EP1154389A1 - Procédé de détermination de l'état du trafic sur un réseau routier - Google Patents

Procédé de détermination de l'état du trafic sur un réseau routier Download PDF

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Publication number
EP1154389A1
EP1154389A1 EP01110502A EP01110502A EP1154389A1 EP 1154389 A1 EP1154389 A1 EP 1154389A1 EP 01110502 A EP01110502 A EP 01110502A EP 01110502 A EP01110502 A EP 01110502A EP 1154389 A1 EP1154389 A1 EP 1154389A1
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Prior art keywords
traffic
queue
edge
route
vehicles
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EP01110502A
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German (de)
English (en)
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EP1154389B1 (fr
Inventor
Boris Prof. Dr. Kerner
Hubert Dr. Rehborn
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Mercedes Benz Group AG
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DaimlerChrysler AG
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    • 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

Definitions

  • the invention relates to a method for determining the traffic situation on the basis of traffic data that is in itself in the Moving registration vehicles are won for a Traffic network with traffic-regulated network nodes and connecting them Track edges.
  • Procedure for determining the current as well as the future Traffic conditions to be expected are mainly for road networks known in many forms and win because of the steadily growing volume of traffic is becoming increasingly important.
  • Common traffic forecasting methods can be roughly divide into two types, namely historical progression forecasts and dynamic traffic forecasts.
  • the former are based on previously obtained traffic situation data, from which an archive of so-called Hydrographs is created, based on which then from current Traffic situation data through a so-called matching process, where a best fitting gait line is selected is concluded on the future development of the traffic situation becomes.
  • the dynamic traffic forecast is based on detection traffic objects or traffic conditions, such as free Traffic, synchronized traffic and traffic jam, from current traffic measurements and on the dynamic tracking of these individualized Traffic conditions. You can also use both forecasting methods can be used in combination.
  • German patent application 199 40 957.9 describes a traffic forecasting method which is especially for metropolitan transport networks is suitable.
  • This traffic forecasting method is based on an acquisition of current, through the free and interruption phases the traffic-regulated network node time-discretized traffic state parameters based on how the current vehicle drain a queue, the current inflow of vehicles into the queue and the current number of vehicles in the queue. From the current, time-discretized traffic condition parameters become effective continuous traffic condition parameters determined, including at least one effective continuous vehicle drain from a queue and / or an effective continuous flow of vehicles into the Queue, based on which one or more traffic parameters based on dynamic macroscopic modeling traffic forecast, e.g.
  • FCD floating car data
  • This process involves special extraction from FCD, i.e. of dynamic individual or registration vehicle data, which contain timestamp information, each of which designate a reporting time that is not earlier than that Time of leaving a relevant track edge and no later than the time at which the registration vehicle a section of a track edge traversed thereafter in front of a next considered network node reached.
  • the route of the reporting or FCD vehicles tracked can be determined, if necessary individually for each of several directional track sets of the same.
  • the term "directional track quantity" denotes the Amount of the different direction traces of a track edge, which can each include one or more lanes and are defined by the one or more lanes a respective directional track set equal to the Vehicles can be used to connect the network node to continue in one or more assigned target directions happen.
  • this FCD traffic data extraction method as a preferred one Basis for determining travel times for each Track edge can serve, as used here the content of this earlier application is also described herein in fully incorporated by reference.
  • the invention is a technical problem of providing based on a method of the type mentioned at the beginning, with which one or more traffic parameters indicative of the traffic situation comparatively using FCD information can be determined well, especially for transport networks of metropolitan areas.
  • the invention solves this problem by providing a Traffic situation determination method with the features of the claim 1.
  • a Traffic situation determination method with the features of the claim 1.
  • route edge-specific travel times determines one or more traffic situation parameters, namely the average number of vehicles in a queue of each Route edge in front of a traffic-regulated network node, the average number of vehicles in total on the track edge, the average vehicle speed on the track edge before a possible queue, i.e. between the Beginning of the route edge to the upstream end of the queue, the mean waiting time in the respective queue and / or the average vehicle density on the track edge the queue.
  • the current traffic situation especially for traffic networks in metropolitan areas where traffic dynamics dominated by the traffic control measures at the network nodes is determined with sufficient accuracy, i.e. based on the FCD to reconstruct.
  • Other recorded traffic data e.g. of stationary detectors, can also be taken into account however, this is not mandatory.
  • the determined or reconstructed current traffic situation can then in turn as Basis for building a gangue database and further for route-based and / or for dynamic traffic forecasts serve. For such traffic forecasts about the expected Traffic situation on a metropolitan traffic network is the knowledge of the time-dependent queue lengths at the traffic-regulated network nodes and the time-dependent number of Vehicles on the respective track edge important by the method according to the invention can be obtained.
