EP1480184A2 - Verfahren zur Bestimmung von Verkehrskenngrössen an Bedienstationen - Google Patents
Verfahren zur Bestimmung von Verkehrskenngrössen an Bedienstationen Download PDFInfo
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- EP1480184A2 EP1480184A2 EP04001394A EP04001394A EP1480184A2 EP 1480184 A2 EP1480184 A2 EP 1480184A2 EP 04001394 A EP04001394 A EP 04001394A EP 04001394 A EP04001394 A EP 04001394A EP 1480184 A2 EP1480184 A2 EP 1480184A2
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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
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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
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
Definitions
- the invention relates to a method for determining traffic parameters Operator stations for handling individually moving units with alternating ones Blocking and pass phases and with one in front of the operator station arranged detector.
- the operating stations mentioned, such as traffic lights or Locks usually serve to block the traffic of individually moving units, such as motor vehicles.
- the operator stations have handling phases on that from a blocking phase with a certain, but possibly variable blocking period and a pass phase with a certain, but there may be variable pass times.
- a fundamental diagram shows the relationship between traffic levels (Number of units per unit of time) and traffic density (number of units per path length). Both sizes, traffic volume and traffic density, are usually used for predetermined time intervals (sometimes also as measuring intervals or aggregation periods) and then for each time interval represented as a point in the fundamental diagram.
- a fundamental diagram includes a number of discrete points.
- Everyone Point of a fundamental diagram consists of two values (coordinates) and gives the traffic volume and traffic density during a time interval on. Both quantities can be standardized in a suitable manner, for example by be divided by a time and / or length interval.
- the graphic Representation of a fundamental diagram can show the traffic volume over the traffic density be applied; alternatively, the axes can also be interchanged (in the latter case, the coordinates of the points are reversed).
- the traffic density can be determined by explicit observation and counting of units can be determined.
- the traffic density can also be through the occupancy time of a detector (sum of the occupancy times) can be specified within a (measurement) interval.
- the occupancy period can also be divided by the duration of the measurement interval, so that the Traffic density is indicated by the so-called occupancy rate.
- traffic volume over occupancy time or Degree of occupancy or with interchanged axes As already mentioned before, traffic volume over occupancy time or Degree of occupancy or with interchanged axes.
- the points of a characteristic diagram consist of three values (coordinates), where two of the coordinates correspond to the coordinates of the corresponding point correspond to the fundamental diagram; the third value is the corresponding one Parameter value.
- Possible traffic parameters that are indicated by the points of a Characteristic diagram, the maximum stowage length, the waiting time per vehicle, the average stowage length, the total waiting time of all vehicles, the degree of utilization or the like; these values are therefore everyone Orbit (which corresponds to a point in the fundamental diagram).
- points (all or a subset thereof) of the (measured) fundamental diagram with points of the comparative fundamental diagrams automatically compared.
- comparing the points are compared directly or indirectly; the latter for example by first transforming the points in a suitable manner become.
- a comparison fundamental diagram the fundamental diagram - according to a predetermined similarity condition - "As similar as possible" can be determined in a simple manner. Via the characteristic diagram corresponding to this comparative fundamental diagram Corresponding traffic parameters for the (measured) Determine the fundamental diagram and thus the operator station.
- the comparison with all comparison foundation diagrams can be made carried out; alternatively, it can only work with some be carried out if the similarity condition has already been met beforehand should.
- step c) can include the steps:
- a section of a rectangular grid can be used as a grid section be used, through which the area with the points of the Fundamental diagram or the comparison fundamental diagrams covered becomes.
- the base vectors of the grid are preferred aligned parallel to the axes of the fundamental diagram.
- Such one Density diagram therefore corresponds to a three-dimensional representation in which a density value is assigned to each (two-dimensional) grid point; the points of a density diagram consist of three coordinate values.
- the density value assigned to the lattice point results from the distance of the Points of a subset of the fundamental diagram calculated at this point and then summed up.
- the subset can be part or all of the points Fundamental diagram.
- the Euclidean distance can be used.
- the density values can be standardized, for example by the sum of all density values of a comparison fundamental diagram can be divided.
- an operator station (with exceptions) always occurs also an undersaturated traffic condition while an oversaturated condition not necessarily (even with a longer observation period) have to be.
- a fundamental diagram with comparative fundamental diagrams can be compared, although similar in terms of the undersaturated area are, but have different supersaturated areas.
- a fundamental diagram has no oversaturated area at all, however, a comparison fundamental diagram, which is also a supersaturated one Area is very similar with respect to the points of the undersaturated area be and thus have a similar traffic characterization.
- the density diagram is determined in addition to the distinction between oversaturated and undersaturated
- the contributions of these areas are weighted differently by the two areas Contributions multiplied by one, in particular different, factor become.
- one of the two factors can be 1.
- each Fundamental diagram is a collection of orbits over a certain Period. During this period, the traffic level fluctuates after one for the examined route section typical pattern. When measuring traffic volume one speaks over a whole day. B. from "hydrographs".
- the summation of the first sum and the second sum can for all grid points that are on a straight line parallel to the traffic density axis of the Comparative fundamental diagram, with a variety of different Factors are repeated from the predetermined first and second set, and the density values obtained in each case with the corresponding density values of Density diagram of the fundamental diagram according to a predetermined criterion be compared until a predetermined similarity condition is met.
- a comparison foundation diagram is initially divided into two comparison foundation diagrams or partial foundation diagrams that correspond to the undersaturated and the oversaturated region. These two sub-fundamental diagrams then become density diagrams composed, with the contributions of the undersaturated and the oversaturated Range are weighted differently and this weighting varies becomes.
