-distance time diagram
  • Fig. 4 flight lane
  • Fig. 5 to 9 road situation plans
  • Fig. 10 + 11 flowcharts.
  • Congestion 1 can be resolved 5 when vehicles 2 reduce their speed 3 compared to the currently possible value 4. This includes vehicles 6 during the counting interval 7, resulting in a waiting time B compared to the time 9, ⁇ the number of vehicles to pass the congestion danger area 10 need. The same result is obtained when counting vehicles 2 on the route 11 between the distance time stamps T 'and T, which corresponds to the time required for the route 11 when the speed 4 is used.
  • the target speed 3 results if the waiting time 8 is distributed over the distance 11 or over the travel time 12. Compared to the speeds 4 + 3, the route 11 has the uiartezeitabbatation ability B. If the actual speed 13 is greater than the target speed 3, a lower bank 14 than the target speed is transmitted to a speed-determining device 15 to ensure the waiting time reduction when the actual speed is too small, a larger value. A vehicle can correct incorrectly adjusted speeds using several signals distributed over the route. With congestion 1, lower flow rates are determined - with resolution 5, higher.
  • the traffic density is detected in congestion risk area 20 and it is determined how many car units (size K) can currently flow through here per unit of time.
  • Vehicles are recorded at the road sections 21, 22 and 23 and their equivalence values are summed up against the standard value of 1 car unit within an interval (size T).
  • the speed (Grosse Vo) depending on the density or strength is measured at 24 as long as no waiting times occur.
  • the vehicle detection sum size F1
  • the vehicle detection sum reaches a computer via a wire-saving technology.
  • the waiting time for point 23 can also be calculated by determining the total detection value F1 of the vehicles in section 25. T then forms the distance-time difference of positions 23 + 22 with respect to 20 and the original value W1 is the one that was previously determined for position 22.
  • the display takes place by means of signal 28, the displayed speed being reduced only if the waiting time for point 23 is greater than a certain value compared to the distance to the danger zone 20.
  • Km / h accurate speed values are displayed with a grid-like rotating lamella technology.
  • signals 32 can display intermediate values which are larger than the target speed value but lower than the free speed.
  • Each display changes its value by a certain amount per unit of time, so that the new target speed value is successively achieved. if there are several steer areas 36, 37 + 38, the reduced speed value for each of these areas is determined for position 35, the lowest determined value being processed further.
  • the waiting times and changed speed values are additionally determined and displayed for sections 73. If the display value of signal 72 exceeds a certain value, sections 73 are no longer used to reduce the waiting time.
  • the distance times (flight times) to these danger points are determined using locating means and computers on the ground or in the aircraft, with Jind and other data, taking into account target speeds for distant traffic jam areas such as radio beacons, intersection or airport. These times arrive via radio or dial-up lines to a central computer or to a network of such.
  • the distance time stamps are sorted with regard to the congestion hazard areas and sorted with regard to their value in order to calculate value times.
  • the waiting times W1, W2, W3 are calculated.
  • Negative waiting time values are set to zero.
  • K ent ⁇ speaks of the number of aircraft that can pass the traffic congestion area 65 per unit of time. If it is desired to stagger the route, the aircraft must be evaluated against a standard in terms of squadron spacing and speed. A plane flying half as fast would have the value 2.
  • Waiting time value W3 is then z.3. transmitted to the computer of aircraft 80 where it is checked whether the waiting time / distance ratio W3 / T3 exceeds a certain value. If this is the case, the reduced speed for hazard area 85 is determined using the formula where at Vo is the speed of the flight plan provided for the distance time T3, and t is the distance time at which the waiting time should be close to zero. Here, too, the reduced speed is calculated for each traffic jam point and the lowest determined value is applied. Likewise, the target waiting time and target arrival time are calculated for a point closer to the distance and, if W-is not equal to W-target, the reduced speed is changed.
  • the energy supply to the engine of the aircraft can also be increased if the setpoint speed is greater than the approach speed to the congestion hazard area or reduced in the opposite case.
  • the rudder of the aircraft can also be controlled in such a way that a wave-like movement results, so that at the same airspeed, a longer flight path 90 results compared to the direct one, 91 and thus the approach speed decreases. It is also possible for a computer to determine the degree of
  • Thrust can or should be reduced and how the wave-like flight still has to be.
  • the ready-to-take-off aircraft 83 is arranged for a short time, with respect to the distance time stamps for the congestion danger area 85, so that the waiting time W4 or W5, which would result from a takeoff, can be determined for this aircraft and for the temporally adjacent 34.
  • aircraft 83 receives a take-off release signal only if the waiting time / distance-to-time ratio of aircraft 83, W4 / T4 still exceeds the values determined by aircraft 34, W5 / T5. For other congestion risk areas of the flight route of aircraft 83, the specific values must also not be exceeded.
  • Airplane 33 is finally re-arranged and, if necessary, another ready-to-fly aircraft is classified, etc.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)

