EP1176569A2 - Procédé de surveillance de l'état du trafic sur un réseau routier comportant des modifications effectives du trafic - Google Patents

Procédé de surveillance de l'état du trafic sur un réseau routier comportant des modifications effectives du trafic Download PDF

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Publication number
EP1176569A2
EP1176569A2 EP01117818A EP01117818A EP1176569A2 EP 1176569 A2 EP1176569 A2 EP 1176569A2 EP 01117818 A EP01117818 A EP 01117818A EP 01117818 A EP01117818 A EP 01117818A EP 1176569 A2 EP1176569 A2 EP 1176569A2
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European Patent Office
Prior art keywords
traffic
fcd
speed
synchronized
pattern
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Granted
Application number
EP01117818A
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German (de)
English (en)
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EP1176569A3 (fr
EP1176569B1 (fr
Inventor
Boris Prof. Dr. Kerner
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Daimler AG
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DaimlerChrysler AG
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Publication of EP1176569A3 publication Critical patent/EP1176569A3/fr
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Publication of EP1176569B1 publication Critical patent/EP1176569B1/fr
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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 condition in a traffic network with effective bottlenecks according to the preamble of claim 1.
  • Procedure for monitoring and forecasting the traffic condition e.g. are known in various ways on road networks and especially for various telematics applications in vehicles of interest.
  • One goal of these procedures is to start from Traffic measurement points recorded at least one traffic data qualitative description of the traffic condition at the respective Measuring point and its surroundings.
  • Measure measuring points both stationary measuring points and movable measuring points into consideration, the latter especially in form of measuring vehicles moving in traffic, so-called "Floating Cars”.
  • effective bottlenecks refers to such in the present case Locations of the transport network, where there is a corresponding Traffic localized over a period of time permanent border or flank between downstream free Traffic and upstream synchronized traffic forms.
  • the formation of such effective bottlenecks is common, albeit not exclusively, through appropriate topographical Conditions of the transport network, such as through bottlenecks, where the number of usable lanes is reduced by entering lanes, through a curve, an incline, a slope, a division of a lane into several lanes or through exits.
  • effective bottlenecks can also e.g. be caused by temporary traffic disruptions, such as by itself compared to the average vehicle speed Narrows that move slowly in free traffic, e.g. Construction vehicles, or through accident sites.
  • the traffic condition can be upstream effective bottlenecks in different patterns of heavy traffic classify from a typical sequence of the mentioned customizable dynamic state phases or areas formed from it. This is how it forms upstream an effective constriction typically first Area of synchronized traffic that is upstream connect an area of congested synchronized traffic in front of which an area can then move wider Can form traffic jams. Dense traffic to any such pattern A corresponding one belongs upstream of an effective constriction Profile of those considered for the state phase determination Traffic parameters, such as the temporal-local course of the Vehicle speed within the pattern.
  • Traffic conditions can be used to forecast on the transport network, i.e. for one predict future date.
  • a well-known method for this is the so-called prognosis forecast, at which current Measured traffic data with stored traffic curve traffic data be compared and a best fitting one Curve is determined, on the basis of which the future Traffic condition is estimated, see for example the published patent application DE 197 53 034 A1.
  • Other traffic condition forecasting methods which among other things by FCD (Floating Car Data) traffic data are available in the published documents DE 197 25 556 A1, DE 197 37 440 A1, DE 197 54 483 A1 and EP 0 902 405 A2 and the patent DE 195 26 148 C2.
  • the invention is a technical problem of providing based on a method of the type mentioned at the beginning, with which the current traffic condition especially in the area upstream comparatively reliably determined by effective bottlenecks can be, so on this basis if necessary reliable traffic forecasts are possible.
  • the invention solves this problem by providing a Method with the features of claim 1.
  • This method is particularly characterized by the fact that current FCD traffic data obtained for the detection of patterns Traffic at effective bottlenecks.