- the weighting is not chosen to be the same for all points; instead, the weighting is used for subsets of the two density diagrams carried out separately and by comparison with the density diagram of the Fundamental diagram optimized.
- Such a subset includes all the points that lie on a straight line parallel to the traffic density axis.
- Further developments described here can also be the density values of the density diagrams be standardized (for example, in each case via the sum of all density values on one of the mentioned straight lines), in order to facilitate the comparison.
- step c) for the density diagram of the fundamental diagram and the Density diagrams of the comparative fundamental diagrams show the differences in the distance values of the corresponding points are formed, and continue Density diagram of the comparison fundamental diagrams as a reference density diagram be determined for which the sum or the average of the difference amounts is minimal or less than a predetermined threshold.
- the comparison fundamental diagrams a reference density diagram, that of the density diagram of the fundamental diagram according to the similarity condition comes as close as possible.
- a comparison fundamental diagram is after of this training "as close as possible" to the fundamental diagram if - according to the 1st alternative - the sum of the difference amounts (and thus also the Average of the difference amounts) minimal compared to all other comparative foundation diagrams is.
- the fundamental diagram must be included all or a predetermined subset of comparison foundation diagrams be compared.
- the predetermined similarity condition be satisfied if the sum of the difference amounts (and thus also the average of the difference amounts) smaller than a predetermined one Is threshold. In this case, it is sufficient to use the fundamental diagram with comparative fundamental diagrams to compare until this threshold is undershot becomes. This can speed up the process.
- the parameters are thus advantageously (or their density), which correspond to the determined reference density diagram, the searched traffic parameters (or their density) for the examined Fundamental diagram determined.
- the subset can be part or all Include points on the characteristic diagram.
- a temporal "gradient" determined in this way also allows one Achieve assignment in a suitable manner.
- the results both comparisons can be combined.
- a comparative fundamental diagram is the fundamental diagram "as similar as possible" if - according to the 1st alternative - the sum of the Distances (and thus the average of the distances) minimal among all Comparative fundamental diagrams. To do this, the fundamental diagram with all or a predetermined subset of comparison foundation diagrams be compared. According to the second alternative, the predetermined one Similarity condition must be met if the sum of the distances (and thus also the average of the distances) smaller than a predetermined threshold is.
- step c) all of the methods described above can preferably use the points of the fundamental diagram and the comparative fundamental diagrams common blocking and / or transmission periods are transformed. You can do this the points of only one of the two diagrams (fundamental diagram or Comparison fundamental diagram) or both diagrams actually modified become. In this way, the fundamental diagram and the comparative fundamental diagrams can be created compare particularly easily. In particular can the diagrams in this way regardless of the circulation, blocking and / or Pass time can be made. This allows the method to be applied to any LSA controls, even with strongly fluctuating circular or release signs, are used (e.g. public transport-prioritized signal systems or adaptive LSA controls). For example, in the case of fundamental diagrams for a Light signal system the points are transformed such that the orbital period at 1 and the red time is 0.5.
- the comparison can only be carried out in step c) for points within a predetermined traffic range become. It can also be used for fundamental diagrams that only have a specific one Show time range of a day (e.g. only with high traffic volumes), evaluated become.
- special geometric boundary conditions can be used (for example, short lanes in front of traffic lights) or operational Special features (construction sites, fluctuating release times or passage times due to measures to prioritize buses or trains on traffic lights) be taken into account and adjusted.
- Real measurements or manually designed comparison fundamental diagrams can be used especially for recognition technical errors, for example multiple trigger detectors or Detectors with incorrect occupancy measurement are used.
- step c) and / or step d) and / or step e) with the aid of Matrices are performed.
- This enables a particularly simple implementation of the procedure. For example, when using a rectangular grid in training with density diagrams, the points of the Display density diagram in matrix form particularly well.
- Such control can be done offline or online. In the former case determined the data over a certain period of time and then using evaluated the procedure. With online control, for example The points of a fundamental diagram are determined and evaluated once at the beginning become. Then points for the fundamental diagram continue is calculated and the associated traffic parameter is calculated for each point or the traffic parameters. This means in particular that if the traffic quality deteriorates, for example if it occurs of a traffic jam, the operating station is actuated in a suitably modified manner can be.
- the invention also provides a computer program comprising at least one computer-readable medium with which the steps of the previous described methods can be performed.
- FIG. 1 illustrates an example of a geometry on which the method is based in the case of traffic lights as an operator station on a street.
- a road 1 are two operator stations, in this case traffic lights 2 and 2 'arranged.
- traffic lights 2 and 2 ' are arranged in each traffic light system.
- a stop line 3 or 3 'on the Street arranged in each traffic light system.
- the street shown is a one-way street, on which vehicles 4 move from left to right, as through the arrow is indicated.
- a detector 5 is arranged at a predetermined distance D before the stop line.
- FIG. 2 An example of the graphical representation of a fundamental diagram for Light signaling systems are shown in FIG. 2.
- the traffic volume Z in vehicles per round trip time
- the occupancy period B in seconds
- the traffic density can also be in a different form than the duration of the occupancy can be specified.
- comparison fundamental diagrams must be used to be provided. This can be done in different ways. On the one hand, microscopic traffic flow simulations can be carried out with which the most varied traffic situations are reproduced and have the resulting fundamental diagrams created.
