EP0564062A1 - Méthode et installation pour la régulation de trafic - Google Patents

Méthode et installation pour la régulation de trafic Download PDF

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Publication number
EP0564062A1
EP0564062A1 EP93250102A EP93250102A EP0564062A1 EP 0564062 A1 EP0564062 A1 EP 0564062A1 EP 93250102 A EP93250102 A EP 93250102A EP 93250102 A EP93250102 A EP 93250102A EP 0564062 A1 EP0564062 A1 EP 0564062A1
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EP
European Patent Office
Prior art keywords
time
clearing
vehicles
traffic
transit time
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
EP93250102A
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German (de)
English (en)
Other versions
EP0564062B1 (fr
Inventor
Dipl.-Ing. Heckeroth Rüdiger
Bernd Dr.-Ing. Petzold
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.)
HORIZONT HOLDING GMBH
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Horizont Holding GmbH
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Publication date
Application filed by Horizont Holding GmbH filed Critical Horizont Holding GmbH
Publication of EP0564062A1 publication Critical patent/EP0564062A1/fr
Application granted granted Critical
Publication of EP0564062B1 publication Critical patent/EP0564062B1/fr
Anticipated expiration legal-status Critical
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals

Definitions

  • the invention relates to a method and a plant for traffic regulation according to the preambles of claims 1 and 12 respectively.
  • Transportable traffic signal systems are already known, which are used to regulate traffic at narrow points or as a replacement defective stationary systems. It must often be observed that such portable traffic lights - which are necessary, for example, at construction sites - are often not optimally adapted to traffic for reasons of time and, as a result, cause unnecessary disabilities for many road users, especially in the event of fluctuating traffic volumes.
  • axle counters are provided which always switch the system by means of counters when there is coincidence between two counter circuits, that is, when the number of counted vehicles leaving the constriction has reached the number of vehicles retracted there.
  • the problem here is that these numbers are different when vehicles are in the bottleneck area remain or drive from there into the constriction. In this case the system must be switched off. In addition, this system does not specify release and clearing times separately.
  • the green phases of a traffic light system are adapted to the number of vehicles passing, with an extension of the phases with the number of vehicles Installation in a phase of passing vehicles.
  • release and clearing times there is also no distinction between release and clearing times.
  • the invention has for its object to provide in a method of the type mentioned the possibility to regulate the traffic throughput even better, especially at narrow points. Above all, optimal clearing times should be aimed for and achieved in a short time.
  • the light signal systems should also be as easy to use as possible for unskilled personnel.
  • the invention includes the knowledge that in such a method, the clearing time should be determined separately from the duration of the release times, since - in contrast to the latter - not directly from the traffic volume, but primarily from the geometric length of the passage to be traversed Area and the driving speed of road users is dependent. On the contrary, increased traffic can even go hand in hand with reduced clearing times.
  • the "clearing time is the time after the end of a green phase that vehicles located within the constriction need to leave it.)
  • the actually required clearing time is determined from the time shift between the The bottleneck is interpreted as a dead time element subject to malfunctions, the sensor signal representing the undelayed signal upon entry and the sensor signal representing the delayed signal upon exit derived from the dead time element, which corresponds to the transit time.
  • the transit time of vehicles on a test section along the closed section is preferably measured and the clearing time is controlled depending on the - stored - transit time measured values and is gradually optimized by repeated readjustment.
  • the transit time is preferably measured by detecting the vehicle transversely and / or obliquely to the direction of travel at both ends of the measuring section, i.e. at the entry and exit points of the area to be secured.
  • Sensors are attached there, preferably one sensor each on the associated light signal transmitter.
  • a two-beam scanning is also possible, one sensor being oriented obliquely backwards and the other transversely to the roadway in order not only to reliably detect the vehicles passing through as such, but also their instantaneous speed.
  • the light signal transmitters belonging to the system each have their own control unit and are connected to one another by an information transmitter, optionally also to a control center.
  • active light signal transmitters of this type allows only the control and feedback signals to be transmitted via multi-core signal lines or via multi-channel radio links, provided these can be used.