  • the Travel times and the traffic situation parameter (s) specifically one for each of possibly several directional track sets respective route edge determined separately.
  • you can significantly improve the accuracy of the traffic situation determination because it takes into account that on a track edge before a traffic-regulated network node generally different long queues for different directional lane quantities form and / or the traffic regulation at the network node mostly is also specific to directional lanes, i.e. different Holding and passage times, also free or interruption phases called, for the different direction trace amounts includes.
  • the determined current traffic information in the form of one one or more, specific to the edge and preferred specially determined traffic situation parameters specific to the directional lane quantity for a continuous generation of historical Graphs related to the average number of vehicles in the respective Queue, the queue length, the middle Waiting time in the respective queue and / or the middle one Number of vehicles used on the respective track edge.
  • Another determined traffic situation parameter is the direction-specific quantity Vehicle turn rate at the respective network node taken into account, i.e. it determines how many vehicles at the respective point in time on average of a respective one Direction trace quantity of a terminating in an associated network node Line edge over the network node in a respective Directional track quantity of a line edge continuing from the network node drive in. This can be done by collecting appropriately Determine FCD by e.g. the recorded FCD information about the direction of travel or change of direction selected at the network node contain.
  • the method according to claim 5 is a distinguishing detection of the state of undersaturation on the one hand and the supersaturation, on the other hand, using an appropriate one Travel time criterion provided, in which the determined Travel time is compared with a threshold, which among other things the length of the track edge, a typical free vehicle speed on the same as the holding and the The duration of the traffic regulation depends on the network node.
  • a threshold which among other things the length of the track edge, a typical free vehicle speed on the same as the holding and the The duration of the traffic regulation depends on the network node.
  • a method developed according to claim 7 allows one special, advantageous determination of the number of vehicles on one Track edge and the effective continuous inflow of vehicles to the track edge and also to a queue of the same, if suitable traffic data of two or there are more corresponding FCD vehicles that the relevant Drive through the edge of the track at intervals.
  • a development of the method according to claim 8 enables the detection of the state of total overfilling of a track edge, i.e. of a state where the queue is over the entire route edge and possibly still upstream further across the network node there into others Line edges extends into it.
  • a method developed according to claim 9 is taken into account Inflow and outflow sources of vehicles, such as those e.g. in downtown areas are formed by parking garages and parking lots.
  • a "thinned out" traffic network in terms of traffic situation determination considered that only part of all of the vehicles contains drivable route edges of an overall traffic network, e.g. only track edges of certain track types, such as Main roads. The remaining line edges are and sources of runoff from vehicles.
  • the procedure is suitable to determine or reconstruct the traffic situation in one Traffic network with traffic-regulated network nodes, especially in a road network in a metropolitan area. That took into account Traffic network can correspond to an entire traffic network, all the track edges that can be driven by the associated vehicles of a certain area, or in one "Thinned out” form only part of the route edges of the overall traffic network included, e.g. only roads from a certain one Street type minimum size, such as major roads.
  • the process begins with the acquisition of traffic data reporting vehicles moving in traffic (step 1), i.e. of FCD (floating car data).
  • FCD floating car data
  • FCD is preferably obtained by the in the above-mentioned, parallel German patent application (our file: P033150 / DE / 1) described procedures, which can be referred to for further details.
  • the FCD can thereby via permanently installed terminal devices on the vehicle, however also e.g. recorded via mobile phones carried by the vehicle or forwarded.
  • each directional track set k, m can consist of one or more lanes exist from vehicles can be used equally on the network node to continue in one or more specific directions. For example, which a directional track set of a confluent Track edge include one or more lanes, from continue straight ahead via the network node or can be turned to the right while the other direction set may include one or more lanes which can be turned left.
  • FCD extraction process according to the parallel German
  • the patent application is characterized in that data acquisition processes at least for successive network nodes not before leaving one of the respective network nodes confluent route edge j are triggered and in the respective Data acquisition process as FCD a timestamp information is obtained, one on the relevant network node related reporting time, which is not earlier than the time leaving the relevant line edge j and not later than the time at which the registration vehicle arrives Section of a route edge i traversed thereafter in front of a reached the next considered network node or in a queue of the next track edge i taken into account.
  • a queue is often formed at the end of a line edge leading into an associated network node.
  • 3 schematically shows an exemplary snapshot from the area of a network node K, into which, among other things, a route edge St opens, at the end of which a queue W with an associated number N q of vehicles has formed in front of the network node K.