- the measuring process is determined by one or more detectors at defined intervals simulated to the stop line. Preferably, the data from each individual detector collected separately.
- comparison fundamental diagrams can also be taken from real measurements to be created. This can be particularly useful when patterns are out of order Detectors originate, are to be generated. Depending on the defect (for example Flutter of a relay and the resulting multiple counts) there are other patterns, which then (contained in a regular traffic pattern or as an additional comparison fundamental diagram) for the detection of technical Errors can be used. This results in a well configurable and at the same time a highly efficient procedure for plausibility checking and Fault detection of detectors.
- Comparative fundamental diagrams can also be used, especially for recognition technical errors, generated manually.
- the result of the evaluation is that such a comparative fundamental diagram is the measured fundamental diagram the most similar may be due to a corresponding detector defect getting closed.
- Both comparison fundamental diagrams and measured fundamental diagrams depend on the period of circulation and passage. In particular can These durations vary over the course of a measurement or simulation.
- the points of the diagrams are preferably more suitable Transformed way. This results in a transformed fundamental diagram or comparative fundamental diagram, as it is for example in Figure 3 is shown.
- comparison fundamental diagrams all with the same blocking and passage times have been generated, it may be sufficient to use only the points of the transform (measured) fundamental diagram.
- various straight lines can be identified in the graphic representation of a fundamental diagram.
- a favorable value for B Fz is one second per vehicle.
- the straight line b is created by a parallel shift up to r ', a modified blocking time (red time).
- r ' r - k ⁇ x
- x is the distance between the detector and stop line
- r the red time
- k is a reduction factor that takes into account the reduced stop time at a greater distance from the stop line.
- a possible value for k is the reciprocal of the vehicle length, for example with 6.4 m as the average vehicle length.
- the straight line c starts on the occupancy axis from the point of the interval length (round trip time tu) and meets the intersection of the straight lines b and d.
- the points in the area of the straight line a correspond to freely passing vehicles.
- the points in the area of route b correspond to orbits in which vehicles stand on the detector throughout the red season; there is one poor coordination of successive operator stations.
- Points in the area of the distance c correspond to the area of supersaturation (OS) that due to overload (too short green time) or disturbances in the drain. in the Intersection of line b and c meet the areas of poor coordination and supersaturation.
- OS supersaturation
- a transformation of a fundamental diagram to compare for Fundamental and comparative fundamental diagrams common locking and Having pass times should preferably be unambiguous, so with new ones Reverse transformation is possible for green and round trip times. Furthermore, should the positions between the straight lines b and c are as unchanged as possible in relation to one another remain as that area most of the information of the fundamental diagram contains.
- the Points first by changing the red time r 'to half the orbital time tu transformed.
- the x and y axes are then transformed into In relation to the round trip time, so that this becomes 1.
- f r r N r ' , tu .
- f G tu N - r N tu - r ' ⁇ tu .
- the y-coordinates (traffic intensity Z) are always transformed in the same way, while the transformation of the x-coordinates (occupancy duration B) takes place differently.
- the coordinates of the points are divided by the orbital period: so that the new coordinates of each point (B N , Z N ) result.
- the point P P ( j ) ( B P ( j ), Z P ( j )), of a pattern P P is sought which is closest to it according to a distance measure.
- the distance of a point P P ( j ) from the point P M ( i ) under consideration is d i .
- the similarity or distance of a comparison fundamental diagram to a considered fundamental diagram can then, for example, with are calculated (n i denotes the number of points on the fundamental diagram).
- the starting point is the distance matrix where the entries of a line indicate the distance from one point of the measurement to all n j points of the pattern and the entries of each column the distance of a point of the pattern to the n i points of the measurement.
- the number of points in the pattern n j need not be equal to the number of points in the measurement n i .
- Another distance measure can also be used as follows can be used with which a special weighting of the distance is achieved.
- a measure of the proximity to the pattern can be made be determined. This means that close points are considered very strongly, points far away (in the Euclidean sense) are practically not taken into account. If there are more points of the pattern in the area of a measuring point, the corresponding weight will also be higher.
- the similarity of a fundamental diagram and a comparative fundamental diagram results in the larger this value, the more similar the fundamental diagram and the comparative fundamental diagram are viewed.
- Both variants described above can be further refined by only takes points of the pattern that are in the same area of traffic like the points of measurement. It can also be used for fundamental diagrams that only a certain time range of a day (for example, with high traffic volumes) map, be evaluated.
- a transformed fundamental diagram spanned a grid.
- the grid points a value for the frequency of the points on the fundamental diagram is weighted assigned with the distances to the respective grid points.
- the Get points from density graphs are with each other compared by the height for each grid point in both graphs subtracted from each other and the difference in amount is determined.
- this comparison can be made line by line (in matrix notation) be performed.
- a grid can also be used as a vector P G are written, the entries of which represent the grid coordinates of the grid.
- the corresponding vector for a rectangular grid with 40 points in the B direction and 20 points in the Z direction has the form, for example
- a weighting matrix is also determined here in order to determine the similarity or the distance of the fundamental diagram to the grid points (see equations (8), (11) and (12)).
- the grid vector takes P G the role of the measurement (indexed with i) and the fundamental diagram that of the pattern (indexed with j).
- the resulting weighting matrix U with the entries u i, j now contains entries which give the weighting of the distance of all grid points (per grid point of a line) to the points of the fundamental diagram (one column per point of the fundamental diagram) ) specify.
- the dimension of the matrix is, as in the case above, n i ⁇ n j . The higher the values of the matrix entries in a row, the more points are close to the grid point that corresponds to this row.