  • Passive infrared motion detectors which are aimed at the approaching traffic, are preferably used for the perception of the flowing traffic in the case of the execution as a mobile light signal system. Unless there is a time gap between successive vehicles If a break in the flow of traffic signals that a preset time has elapsed, the release time (green phase) is extended to a preset maximum value. If necessary, the method according to the invention can then be used - without restricting its suitability - to switch to so-called request operation with little traffic so that release signals can also be allocated to other accesses on request, which is very favorable for avoiding noise in residential areas with night-time traffic of individual vehicles.
  • the invention brings about a significant increase in traffic safety, since the operation can be reduced to switching on the system, which is extremely advantageous for use on construction sites. In particular, it is not necessary to adapt the parameters of the system to the geometry of the bottleneck.
  • the system adjusts itself to the actual traffic volume in a few measuring periods.
  • a rapid flow of traffic is achieved in that the counter-green is delayed until after the clearing in the event of temporary disabilities in the constriction. This prevents double-sided entry and thus avoids additional traffic congestion.
  • the new method allows - especially in its preferred further developments - to still recognize extremely different traffic volumes at the access roads, so that an access road with little traffic volume is assigned a justifiable blocking time, so that vehicles can collect there and drive through in one block according to the release signal can.
  • the cycle time is more than 300 s during several cycles, the operating personnel can be asked to take special measures to reduce the stowage, for example to operate manually with an adjustable clearing time, to allow a higher clearing speed and to display it.
  • the learning ability of the system proves to be particularly favorable in order to react appropriately to daily or weekly changes in the rhythm of the traffic parameters. Even if the driving distance and speed change greatly as a result of a dirty roadway or other changing disabilities, the time gap specification for the flowing traffic, which is then also not constant, can then be adapted to the circumstances using the method according to the invention.
  • an average value of the transit time of at least a selected number of vehicles is determined as the transit time, the measured value cannot be falsified by individual vehicles, the transit time of which differs from that of the entire vehicle column, but which happens to be different from the Sensors are detected.
  • the transit time is preferably determined from the difference in the temporal mean values of passing the entry or Exit of the bottleneck of at least a number of vehicles, but advantageously the entire column.
  • An embodiment of a system which works according to the method according to the invention consists of at least two light signals (traffic light stations A, B) with conventional light signal transmitters 10 at each end P, R of a measuring section M in a narrow region E (FIG. 1) through which a vehicle flow F is to be directed in only one direction during a period determined, for example, by construction activity.
  • At least one sensor is arranged on each light signal transmitter 10 in such a way that it acts as a detector that detects individual vehicles on a measurement section M in a zone D that runs essentially transversely to the carriageway (see FIGS. 1 and 2). and is between stops indicated by bar H and the beginning or end of a blocked section S.
  • These sensors are attached to each entry and exit point P or R of the area E to be secured in such a way that they detect all vehicles that drive in or out in this area.
  • a sensor is preferably sufficient for this purpose is attached directly to the light signal generator 10 and is aligned accordingly (FIG. 3). The same sensor can also be used at the same time to implement the time gap method for the release time control.
  • All light signal transmitters 10 belonging to the system have their own control unit 20, but can also be controlled centrally and connected to one another or to the central office by means of an information transmitter 24 (FIG. 5) via a cable or radio connection.
  • each light signal transmitter 10 has a glare-protected lighting unit 16 equipped with signal lamps, and underneath this a control unit 20 in a chamber 18 for determining the traffic signal currently to be emitted and for complying with the required signal times, as well as a correlator or comparator 22 , an information transmitter 24 and a safety device 27 for monitoring the signal sequence and for outputting error signals in the event of a fault.
  • the power supply takes place with a mains connection or from a battery box 12, which can also form the base of the light signal transmitter 10.
  • the latter can also have connections 32 for connecting cables for information transmission or for a hand control device (not shown).
  • the control unit 20 are either permanently attached or detachable and removable control elements 28, 30 for setting intermediate times such as red-yellow time or yellow time as well as default and limit values for the green and clearing times TF and TR in the individual traffic -Phases assigned.
  • Such controls can be omitted in simplified systems whose field of application permits fixed values.
  • Each sensor or detector (motion detector 38) only detects the moving vehicle flow F in both directions, specifically across the traffic in zones D in the end regions of the constriction E. However, vehicles approaching or waiting in front of traffic lights A, B are detected by these detectors not reported. As such, all sufficiently selective motion detectors are suitable, which therefore ensure the necessary resolution, including Pressure hose, infrared, ultrasonic and radar sensors as well as induction loops, light barriers etc.