  • To the FCD traffic data contain at least one piece of information about the location and the speed, preferably over the time and location-dependent speed curve of the respective FCD vehicle recording traffic data, the FCD traffic data for a respective section of a FCD vehicle at certain time intervals and / or several, driving this route section at intervals FCD vehicles are won.
  • FCD traffic data recorded by the FCD vehicle (s) is then for the respective route section determined whether there is an effective constriction, i.e. a a localized boundary or Flank between downstream free traffic and upstream synchronized traffic. This is because of it, for example recognizable that those of the FCD vehicle (s) in question Section upstream of the effective bottleneck reported vehicle speeds one for the condition free traffic below the typical average speed value.
  • FCD traffic data further to that effect evaluated that they fit a matching pattern Traffic upstream associated with the effective bottleneck becomes. This will then seal as the current pattern Considered traffic at the effective bottleneck in question. So the current traffic condition in this area determines what e.g. for a traffic forecast using a Chart prognosis or another forecasting technique used can be.
  • FCD traffic data recognized whether an area of "moving wide traffic jams" from his Pattern has replaced dense traffic at its upstream The end it came into being, which is the case when the reported vehicle speeds downstream of this Area not synchronized traffic compressed as in the area behave, but e.g. like in the area of free traffic.
  • a method developed according to claim 7 allows specifically the detection of the boundary between the area “moving wide congestion "and the area” compressed synchronized Traffic "in a pattern of heavy traffic a method developed according to claim 8, the detection the boundary between the area “compressed synchronized Traffic “and the” Synchronized Traffic “area in one Patterns of heavy traffic, and claim 9 gives a preferred one Procedure for recognizing the boundary between the area “free Traffic “and the” Synchronized Traffic "section.
  • a method developed according to claim 10 enables one Determination of the current traffic volume from the recorded FCD traffic data for the different recognized traffic condition phases “free traffic”, “synchronized traffic” and “compressed synchronized traffic” on the basis of associated, Travel times derived from the FCD traffic data.
  • One after A further developed method analogously enables one Determination of the traffic volume for identified traffic jam areas.
  • a first step 1 Data on the locations of topographical route features that are used for Formation of effective bottlenecks can lead to a considered Transport network recorded in advance and in a corresponding Database, preferably together with other data in Form of a digital route network map. This can then be done in one on-board memory and / or in a computer of a traffic control center be carried along. Vehicle side or central side suitable components are also implemented, with the current FCD traffic data from corresponding FCD vehicles can be received and evaluated, in particular in that from current FCD traffic data to current effective bottlenecks and patterns of heavy traffic is closed upstream of it. This is shown below explained in detail. Otherwise, the evaluation of the FCD traffic data using any of the conventional methods respectively. The evaluation can then be used in particular for this purpose to create automatic travel time forecasts.
  • FCD traffic data of FCD vehicles recorded on the different sections of the transport network i.e. move in traffic.
  • the FCD traffic data include in particular Data about the current speed and the current location of the respective FCD vehicle and, depending on the application, others conventional FCD data content.
  • the FCD traffic data recorded are transmitted to the evaluating body, the as I said in a particular vehicle or in a stationary Traffic center can be positioned. In the evaluating The position is then the one of primary interest here Method step 3 the evaluation of the suitably recorded FCD traffic data for the purpose of determining the current traffic condition especially effective in terms of the presence Constrictions and patterns of dense traffic at effective Constrictions. This is described in detail below.
  • the traffic condition can otherwise be found at other points in the transport network if necessary, according to one of the usual procedures be determined.
  • the determined current traffic condition and especially the recognized, currently existing patterns are dense Traffic at effective bottlenecks can then be the basis for Make traffic forecasts, see step 4.