- a density value can be assigned to each grid point as follows. First of all calculated. A corresponding density diagram is shown in FIG. 5. In addition, the sum be determined. This then gives the normalized density for each grid point as
- Such a density diagram is preferably represented in the form of a matrix, the coordinates of the matrix entries corresponding to the grid coordinates. For a grid with 40 points in the B direction and 20 points in the Z direction, a 40 x 20 matrix is obtained, the entries of which each indicate the density value assigned to a grid point.
- a density matrix G U thus has the form where the entries are indexed by way of example via the coordinates of the grid points.
- density matrices G U, 1 and G U, 2 are available for two fundamental diagrams, the distance (or the similarity) between them can be calculated, for example, via whereby the amount is taken from the entries of the difference matrix and is summed over all elements (entries); Then you can divide by the number of summands to get the average. With this simple similarity criterion, the search for the most similar pattern can be carried out very quickly with previously calculated density matrices. The result can also be standardized.
- Every measured Fundamental diagram is a collection of orbits over a larger one Period.
- the traffic volume usually fluctuates during this period a typical pattern for the section of the route examined. During measurements The traffic volume over a whole day is called "gangways".
- Certain patterns of traffic intensity are also used as a basis for the patterns Service. Because the graphs are based on the density distribution in fundamental diagrams the comparison of a fundamental diagram with comparison fundamental diagrams with different guiglines to distorted results to lead.
- two density matrices G U, US and G U, OS are calculated, which contain only the undersaturated or the oversaturated points of the comparison fundamental diagram.
- the separation or assignment of the points of the pattern into undersaturated and oversaturated points can be carried out with the known traffic parameters in each round according to simple rules.
- Lmax maximum back pressure in vehicles
- Z Z the traffic volume
- a vector k Best is defined, which has the k-value as entries for each row, which leads to the greatest similarity in the corresponding row of the matrices. From this, a matrix K Best is generated, which has the dimension of the density matrices examined and whose elements of one row are identical to the corresponding value of the vector k Best included. This results in G U .
- P Best G U , US + K Best * G U , OS as the best approximation of the comparison fundamental diagram to the measurement, whereby the operation "*" means the element-by-element multiplication.
- This grid matrix is used below for determining traffic parameters.
- the special occupancy duration B_spec and the filling time dt (as used in EP1 276 085) and the degree of the disturbance GradStoe are shown in this table.
- the degree of disruption can, for example, change can be defined, where x is the distance between the detector and the stop line.
- FIG. 1 An example of a determination of traffic parameters is shown schematically in FIG shown.
- step (A) those provided in the comparative foundation diagrams B and Z data transformed as described above.
- a corresponding Transformation also takes place for the measured points of the fundamental diagram in step (D) instead.
- step (B) the traffic parameters to be determined (exemplary shown: maximum stowage length Lmax and waiting time per vehicle WFz) a transformation independent of the signal data (green / round trip time) and at Supersaturation made from the route length used in the simulation.
- Lmax maximum stowage length
- WFz waiting time per vehicle WFz
- the result is one or more grid matrices, the elements of which are the mean values of the respective parameter for the (B, Z) point of the grid element represent (step (C)).
- a time series of points is created d. H. the points are sorted according to their temporal occurrence, so that a path is rounded by rounding to the nearest grid points (in time Terms) by the lattice matrix or density matrix of the fundamental diagram results.
- step (C) The values of the grid matrices calculated in step (C) for the traffic parameters are shown the respective points of the time series from step (E) time series of the transformed state variables (step (F)). Will the Values of these time series according to the measurement conditions (tu, tgr (green time), route length) back-transformed (step (H)) and optionally smoothed the result is the correspondingly determined traffic parameters.
- step (G) it is checked for each point of the measurement whether it is the undersaturated one or saturated traffic condition. The assignment takes place depending on this a transformed characteristic value from US or OS and depending on it also the reverse transformation in step (H).
- the aim of the standardization step (B) are grid matrices analogous to the density matrix G U , only the matrix values here contain maximum accumulation lengths (at G Lmax ) or average waiting times (at G WFz ) .
- the congestion extends after a short time with oversaturation the entire route in the inflow of the LSA.
- a certain "modulation" So depending on traffic volume and duration of occupancy, can with the shown standardization can be achieved.
- step (C) Using a grid vector P G , which contains all the points of the grid (see formula (15)), is used in step (C) in conjunction with the points (B, Z) of the pattern P P according to formulas (8), (11), (12)) creates a general weighting matrix W 'analogous to the above. If this is still standardized line by line (sum of the elements per line is 1), the weighting matrix W is obtained.
- a weighting matrix W US is obtained in the same way and, accordingly, a weighting matrix W OS for the points in the oversaturated state .
- the normalized maximum accumulation lengths for the undersaturated and the oversaturated state can be sorted according to their temporal occurrence, so that vectors L max, US , N and L Max, UOS , N analog to P P , US and P P , OS receives. So that over and a subsequent arrangement in matrix form analogous to G u above grid matrices G Lmax, US and G Lmax, OS of the maximum accumulation lengths per grid point.
- each point of the measurement of the fundamental diagram in step (E) can be approximated by a position in the grid.
- B M , N and the normalized traffic volume Z M , N can be the index vectors for columns k B and lines k Z of the lattice matrices can be calculated as follows.
- Operation ones creates a 1 vector (vector only with ones as entries) the dimension of the argument; rounding () rounds the argument.