  • the downstream queue end lies on a terminating line or stop line An, which represents the boundary line of the line edge St at the junction with the network node K.
  • FCD1, FCD2, FCD3 Three FCD vehicles FCD1, FCD2, FCD3 are illustrated by way of example, which have left the queue W of the route edge St in question and continue in different directions via the network node K. Specifically, a first FCD vehicle FCD1 continues straight ahead, a second FCD vehicle FCD2 is turned to the right, and a third FCD vehicle FCD3 is turned to the left. Boundary lines En1, En2, En3 are drawn in, at which the further route edges begin.
  • the FCD obtained in this way and containing node-related reporting time information are particularly well suited, among other things, for them to use them to calculate the currently expected travel time t tr (j, k) for the respective route edge j according to their directional track quantities k to investigate. This is explained in more detail there and therefore does not require repeated explanation here.
  • the determination of the travel times t tr (j, k) for the one or more directional track sets k of the respective route edge j is the next step (2) in the course of the present method and can be carried out in accordance with the procedure described in the parallel German patent application.
  • these currently expected travel times t tr (j, k) can also be determined using any other conventional algorithm based on the FCD obtained for this purpose, if and to the extent that such is known to the person skilled in the art.
  • the present method is independent of the manner in which the travel times t tr (j, k) for the different route edges j of the traffic network are determined on the basis of recorded FCDs.
  • the determined current travel times t tr (j, k) for the directional track quantities k of the route edges j of the traffic network are then used to determine whether a condition of undersaturation or oversaturation exists for the respective route edge j, possibly differentiated according to its different direction track amounts k (step 3).
  • the state of undersaturation is defined here by the fact that the queue which arises during a hold or interruption phase, for example a red phase of a light signal system, at the end of the line edge is completely resolved by the subsequent pass or free phase, for example the green phase of a light signal system, what can be seen as behavior analogous to the state of free traffic on expressways.
  • the state of supersaturation is defined by the fact that the queue that arises during an interruption phase is no longer completely resolved by the subsequent free phase, which can be regarded as behavior analogous to the state of heavy traffic on expressways.
  • ⁇ is the mean vehicle density from outside the queue, ie between the beginning of the line and the beginning of the queue, moving vehicles and with v free ( ⁇ ) the average vehicle speed outside the queue, which is dependent on the vehicle density ⁇ .
  • the average vehicle speed v free outside the queue can be approximated by a constant v eff , which corresponds to a typical value of v free that is predetermined independently of the density.
  • the constant ⁇ is greater than zero and less than one and is usually at or near the value 0.5.
  • the quantities q sat , T G , T R and thus T are predefined parameters or functions of the other traffic-indicative quantities.
  • all traffic-related variables mentioned here are mostly time-dependent functions, as is understood by the person skilled in the art and which is therefore also not explicitly stated in the size descriptions for the sake of clarity.
  • the parameters b and q sat depend on the type of vehicle, in particular on the relative proportions of vehicles of different lengths on average, such as passenger cars and trucks.
  • the parameters b and q sat each result as the sum of the corresponding relative contributions of the different types, which in turn result as the product of the relative share of the type in question in the total number of vehicles multiplied by the associated type-specific average vehicle distance or saturation outflow.
  • the determined travel time t tr (j, k) is less than the threshold value t s (j, k) defined in this way, the state of under-saturation is inferred, while the transition to the state of oversaturation is assumed if the determined travel time t tr (j , k ) lies above this threshold t s (j, k) .
  • the method then continues with the determination of traffic situation parameters describing the traffic situation on the basis of the determined travel times t tr (j, k) for the directional track quantities k of the route edges j (step 4), the traffic situation parameters for the two states under- and oversaturation are calculated according to different, suitable systems of equations in order to then reconstruct or determine the current traffic situation.
  • This preferably includes, in each case specifically for each directional track quantity k of the respective route edge j, the calculation of the mean total number N of vehicles, the mean number N q of vehicles in the queue, the mean vehicle density ⁇ of the vehicles traveling outside the queue and from this the mean speed V free of the vehicles outside the queue, the mean queue length L q and the mean waiting time t q in the queue.
  • the essential parameters determining vehicle traffic ⁇ , average number of vehicles N, average number N q of vehicles in the queue, average queue length L q and average waiting time t q in can thus be used for both undersaturation and oversaturation determine the queue for each directional lane quantity k of each route edge j of the traffic network on the basis of the FCD-based average travel times t tr (j, k) , that is to say the current traffic situation can be reconstructed on the basis of suitably recorded FCDs which represent traffic data recorded on a sample basis .
  • a procedure can optionally be applied in which the difference ⁇ t tr (j, k) of the travel times t tr (j, k) is used by at least two FCD vehicles which have the same directional track quantity k of the route edge j in one Drive through sufficient time interval ⁇ t (j, k) .