  • the evaluation of the recorded FDC traffic data begins with determining whether the one or more, in time Distance behind each other a respective section of the route FCD vehicles running for successive Positions reported on the relevant section of the route Vehicle speeds or a speed derived therefrom average vehicle speed at the respective measuring location fall below a predefinable threshold value for a traffic disruption event is representative. This detects whether there is a state of non-free traffic, i.e. traffic jam or an area "moving wide traffic jam” or an area “synchronized traffic” or "compressed synchronized Traffic. As I said, this is traffic incident detection already possible based on the data from a single FCD vehicle. If the data of several successive sections of the same route driving FCD vehicles are available however, the accuracy and reliability of detection improved traffic dynamics and the change in mean travel times and traffic flow behavior detectable.
  • the FCD traffic data of this area will continue to do so analyzes whether this condition is at an effective bottleneck based. An indication of this is if the downstream end of the recognized state of non-free traffic locally remains what is due to the presence of an effective Constricts. Further going from the current FCD traffic data, especially the corresponding traffic parameter profile especially the speed profile, vehicle and / or a matching pattern on the central side traffic is determined. The pattern determined in this way heavy traffic is then considered to be the current one and used for further applications.
  • These applications include a traffic storage structure as required for partial areas or the entire transport network and / or one Traffic forecast for this and / or a selection of one best matching curve from a corresponding curve database for traffic forecasting and / or the creation of an improved one Waterway forecast for the transport network.
  • One measure is to evaluate the FCD speed data of one or more FCD vehicles to determine whether an area of "moving wide traffic jams" is detached from the upstream end of a pattern of heavy traffic where such areas typically arise and develop or whether it still belongs to the pattern.
  • the downstream flank F st, GS of the area “moving wide traffic jam” has moved upstream from the upstream end of the traffic pattern associated with an effective constriction at a location x S, F , as is shown in the schematic situation picture is the case of Fig. 2.
  • the upstream flank F St, GS of the area “moving wide traffic jam” forms the boundary to a downstream area “jammed synchronized traffic", as shown in the situation picture of Fig. 4.
  • the location of the border F st, GS between the "moving wide traffic jam” area and the "compressed synchronized traffic” area in a pattern of dense traffic can be recognized on the basis of FCD speed data, for example, in that from this border F St, GS by the reaching of the "compressed synchronized traffic" compared to the previous speed values upstream thereof, comparatively strong and short-term speed reductions to almost to a standstill for alternating typically approx. 1min to 2min with alternating vehicle movements, during which the vehicle speed in a range of approx. Alternate between 20 km / h and 40 km / h for typical periods of approx. 3 min to 7 min. If, on the other hand, no typical speed profile is measured after driving through an area of "moving wide traffic jams", but for example one that is typical for free traffic, it is concluded that the area "moving wide traffic jams" has become detached, as in Case of FIG. 2.
  • the present method enables a decision to be made based on FCD traffic data on whether a localized effective constriction an approach-like or a departure-like effective constriction is as referenced below on Fig. 3 explained.
  • Fig. 3 shows schematically in the upper part an environment of an effective one Constriction and in the lower part the corresponding diagram typical location-dependent course of vehicle flow, Vehicle density and vehicle speed.
  • the vehicle speed from the lower value in the upstream Area synchronized traffic steadily on the higher average speed value in the area of free traffic while, conversely, the vehicle density is correspondingly steady decreases.
  • a vertical line is in the upper drawing indicated the point at which the effective Constriction actually located.
  • relevant speed increase is evaluated if the speed of one or more FCD vehicles that are within the pattern of heavy traffic compared to a given one typical free movement value was low again increases and one for the phase transition from the synchronized exceeds the predetermined threshold typical for free circulation, the location of the speed increase within a predetermined maximum distance in front of the departure point or behind the access point. If so the speed data of several, one after the other in time the effective bottleneck of passing FCD vehicles are used within a given one Tolerance to refer to the same place that the place of the Localization of the effective bottleneck. The temporal The course of the speed increase must then within one specified tolerance for the various FCD vehicles be equal.