- the values of the result vectors can be due to software reasons be limited to the range of values used as the index for addressing elements of matrices is allowed. Set the integer values of these vectors now represent numbers of the columns or rows of the grid matrix.
- step (F) the queue lengths or waiting times can be determined from the corresponding grids for each cycle as follows:
- the traffic parameters are thus for a measured point of a fundamental diagram "Maximum stowage length" and "waiting time per vehicle” determined Service.
- Equation (28) applies to matrices that have unsaturated or oversaturated traffic conditions describe. As described, the corresponding matrix is for the waiting time not necessary in the case of oversaturation, and thus the corresponding arithmetic operation.
- Step (G) can, for example, already be based on the position in the fundamental diagram the measurement itself (see Fig. 4): the points are clear To the left of route b, if they represent unsaturated round trips, they are sufficient to the right of this stretch, oversaturated. This can be done using suitable distance criteria be implemented.
- the affiliation can be checked in two ways and the results are combined.
- the basis is always the comparison fundamental diagram, which is most similar to the measurement. Measured the distance of each measuring point to the undersaturated and the oversaturated Partial pattern.
- the affiliation can be determined based on the location of the point.
- the density matrices G U , US , G U , OS are used for this . Their matrix entries represent the density that the fundamental diagram has at the location of the entry (at the corresponding grid point). If the density of the matrix of undersaturated points at one point is higher than the density of the oversaturated matrix, the membership of the undersaturated state is higher than that of the oversaturated, and vice versa.
- the matrix G U, P Best can be used, which is defined in formula (22).
- the normalization is done via a matrix
- the matrix S has the dimensions of the lattice matrices and is made up of vectors s together, the elements of which are the row-by-row sums of the density lattice matrix G U , P Best represent. It can be used for standardization and takes into account the proportion of disturbances in the fundamental diagram of the measurement for each traffic level.
- the affiliation of the measuring points to the undersaturated and oversaturated subset can be determined within the grid as follows:
- a determination of membership based on the gradient can be found in particular in the cases in which measuring points result from poor coordination and from oversaturation be in the same area of the fundamental diagram.
- the "movement" of the points is used as a criterion. For this, the change (difference) to the previous point of the time series is calculated for each point of the standardized measurement and the (standardized) pattern. The starting point is then the respective vector for both time series:
- the gradient vectors of the pattern represent like the gradient vector of the measurement Time series represent, whereby the gradient vectors of the pattern from several Sections of different time periods can be composed.
- each individual point of the measurement can be assigned to the undersaturated or oversaturated state:
- the normalized accumulation lengths and waiting times can be assigned to the corresponding area and then de-normalized (step (H)).
- the maximum stowage length finally results:
- the average waiting time per vehicle can be determined as
- L Fz is the average vehicle length, e.g. 6.4m.
- Z M (i) is the smoothed traffic volume of the measurement, calculated, for example, using exponential smoothing:
- the degree of disturbance can also be determined for the circuits with supersaturation. Instead of the normalized maximum accumulation length, the degree of disturbance, as defined above, can be transferred into a corresponding grid G GradStoe, OS, P and via the index vectors without further normalization k Z ( i ) and k B ( i ) are evaluated again with reference to the time series of the measured values. Additional traffic parameters can be determined in the same way using appropriate procedures for standardization and de-standardization.
- the degree of the disturbance does not exceed a certain limit value, for example 0.3, one obtains an approximation of the circulations in which saturated traffic flow took place without disturbances in the outflow.
- the saturation traffic intensity can then be determined from the traffic intensity and the release time:
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Abstract
Description
- a)
- Bereitstellen der Punkte einer Mehrzahl von Vergleichsfundamentaldiagrammen und Bereitstellen der Punkte eines Kenngrößendiagramms, das zu jedem Punkt eines Vergleichsfundamentaldiagramms einen Verkehrskenngrößenwert umfasst, für jedes Vergleichsfundamentaldiagramm,
- b)
- Bereitstellen der Punkte eines Fundamentaldiagramms für die Bedienstation unter Verwendung von Detektordaten,
- c)
- automatisches Vergleichen von Punkten des Fundamentaldiagramms mit Punkten jeweils eines der Vergleichsfundamentaldiagramme nach einem vorbestimmten Kriterium, bis eine vorbestimmte Ähnlichkeitsbedingung erfüllt ist.
- d)
- automatisches Bestimmen der Punkte eines Dichtediagramms für die Punkte des dem Referenzdichtediagramm entsprechenden Kenngrößendiagramms, wobei ein einem Gitterpunkt zugeordneter Dichtewert aus der Summe der Abstände zwischen dem Gitterpunkt des Gitterausschnitts und den Punkten einer Teilmenge des Kenngrößendiagramms gemäß einem vorbestimmten Abstandsmaß multipliziert mit dementsprechendem Verkehrskenngrößenwert resultiert,
- e)
- automatisches Bestimmen des Dichtewertes des Dichtediagramms des Kenngrößendiagramms, der einem Punkt des Fundamentaldiagramms entspricht.