  • the system according to the invention works the better the more accurately the traffic flow F is detected.
  • the or each control unit 20 uses initially selected or properly set default clearing times Ti.
  • the length of the measuring section in meters
  • the method for automatically setting the clearing time is described in more detail below on the basis of the block diagram of FIG. 5:
  • the system operates with predetermined or preferably fixed control elements 28 a preset clearance level Ti.
  • the entry-side sensor detects those vehicles F that enter the area to be secured at the entry point P.
  • a pulse of a predetermined period of time is preferably emitted and integrated in each detected vehicle.
  • the integration of the trigger times of the motion detector without recognizing the response to individual vehicles is sufficient.
  • the temporal courses of the associated sensor signals or - depending on the evaluation method - a signal characteristic of the time when the entry point P passes through the vehicle column, in particular the time itself, are recorded in a memory 26 by means of the information transmitter 24 and also transferred to the control unit 20 .
  • a time signal for entry into the constriction that is independent of individual vehicles - which can cause incorrect measurements due to premature turning within the constriction or due to the speed differing greatly from the rest of the column - according to the invention: on the one hand, the "time center""of the column, whereby an average is formed from the times at which the individual vehicles pass the entry and exit points.
  • the vehicles If the vehicles have traveled through the measuring section M, they are again detected by the sensors on the exit side at point R.
  • the measuring probes work accordingly, so that - depending on the measuring method used - either a time measurement is obtained, which represents the mean time at which the vehicle column has passed the exit point, or else an analog pulse with a curve as can be seen in FIG. 6b above. In the former case, all that is required to determine the transit time is a subtraction of the time values recorded at the entry and exit points.
  • the transit time can be additionally qualified by means of a shape comparison to be effected, for example by means of a correlation method (as described below), on the basis of the information contained in the pulse shape will.
  • the characteristic signal curves at the entry and exit are brought into coincidence as far as possible, the time shift necessary for this forming the (mean) transit time of the vehicle column.
  • the correlation method will determine the characteristic shape of the main group for the transit time, while the individual vehicles, on the other hand, are less taken into account.
  • sensors with an even higher information acquisition rate can be used for a correlation method. This can go from a contour detection to video control, whereby the transit time can then be determined by correlating the recorded video information, so that the transit times of actually "recognized" vehicles are included in the averaging.
  • the release of the next phase only takes place when the currently valid clearance time T RA has expired and none of the sensors on the exit side detects vehicles that are still moving . This prevents green from being given even though there are still vehicles in area E to be protected.
  • the recording of the sensor signals is restarted and the sensor signal profiles determined up to that point from the previous phase are transferred to the correlator or comparator 22.
  • the sensor signal curve of a light signal transmitter that had an enable signal in the recorded phase is compared with all sensor signal curves of those light signal transmitters that did not have an enable signal. Since the vehicles that have entered the area E to be secured generate a similar sensor signal curve when driving out as when driving in, but this is shifted on the time axis t (FIGS. 6a, 7) exactly by the amount that the vehicles need to cross the narrow point E. the time shift at which the associated sensor signals have the greatest agreement is equal to the actually required clearing time T R.
  • the clearing time T R determined in this way is transmitted to the control unit 20 as an optimized value after the corresponding number of values.
  • the current clearing time is corrected by an appropriate amount after each measurement Amount ⁇ corr in the direction of the expected optimum. For security reasons, lengthening corrections are usually immediately applied in full, whereas reductions are preferably distributed over a number of steps and are therefore carried out slightly more slowly.
  • the current sensor signals of a station's motion detector 38 which is assigned to a light signal transmitter 10, for example A, are stored in a direct part of the memory 26, which is illustrated in FIG. 5 as the left half.
  • the sensor signals coming from all the other light signal transmitters 10 (stations B,...) are received in a feedback part of the memory 26 (right half), specifically in an input stage labeled I.
  • the determination and correction of the clearing time T R according to the described method is carried out during the entire operating time of the system.