  • the present method enables recognition of effective bottlenecks that were not recorded on i.e. previously saved route topography features, but e.g. from accident sites on expressways temporarily caused.
  • Such an effective bottleneck is concluded when the measured FCD speed data Patterns have heavy traffic indexed and FCD speeds compared to heavy traffic after leaving this area with a given, typical for free traffic Threshold low average speed value rise again and a predetermined one for a phase transition from exceed the synchronized threshold typical for free traffic, which in this case is chosen larger than the corresponding one Threshold for the distinction described above between effective bottlenecks at the entrances and exits exist.
  • an effective, unlisted Narrowing assumed if the location of the speed increase outside the surroundings of the specified, known places of the relevant route topography changes.
  • the present method also allows a decision to be made whether a recognized pattern of dense traffic is a single or is an overarching pattern. Serves as a criterion for this determining whether the area is synchronized traffic or compressed synchronized traffic over the location of the location an associated effective bottleneck is. This is based on the measured FCD speeds recognizable by the downstream of the downstream flank effective synchronized traffic Narrowing no significant increase in the average vehicle speed occurs, which means that a pattern is dense Traffic a downstream effective constriction this upstream effective bottleneck.
  • the evaluated FCD speed profile can be also recognize how many effective bottlenecks such an overarching Pattern covered. This is done using the FCD speed data determined about how many effective Constricted areas of synchronized traffic and / or compressed synchronized traffic or an uninterrupted and any sequence of areas moving wider Traffic jams, congested synchronized traffic and synchronized Traffic expands.
  • F GS border or flank
  • S lies both for a complete pattern of dense traffic with an area B S of synchronized traffic, an upstream area B GS of compressed traffic and an upstream area B St of moving wide traffic jams, as shown in FIG. 4, as well as for a reduced pattern of heavy traffic shown in FIG. 5, in which the area of moving wide congestion is absent.
  • the location of the flank F GS, S is determined as the location from which the above-described typical speed profile of the region of compressed synchronized traffic changes into a speed profile typical of synchronized traffic, after which the average vehicle speed in the region of synchronized traffic between a typical minimum speed for synchronized Traffic that is possible without signs of compression and is at a typical minimum speed for free traffic.
  • the location of a border or flank F F, S between the area synchronized traffic B S and an upstream area free traffic B F for a reduced pattern of dense traffic can be determined on the basis of the measured FCD speed data, which is shown in FIG. 6 is shown and consists only of the area of synchronized traffic upstream of an effective bottleneck, which is followed by an area of free traffic downstream, as always the downstream edge F s, F of the area of synchronized traffic B S the location X S, F of effective constriction corresponds.
  • the location of the edge F F, S between free traffic and downstream synchronized traffic is determined as the location from which the average vehicle speed obtained on the basis of the FCD speed data, which previously corresponded to the typical value for free traffic, drops below the typical minimum value for free traffic and then lies in the typical speed range for synchronized traffic, ie between the typical minimum speed for synchronized traffic and the typical minimum speed for free traffic.
  • the present method enables a determination of the traffic strength g (j) for the different track edges j, especially also for expressways of a traffic network.
  • the travel times t tr (j) of a plurality of FCD vehicles which drive the route edge j at different times are firstly simply determined on the basis of the recorded FCD traffic data, using the corresponding location and time data, and together with their distance, likewise to be determined from these data ⁇ L on the route edge j is used to determine the traffic volume. This takes place for the different traffic state phases "free traffic", “synchronized traffic”, “compressed synchronized traffic” and "traffic jam" in a suitably adapted manner as follows.
  • the travel time corresponds to the travel time of one or more FCD vehicles between the border F GS, S compressed synchronized traffic to synchronized traffic and the border F S, F synchronized traffic to free traffic when a pattern of heavy traffic of the kind of 4 or 5 is present, and the corresponding travel time between the limit F F, S free traffic to the synchronized traffic and the limit F S, F of the synchronized to free traffic in the case of a pattern of heavy traffic according to FIG. 6.