- Figur 1
- stellt schematisch die Anordnung eines Detektors vor einer Lichtsignalanlage dar;
- Figur 2
- ist eine graphische Darstellung eines Fundamentaldiagramms zur Verwendung in dem erfindungsgemäßen Verfahren;
- Figur 3
- ist eine graphische Darstellung eines auf eine bestimmte Sperr- und Durchlassdauer transformierten Fundamentaldiagramms;
- Figur 4
- illustriert die Transformation des Fundamentaldiagramms von Figur 2;
- Figur 5
- stellt ein Dichtediagramm eines Fundamentaldiagramms dar;
- Figur 6
- stellt eine graphische Darstellung eines transformierten Fundamentaldiagramms dar, bei dem eine zeilenweise Betrachtung mit getrennten Bereichen durchgeführt wird;
- Figur 7
- illustriert ein Beispiel des erfindungsgemäßen Verfahrens zur Bestimmung der maximalen Staulänge und der Wartezeit je Fahrzeug;
- Figur 8
- illustriert graphisch die Zugehörigkeit anhand der Dichte eines Punktes zum untersättigten und übersättigten Bereich;
- Figur 9
- illustriert graphisch die Zugehörigkeit anhand des Gradienten zum untersättigten und übersättigten Bereich;
- Figur 10
- illustriert graphisch eine Kombination der Zugehörigkeitskriterien aus Figur 8 und 9;
- Figur 11
- illustriert graphisch die geglättete Zugehörigkeit zum untersättigten und übersättigten Bereich.
Dieser stellt dann die Ähnlichkeit bzw. das Entfernungsmaß zwischen dem Fundamentaldiagramm und dem Vergleichsfundamentaldiagramm dar.
B [s] | Z[s] | TU[s] | TGR[s] | Lmax[Fz] | WFz[s] | B_spez [s] | dt [s] | US/OS | GradStoe |
. . . | |||||||||
24.66 | 8 | 60 | 20.25 | 9 | 24.1 | 0 | 22.25 | 1 | 0.00 |
14.92 | 13 | 60 | 20.25 | 9 | 19.7 | 3 | 99 | 1 | 0.04 |
42.91 | 10 | 60 | 20.25 | 11 | 35.4 | 7 | 11.75 | 1 | 0.10 |
46.31 | 11 | 60 | 20.25 | 12 | 37.4 | 8 | 11.75 | 1 | 0.11 |
46.32 | 11 | 60 | 20.25 | 14 | 38.1 | 10 | 11 | 1 | 0.14 |
43.51 | 14 | 60 | 20.25 | 14 | 44.2 | 6 | 13.25 | 1 | 0.09 |
44.66 | 11 | 60 | 20.25 | 14 | 50.3 | 8 | 11 | 1 | 0.11 |
47.78 | 11 | 60 | 20.25 | 15 | 48.6 | 11 | 10.25 | 1 | 0.16 |
45.12 | 13 | 60 | 20.25 | 16 | 60.1 | 7 | 13.25 | 1 | 0.10 |
47.25 | 11 | 60 | 20.25 | 21 | 64.0 | 11 | 8.75 | 2 | 0.16 |
46.59 | 13 | 60 | 20.25 | 24 | 59.5 | 9 | 11.75 | 2 | 0.13 |
45.07 | 12 | 60 | 20.25 | 25 | 80.0 | 8 | 11.75 | 2 | 0.11 |
43.63 | 14 | 60 | 20.25 | 17 | 83.9 | 6 | 13.25 | 2 | 0.09 |
42.84 | 14 | 60 | 20.25 | 16 | 54.4 | 5 | 13.25 | 1 | 0.07 |
46.21 | 12 | 60 | 20.25 | 17 | 54.7 | 9 | 11 | 1 | 0.13 |
43.88 | 14 | 60 | 20.25 | 18 | 53.9 | ù5 | 13.25 | 1 | 0.07 |
44.91 | 12 | 60 | 20.25 | 15 | 59.5 | 9 | 11 | 1 | 0.13 |
45.86 | 13 | 60 | 20.25 | 16 | 50.6 | 6 | 11.75 | 1 | 0.09 |
46.19 | 11 | 60 | 20.25 | 22 | 66.2 | 8 | 11 | 2 | 0.11 |
46.56 | 11 | 60 | 20.25 | 22 | 68.3 | 10 | 11 | 2 | 0.14 |
44.11 | 13 | 60 | 20.25 | 22 | 81.4 | 7 | 13.25 | 2 | 0.10 |
43.61 | 14 | 60 | 20.25 | 19 | 74.0 | 6 | 13.25 | 2 | 0.09 |
43.94 | 13 | 60 | 20.25 | 17 | 65.6 | 6 | 13.25 | 2 | 0.09 |
42.85 | 14 | 60 | 20.25 | 13 | 45.6 | 5 | 13.25 | 1 | 0.07 |
43.99 | 14 | 60 | 20.25 | 14 | 46.8 | 5 | 13.25 | 1 | 0.07 |
46.59 | 12 | 60 | 20.25 | 13 | 44.9 | 10 | 11 | 1 | 0.14 |
46.01 | 13 | 60 | 20.25 | 16 | 43.0 | 9 | 11 | 1 | 0.13 |
46.11 | 12 | 60 | 20.25 | 16 | 42.5 | 8 | 13.25 | 1 | 0.11 |
42.27 | 13 | 60 | 20.25 | 16 | 54.2 | 5 | 5 13.25 | 1 | 0.07 |
... |
Claims (20)
- Verfahren zur Bestimmung von Verkehrskenngrößen an Bedienstationen zur Abfertigung einzeln bewegter Einheiten mit sich abwechselnden Sperrund Durchlassphasen und mit einem vor der Bedienstation angeordneten Detektor mit den Schritten:a) Bereitstellen der Punkte einer Mehrzahl von Vergleichsfundamentaldiagrammen und Bereitstellen der Punkte eines Kenngrößendiagramms, das zu jedem Punkt eines Vergleichsfundamentaldiagramms einen Verkehrskenngrößenwert umfasst, für jedes Vergleichsfundamentaldiagramm,b) Bereitstellen der Punkte eines Fundamentaldiagramms für die Bedienstation unter Verwendung von Detektordaten,c) automatisches Vergleichen von Punkten des Fundamentaldiagramms mit Punkten jeweils eines der Vergleichsfundamentaldiagramme nach einem vorbestimmten Kriterium bis eine vorbestimmte Ähnlichkeitsbedingung erfüllt ist.