Abstract

On peut résorber (5) des embouteillages (1) si les véhicules (2) diminuent leur vitesse (3) par rapport à la valeur possible (4) au moment présent. A cet effet, on compte les véhicules (6) pendant l'intervalle de comptage ( 7), ce qui donne un temps d'attente (8) par rapport au temps (9) nécessaire pour que les véhicules sortent de la zone de risque d'embouteillage (10). On obtient la vitesse de consigne (3) en divisant le temps d'attente (8) par la distance (11) ou par la durée (12) du trajet. Lorsque la vitesse réelle (13) est supérieure à la vitesse de consigne (3), une valeur inférieure (14) à la vitesse de consigne est transmise à un dispositif (15) de détermination de la vitesse. Par contre, une valeur supérieure lui est transmise lorsque la vitesse réelle est trop faible. Cette régulation de la vitesse se fait en plusieurs emplacements des routes et pour plusieurs zones à risque d'embouteillage. Les véhicules reçoivent des valeurs d'équivalence. Les changements de fluidité de la circulation aux intersections sont également pris en considération. Le procédé permet de réduire les différences de vitesse d'une section à l'autre. Aux heures de pointe, on ajoute des sections de régulation supplémentaires. Les dispositifs de détermination de la vitesse peuvent également influencer l'apport d'énergie ou le sens de déplacement. Les véhicules sont déviés lorsque cela permet d'obtenir des plus courts temps de trajet. Les avions reçoivent leurs propres valeurs de temps d'attente, qu'ils réduisent selon la durée du vol, et ne reçoivent l'autorisation de décoller que lorsqu'ils ne provoquent pas des embouteillages supplémentaires importants.
EP88904194A 1988-05-11 1988-05-11 Procede pour resorber ou prevenir les embouteillages Expired - Lifetime EP0371023B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88904194T ATE136142T1 (de) 1988-05-11 1988-05-11 Verfahren zur auflösung oder verhinderung von unerwünschten verkehrstauungen

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CH1988/000089 WO1989011138A1 (fr) 1988-05-11 1988-05-11 Procede pour resorber ou prevenir les embouteillages de tous genres

Publications (2)

Publication Number Publication Date
EP0371023A1 true EP0371023A1 (fr) 1990-06-06
EP0371023B1 EP0371023B1 (fr) 1996-03-27

Family

ID=4544754

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88904194A Expired - Lifetime EP0371023B1 (fr) 1988-05-11 1988-05-11 Procede pour resorber ou prevenir les embouteillages

Country Status (3)

Country Link
EP (1) EP0371023B1 (fr)
DE (1) DE3855163D1 (fr)
WO (1) WO1989011138A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19835979B4 (de) * 1998-08-08 2005-01-05 Daimlerchrysler Ag Verfahren zur Verkehrszustandsüberwachung und Fahrzeugzuflußsteuerung in einem Straßenverkehrsnetz
DE10022812A1 (de) * 2000-05-10 2001-11-22 Daimler Chrysler Ag Verfahren zur Verkehrslagebestimmung auf Basis von Meldefahrzeugdaten für ein Verkehrsnetz mit verkehrsgeregelten Netzknoten
CN108898838B (zh) * 2018-08-03 2020-08-28 首都经济贸易大学 一种基于lstm模型的机场交通拥堵预测方法及装置
CN110009917A (zh) * 2019-04-04 2019-07-12 东南大学 一种分段连续观测的停车场特性调查方法
CN116859935A (zh) * 2023-07-27 2023-10-10 广州广电运通金融电子股份有限公司 机器人调度方法、电子设备及存储介质

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2911734C2 (de) * 1979-03-26 1982-06-24 Siemens AG, 1000 Berlin und 8000 München Verfahren zur Messung von Verkehrsstörungen
CH665497A5 (en) * 1981-11-12 1988-05-13 Alex Frauchiger Resolving and preventing traffic queues - by indicating modified speeds to vehicles based on waiting times and distances
FR2563355B1 (fr) * 1984-04-18 1988-04-08 Do Boi Quyet Dispositif d'elaboration et d'affichage d'informations routieres
DE3608890A1 (de) * 1986-03-17 1987-09-24 Siemens Ag Verfahren zur koordinierung von strassenverkehrssignalanlagen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8911138A1 *

Also Published As

Publication number Publication date
DE3855163D1 (de) 1996-05-02
EP0371023B1 (fr) 1996-03-27
WO1989011138A1 (fr) 1989-11-16

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