  • This time interval .DELTA.t (j, k) must be equal to or greater than the traffic regulation period T (j, k) , and the average travel time t tr (j, k) for this case is made up of individual travel time values over the queue period T (j, k) averaged. More precisely, the time interval .DELTA.t (j, k) is the time difference between the times at which the FCD vehicles concerned enter the same directional track quantity k of the route edge j.
  • the difference ⁇ t free (j, k) of the travel times from the beginning of the route edge to the beginning of the queue for two Successive FCD vehicles that enter the relevant directional track quantity k of the route edge j at a time interval ⁇ t (j, k) is significantly smaller than the difference ⁇ t q (j, k) of the waiting times of the FCD vehicles in the queue.
  • This relationship also contains the prerequisite that there are no sources and sinks of the vehicle flow on the relevant directional track quantity k of the route edge j.
  • Such sources and sinks can be formed, for example, in inner-city areas of parking garages and parking lots.
  • a corresponding inflow q Q (j, k) and outflow q s (j, k) of vehicles result for the respective directional track quantity k of the route edge j.
  • This can be taken into account, among other things, in the above equation 12 for the mean line edge inflow in that on the left side of the equation the quantity q in (j, k) by the expression q in (j, k) -q s (j, k) + q Q (j, k) is replaced.
  • such sources and sinks of the vehicle flow can also be taken into account as a corresponding traffic flow correction when determining the other parameters relevant to the traffic situation, as described above. If the traffic network considered is a "thinned out" traffic network as mentioned above, the line edges and associated network nodes that are not taken into account are treated as further sources and sinks of the vehicle flow.
  • the free-phase and interruption-phase durations vary depending on the traffic volume, so that, for example, for a direction-lane volume on which a relatively long queue has already formed, the free-phase duration is increased compared to its normal value to shorten the excessively long queue again.
  • the interruption phase duration T R , the free phase duration T G and thus the round trip time T defined by the sum of these two time periods are functions that depend not only on the route edge j, the directional track quantity k and the time, but also on one or more traffic situation indicators Variables such as the flow of vehicles etc.
  • the travel time t tr, crit (j, k) for which this criterion (equation 14) is fulfilled is referred to as the critical travel time.
  • an overfilled directional track quantity k of a route edge j of a metropolitan area traffic network blocks one or more upstream plug edges over one or more corresponding network nodes can then be that in this case the difference tt 2 (j, k) between the current point in time t and the time t 2 (j, k) at which the FCD vehicle in question entered the directional track quantity k of the route edge j is greater than this critical travel time t tr, crit (j, k) .
  • the determination of the traffic situation parameters as explained here and thus the traffic situation can be as desired for use corresponding other applications.
  • the data determined according to the procedure for the average number of vehicles in the respective queue, the queue length, the mean waiting time in the queue and the average number of vehicles on the respective directional lane quantity a track edge and continuously over current turn rates for the generation of historical curve lines over the concerned sizes relevant to the transport warehouse are used.
  • a hydrograph database and a corresponding hydrographic database Traffic forecasting system e.g. to Travel time forecast.
  • a traffic control center with a Memory must be equipped in which the corresponding information about traffic control measures at the network nodes and travel times for all the edges of a metropolitan road network based on a digital road map are saved.
  • a processing unit in the Traffic control center can provide current information about the traffic regulation periods or the free-phase and interruption phases for the traffic-regulated intersections as well via the current FCD-based route edge-specific Receive travel times. Based on this data then a processing unit of the traffic center will be able to automatically Travel time forecasts for any trips on the transport network through a curve-based and / or dynamic Determine traffic forecast (step 5).
  • a dynamic forecast of traffic development is, for example with the older German patent application cited above No. 199 40 957 possible methods described.
  • the predicted traffic data can then be compared with currently available Traffic data are compared, resulting in an error correction for the forecasting process can be derived by the determined current values e.g. for the turn rates and other parameters relevant to the traffic situation and / or the corresponding ones Values of the historical curves depending on any deviations found in the comparison Getting corrected.

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  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
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EP01110502A 2000-05-10 2001-04-27 Procédé de détermination de l'état du trafic sur un réseau routier Expired - Lifetime EP1154389B1 (fr)

Applications Claiming Priority (2)

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DE10022812 2000-05-10
DE10022812A DE10022812A1 (de) 2000-05-10 2000-05-10 Verfahren zur Verkehrslagebestimmung auf Basis von Meldefahrzeugdaten für ein Verkehrsnetz mit verkehrsgeregelten Netzknoten

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EP1154389A1 true EP1154389A1 (fr) 2001-11-14
EP1154389B1 EP1154389B1 (fr) 2004-06-02

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US (1) US6470262B2 (fr)
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JP (1) JP3501773B2 (fr)
DE (2) DE10022812A1 (fr)
ES (1) ES2220617T3 (fr)

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