- Verfahren nach Anspruch 1, wobei Schritt c) die Schritte umfasst:Bereitstellen von Gitterpunkten eines Gitterausschnitts, der die zu vergleichenden Punkte des Fundamentaldiagramms bzw. des Vergleichsfundamentaldiagramms überdeckt,Bestimmen der Punkte von Dichtediagrammen für das Fundamentaldiagramm und das wenigstens eine Vergleichsfundamentaldiagramm, wobei ein einem Gitterpunkt zugeordneter Dichtewert aus der Summe der Abstände zwischen dem Gitterpunkt des Gitterausschnitts und den Punkten einer Teilmenge des Fundamentaldiagramms bzw. des Vergleichsfundamentaldiagramms gemäß einem vorbestimmten Abstandsmaß resultiert.
- Verfahren nach Anspruch 2, wobei das Bestimmen der Punkte eines Dichtediagramms für jedes Vergleichsfundamentaldiagramm die Schritte umfasst:Zuordnen der Punkte des Vergleichsfundamentaldiagramms jeweils einem untersättigten oder einem übersättigten Zustand gemäß einem vorbestimmten Kriterium,Bestimmen einer ersten Summe der Abstände zwischen einem Gitterpunkt des Gitterausschnitts und allen Punkten des untersättigten Zustands des Vergleichsfundamentaldiagramms gemäß dem vorbestimmten Abstandsmaß,Bestimmen einer zweiten Summe der Abstände zwischen dem Gitterpunkt des Gitterausschnitts und allen Punkten des übersättigten Zustands des Vergleichsfundamentaldiagramms gemäß dem vorbestimmten Abstandsmaß,Summieren der mit einem ersten Faktor aus einer vorbestimmten ersten Menge multiplizierten ersten Summe und der mit einem zweiten Faktor aus einer vorbestimmten zweiten Menge multiplizierten zweiten Summe, um einen dem Gitterpunkt zugeordneten Dichtewert zu erhalten.
- Verfahren nach Anspruch 3, wobei das Summieren der ersten Summe und der zweiten Summe für alle Gitterpunkte, die auf einer Geraden parallel zur Verkehrsdichteachse des Vergleichsfundamentaldiagramms liegen, mit einer Mehrzahl unterschiedlicher Faktoren aus der vorbestimmten ersten und zweiten Menge wiederholt wird, und die erhaltenen Dichtewerte jeweils mit den entsprechenden Dichtewerten des Dichtediagramms des Fundamentaldiagramms gemäß einem vorbestimmten Kriterium verglichen werden, bis eine vorbestimmte Ähnlichkeitsbedingung erfüllt ist.
- Verfahren nach Anspruch 4, wobei das Vergleichen von Dichtewerten, die auf einer Geraden parallel zur Verkehrsdichteachse liegend, für jeden Faktor aus der vorbestimmten ersten und zweiten Menge die Schritte umfasst:Normieren der Dichtewerte des Dichtediagramms des Fundamentaldiagramms, die auf einer Geraden parallel zur Verkehrsdichteachse liegend,Normieren der Dichtewerte des Dichtediagramms des Vergleichsfundamentaldiagramms, die auf einer Geraden parallel zur Verkehrsdichteachse liegend,
- Verfahren nach Anspruch 4 oder 5, wobei das Vergleichen von Dichtewerten, die auf einer Geraden parallel zur Verkehrsdichteachse liegen, für alle Geraden parallel zur Verkehrsdichteachse, auf denen ein Punkt des Fundamentaldiagramms liegt, wiederholt wird, um ein optimiertes Dichtediagramm zu bestimmen.
- Verfahren nach einem der Ansprüche 2 - 6, wobei in Schritt c) für das Dichtediagramm des Fundamentaldiagramms und die Dichtediagramme der Vergleichsfundamentaldiagramme die Differenzen der Abstandswerte der sich entsprechenden Punkte gebildet werden, und weiterhin ein Dichtediagramm der Vergleichsfundamentaldiagramme als Referenzdichtediagramm bestimmt wird, für das die Summe der Differenzbeträge minimal oder kleiner als ein vorbestimmter Schwellwert ist.
- Verfahren nach Anspruch 7, mit den weiteren Schritten:d) automatisches Bestimmen der Punkte eines Dichtediagramms für die Punkte des dem Referenzdichtediagramm entsprechenden Kenngrößendiagramms, wobei ein einem Gitterpunkt zugeordneter Dichtewert aus der Summe der Abstände zwischen dem Gitterpunkt des Gitterausschnitts und den Punkten einer Teilmenge der Punkte des Kenngrößendiagramms gemäß einem vorbestimmten Abstandsmaß multipliziert mit dem entsprechenden Verkehrskenngrößenwert resultiert,e) automatisches Bestimmen eines Dichtewertes des Dichtediagramms des Kenngrößendiagramms, der einem Punkt des Fundamentaldiagramms entspricht.