  • the clearing time measured values T R in the comparator 22 are averaged over a sufficiently large number of measured values so that the clearing time is constantly adapted to changing traffic conditions.
  • Parametric and nonparametric methods of mathematical statistics are suitable for comparing the sensor signal profiles; for example, the cross-correlation method explained below can be used. With appropriate Sensors can also be compared based on the number of vehicles that have been driven in and out.
  • the method according to the invention can also be used with more than two light signal transmitters 10 if, for example, a junction exists at the narrow point E.
  • the sensor signals generated and buffered by the sensors enable the creation of cross-correlation functions KKF in each correlator or comparator 22 from the sensor reaction of the own transmitter 10 and from sensor signal curves coming from the or each other transmitter 10 (FIG. 5).
  • the maxima G of these correlation functions KKF are shifted by exactly the time T D that the vehicles F need to travel through the measurement path M in the case of matching courses.
  • FIG. 6b illustrates such a correspondence between the sensor signal profiles of a green phase that are successively registered at stations A and B, respectively.
  • the clearing time T R is reduced by a predetermined amount.
  • the clearing time T R is extended by a predetermined amount until either this sensor is not a vehicle reports more or until a maximum time is reached, for example twice the current value.
  • the sensor signals of the motion detectors 38 have either the amount 1 (sensor triggered) or the amount 0 (sensor not triggered).
  • V1 (t) and V2 (t) there is a cross-correlation function it delivers the maximum value with the same sensor signals
  • the smaller value of the integral over each individual course is used for control and the KKF is normalized to this value for evaluation.
  • the time shift Tmax is used for the clearing time T R , at which the normalized KKF n assumes its maximum G. In the case of several maxima G of the same size, the largest of the associated ⁇ values is selected. The measurement is rejected as unusable if the standardized KKF n does not reach at least 0.75; the last clearing time T R therefore remains.
  • ⁇ max exceeds the current clearing time T RA , this is increased by the difference for safety reasons, otherwise it is reduced by smaller amounts in two or more steps.
  • the amount of correction can be greater the closer the maximum G of the standardized KKF n is to 1.
  • ⁇ corr ( ⁇ Max - T RA ) / 2KKF ( ⁇ Max ).
  • T R up to about 5% of the initial deviation can be achieved, as the following example shows.
  • the clearing times T R are rounded to full seconds. If no clear maximum can be found in one of the correlation functions KKF, no correction is made. Since a combination of several traffic flows within the constriction E must be regarded as excluded, no correcting function can have several maxima G when the sensors are working correctly.
  • T R false reactions of the sensors or motion detectors 38 are largely compensated for and compensated for, which can occur, for example, as a result of inadequate adjustment, inadequacies in the measurement method or the detector principle, or with isolated “outlier” times, as can be caused by " Speeders "or” sneaking "caused.
  • the sensors can be used in addition to detectors that are already available for green time regulation, but can also be used to carry out the time gap method.
  • the sensors or movement avoiders 38 can be arranged on or in the ground, close to the ground or at some height above the roadway.
  • a motion detector 38 effective transversely to the road in the direction Z D , which detects the vehicles passing through.
  • a front motion detector 40 can be provided, whose scanning direction Z K (FIG. 9) detects the arriving vehicles and which, for example, is held on an angle arm 42 by a shield 36 above the light field 36 on the door 34 of the lighting unit 16.
  • This arrangement makes it possible to use the traffic light system in the request mode and in the time gap process to continuously need anything Make corrections. It is also possible and provided according to the invention to accommodate two such detectors or motion detectors 38, 40 rotatably in one structural unit.
  • What is essential for the method according to the invention is the reliable detection of the traffic rolling over the measuring section M by sensors working transversely to the lane at all entrances and exits of the bottleneck area E. Interference influences of all kinds are largely eliminated, especially since all measurement and control values on all Stations of the traffic light system are measured, stored and evaluated, so that a constant mutual control is guaranteed. In addition, it can be used to assess whether the sensor signals supplied actually record traffic. In any case, the clearing time TD is automatically optimally adapted to the prevailing conditions. In combination or in parallel with the above-mentioned known possibilities for regulating the transit times TD, the operation in most cases is reduced to switching on the system.
  • the clearing times can be determined separately from the signals averaged for both directions of travel - but also (by doubling the circuit modules shown) for both directions of travel.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Road Signs Or Road Markings (AREA)
EP93250102A 1992-04-02 1993-04-02 Méthode et installation pour la régulation de trafic Expired - Lifetime EP0564062B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP92105771 1992-04-02
EP92105771 1992-04-02