  • the above equation 3 corresponds to the travel time of the travel time of one or more FCD vehicles between the limits F St, GS and F GS, S in the case of the pattern of heavy traffic from FIG. 4 and the travel time between the limits F F, GS and F GS, S im 5.
  • the distance ⁇ L to be used is in each case the length of the area of synchronized traffic B S or compressed synchronized traffic s B GS .
  • Further traffic intensity information can be derived from the difference ⁇ t tr (j) of the travel times of FCD vehicles that travel the relevant route edge j of the traffic network at a time interval ⁇ t (j) .
  • q out (j) denotes a characteristic predetermined traffic volume of the vehicles leaving the traffic jam
  • ⁇ t tr (j) t tr, 2 (j) -t tr, 1 (j) the difference in the waiting time of a driver who later entered the traffic jam, second FCD vehicle and the waiting time of a first FCD vehicle that entered the traffic jam earlier.
  • Equations 1 through 4 above are on the right side of the equation each with an additional lane factor n / m to provide cross-sectional values of traffic volume taking into account the number of lanes, whereby n the number of lanes at the beginning of the considered Section and m the number of lanes at the end of the section denote and is provided that the Number of lanes during the considered period of the evaluated FCD traffic data does not change.

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  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
  • Automatic Analysis And Handling Materials Therefor (AREA)
EP01117818A 2000-07-28 2001-07-21 Procédé de surveillance de l'état du trafic sur un réseau routier comportant des modifications effectives du trafic Expired - Lifetime EP1176569B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10036789 2000-07-28
DE10036789A DE10036789A1 (de) 2000-07-28 2000-07-28 Verfahren zur Bestimmung des Verkehrszustands in einem Verkehrsnetz mit effektiven Engstellen

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EP1176569A2 true EP1176569A2 (fr) 2002-01-30
EP1176569A3 EP1176569A3 (fr) 2003-05-14
EP1176569B1 EP1176569B1 (fr) 2005-12-14

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US (1) US6522970B2 (fr)
EP (1) EP1176569B1 (fr)
JP (1) JP3578734B2 (fr)
DE (2) DE10036789A1 (fr)
ES (1) ES2253306T3 (fr)

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EP1528524A2 (fr) * 2003-10-30 2005-05-04 DaimlerChrysler AG Procédé de pronostic du trafic basé sur des données historiques
EP1657691A1 (fr) * 2004-11-15 2006-05-17 Alcatel Procédé et système pour déterminer information de trafic
WO2012104720A1 (fr) * 2011-02-03 2012-08-09 Toyota Jidosha Kabushiki Kaisha Appareil de détection de congestion de trafic et appareil de commande de véhicule
DE102011109685A1 (de) * 2011-08-08 2013-02-28 Daimler Ag Verfahren zur Prognose von Staufronten und zur Staufrontenwarnung in einem Fahrzeug
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DE10334140B4 (de) * 2002-07-24 2016-01-21 Österreichisches Forschungs- und Prüfzentrum Arsenal Ges. m.b.H. Verfahren und System zur Ermittlung von Verkehrsdaten
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DE102017202943A1 (de) * 2016-08-25 2018-03-01 Robert Bosch Gmbh Verfahren und Vorrichtung zum Bereitstellen einer prädizierten Fahrzeugbewegung
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US10332391B2 (en) 2016-12-06 2019-06-25 Here Global B.V. Split lane traffic jam detection and remediation
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EP1176569A3 (fr) 2003-05-14
ES2253306T3 (es) 2006-06-01
DE10036789A1 (de) 2002-02-07
JP2002117481A (ja) 2002-04-19
DE50108367D1 (de) 2006-01-19
JP3578734B2 (ja) 2004-10-20
US20020045985A1 (en) 2002-04-18
EP1176569B1 (fr) 2005-12-14

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