- Verfahren nach Anspruch 8, wobei Schritt c) die Schritte umfasst:Zuordnen der Punkte des dem Referenzdichtediagramm entsprechenden Vergleichsfundamentaldiagramms jeweils einem untersättigten oder einem übersättigten Zustand gemäß einem vorbestimmten Kriterium, um zwei Teilfundamentaldiagramme zu erhalten,Bestimmen der Punkte eines Dichtediagramms für die jeweils einem Teilfundamentaldiagramm entsprechenden Kenngrößendiagramme,Zuordnen der Punkte des Fundamentaldiagramms jeweils einem untersättigten oder einem übersättigten Zustand gemäß einem vorbestimmten Kriterium,und wobei in Schritt e) das Dichtediagramm von den beiden Dichtediagrammen des Kenngrößendiagramms verwendet wird, das dem Zustand des Punktes des Fundamentaldiagramms entspricht.
- Verfahren nach Anspruch 9, wobei für das Zuordnen der Punkte des Fundamentaldiagramms der einem Punkt des Fundamentaldiagramms entsprechende Dichtewert des Referenzdichtediagramms für den untersättigten Zustand mit dem dem Punkt entsprechenden Dichtewert des Referenzdichtediagramms für den übersättigten Zustand gemäß einem vorbestimmen Kriterium verglichen wird.
- Verfahren nach Anspruch 9 oder 10, wobei für das Zuordnen der Punkte des Fundamentaldiagramms die Differenzen von jeweils zwei zeitlich aufeinander folgenden Punkten des Fundamentaldiagramms mit den Differenzen von zwei zeitlich aufeinander folgenden Punkten der dem Referenzdichtediagramm entsprechenden Vergleichsfundamentaldiagramme für den untersättigten und den übersättigten Zustand gemäß einem vorbestimmten Kriterium verglichen werden.
- Verfahren nach Anspruch 1, wobei in Schritt c) für jeden Punkt des Fundamentaldiagramms ein nächstliegender Punkt in dem Vergleichsfundamentaldiagramm gemäß einem vorbestimmten Abstandsmaß bestimmt wird, und mit den weiteren Schritten:Bestimmen eines Vergleichsfundamentaldiagramm als Referenzfundamentaldiagramm, für das die Summe der Abstände der Punkte des Fundamentaldiagramms zu den jeweils nächstliegenden Punkten in dem Vergleichsfundamentaldiagramm minimal oder kleiner als ein vorbestimmter Schwellwert ist,Bestimmen eines Verkehrskenngrößenwerts, der einem Punkt des dem Referenzfundamentaldiagramm entsprechenden Kenngrößendiagramms entspricht.
- Verfahren nach Anspruch 1, wobei in Schritt c) die Abstände jedes Punktes des Fundamentaldiagramms zu allen Punkten des wenigstens einen Vergleichsfundamentaldiagramms gemäß einem vorbestimmten Abstandsmaß bestimmt werden, und mit den weiteren Schritten:Bestimmen eines Vergleichsfundamentaldiagramms als Referenzfundamentaldiagramm, für das die Summe der Abstände aller Punkte des Fundamentaldiagramms zu allen Punkten des Vergleichsfundamentaldiagramms minimal oder kleiner als ein vorbestimmter Schwellwert ist,Bestimmen eines Verkehrskenngrößenwerts, der einem Punkt des dem Referenzfundamentaldiagramm entsprechenden Kenngrößendiagramms entspricht.
- Verfahren nach einem der vorangegangenen Ansprüche, wobei in Schritt c) die Punkte des Fundamentaldiagramms und der Vergleichsfundamentaldiagramme auf gemeinsame Sperr- und/oder Durchlassdauern transformiert werden.
- Verfahren nach einem der vorangegangenen Ansprüche, wobei in Schritt c) das Vergleichen nur für Punkte innerhalb eines vorbestimmten Verkehrsstärkebereichs durchgeführt wird.
- Verfahren nach einem der vorangegangen Ansprüche, wobei die Vergleichsfundamentaldiagramme durch Simulationen, durch Realmessungen und/oder manuell, insbesondere unter Berücksichtigung geometrischer oder betrieblicher Besonderheiten der Bedienstation und ihres Zuflusses, bereitgestellt werden.
- Verfahren nach einem der vorangegangenen Ansprüche, wobei Schritt c) und/oder Schritt d) und/oder Schritt e) mit Hilfe von Matrizen durchgeführt werden.
- Verfahren zur Kalibrierung eines Pulkmodells mit den Schritten:Bereitstellen eines Pulkmodells mit Anfangsparametern für eine Bedienstation,Bestimmen von Verkehrskenngrößen an der Bedienstation gemäß dem Verfahren nach einem der vorangegangenen Ansprüche,Anpassen der Parameter des Pulkmodells in Abhängigkeit der bestimmten Verkehrskenngrößen.
- Verfahren zur Steuerung einer Bedienstationen zur Abfertigung einzeln bewegter Einheiten mit den Schritten:Bestimmen von Verkehrskenngrößen an der Bedienstation gemäß dem Verfahren nach einem der Ansprüche 1 - 17,Steuern der Bedienstation in Abhängigkeit der bestimmten Verkehrsqualität.
- Computerprogrammprodukt, umfassend wenigstens ein computerlesbares Medium, mit dem die Schritte des Verfahrens nach einem der vorangegangenen Ansprüche ausgeführt werden.
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CN106991804A (zh) * | 2017-04-26 | 2017-07-28 | 长安大学 | 一种基于多线路耦合的城市公交工况构建方法 |
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