Publications (2)

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EP0564062A1 true EP0564062A1 (fr) 1993-10-06
EP0564062B1 EP0564062B1 (fr) 1997-07-30

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EP93250102A Expired - Lifetime EP0564062B1 (fr) 1992-04-02 1993-04-02 Méthode et installation pour la régulation de trafic

Country Status (7)

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US (1) US6124807A (fr)
EP (1) EP0564062B1 (fr)
AT (1) ATE156287T1 (fr)
AU (1) AU4038893A (fr)
CA (1) CA2110267A1 (fr)
DE (1) DE59306990D1 (fr)
WO (1) WO1993020545A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0680028A2 (fr) * 1994-04-28 1995-11-02 Nihon Samicon Co. Ltd. Système pour feux de signalisation routière pour passage sur un côté

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AU2002308468A1 (en) * 2001-04-23 2002-11-05 Carmanah Technologies Inc. Potted domed solar panel capsule and traffic warning lamps incorporating same
US6611750B2 (en) 2001-09-27 2003-08-26 International Business Machines Corporation Hierarchical traffic control system
US6609061B2 (en) 2001-09-27 2003-08-19 International Business Machines Corporation Method and system for allowing vehicles to negotiate roles and permission sets in a hierarchical traffic control system
US6693557B2 (en) 2001-09-27 2004-02-17 Wavetronix Llc Vehicular traffic sensor
US6574547B2 (en) 2001-09-27 2003-06-03 International Business Machines Corporation Use of vehicle permissions to control individual operator parameters in a hierarchical traffic control system
US6646568B2 (en) 2001-09-27 2003-11-11 International Business Machines Corporation System and method for automated parking
US6580997B2 (en) 2001-09-27 2003-06-17 International Business Machines Corporation Hierarchical traffic control system which includes vehicle roles and permissions
US6992598B2 (en) * 2002-01-10 2006-01-31 Poltorak Alexander I Apparatus and method for providing travel information
US7426450B2 (en) * 2003-01-10 2008-09-16 Wavetronix, Llc Systems and methods for monitoring speed
US20050131627A1 (en) * 2003-12-15 2005-06-16 Gary Ignatin Traffic management in a roadway travel data exchange network
US20070138347A1 (en) * 2004-12-16 2007-06-21 Ehlers Gregory A System and method for providing information to an operator of a vehicle
US7174153B2 (en) * 2003-12-23 2007-02-06 Gregory A Ehlers System and method for providing information to an operator of an emergency response vehicle
US7893849B2 (en) * 2005-10-20 2011-02-22 Poltorak Alexander I Apparatus and method for providing travel information
US7573400B2 (en) * 2005-10-31 2009-08-11 Wavetronix, Llc Systems and methods for configuring intersection detection zones
US7889097B1 (en) 2005-12-19 2011-02-15 Wavetronix Llc Detecting targets in roadway intersections
US8665113B2 (en) * 2005-10-31 2014-03-04 Wavetronix Llc Detecting roadway targets across beams including filtering computed positions
US8248272B2 (en) 2005-10-31 2012-08-21 Wavetronix Detecting targets in roadway intersections
US7991542B2 (en) * 2006-03-24 2011-08-02 Wavetronix Llc Monitoring signalized traffic flow
US20080074289A1 (en) * 2006-09-21 2008-03-27 Adc Telecommunications, Inc. Wireless internet-protocol-based traffic signal light management
US20090051568A1 (en) * 2007-08-21 2009-02-26 Kevin Michael Corry Method and apparatus for traffic control using radio frequency identification tags
US8103436B1 (en) 2007-11-26 2012-01-24 Rhythm Engineering, LLC External adaptive control systems and methods
FR2929034B1 (fr) * 2008-03-20 2010-04-16 Armines Ass Pour La Rech Et Le Systeme et procede d'information sur le trafic dans un reseau routier
US9412271B2 (en) 2013-01-30 2016-08-09 Wavetronix Llc Traffic flow through an intersection by reducing platoon interference
US10043385B2 (en) * 2016-06-06 2018-08-07 United States Cellular Corporation Configuring traffic control device switch timing intervals using mobile wireless device-provided traffic information
CN111275011B (zh) * 2020-02-25 2023-12-19 阿波罗智能技术(北京)有限公司 移动红绿灯检测方法、装置、电子设备和存储介质

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FR2359451A1 (fr) * 1976-07-20 1978-02-17 Stein Hermann Procede et dispositif pour la synchronisation du fonctionnement sequentiel d'appareils, notamment des feux de signalisation de circulation

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FR2359451A1 (fr) * 1976-07-20 1978-02-17 Stein Hermann Procede et dispositif pour la synchronisation du fonctionnement sequentiel d'appareils, notamment des feux de signalisation de circulation

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0680028A2 (fr) * 1994-04-28 1995-11-02 Nihon Samicon Co. Ltd. Système pour feux de signalisation routière pour passage sur un côté
EP0680028A3 (fr) * 1994-04-28 1997-04-09 Nihon Samicon Co Ltd Système pour feux de signalisation routière pour passage sur un cÔté.

Also Published As

Publication number Publication date
EP0564062B1 (fr) 1997-07-30
US6124807A (en) 2000-09-26
CA2110267A1 (fr) 1993-10-14
DE59306990D1 (de) 1997-09-04
AU4038893A (en) 1993-11-08
ATE156287T1 (de) 1997-08-15
WO1993020545A1 (fr) 1993-10-14

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