EP1726716A1 - Method and system for temporary increase of the capacity of a highway - Google Patents

Method and system for temporary increase of the capacity of a highway Download PDF

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Publication number
EP1726716A1
EP1726716A1 EP06290788A EP06290788A EP1726716A1 EP 1726716 A1 EP1726716 A1 EP 1726716A1 EP 06290788 A EP06290788 A EP 06290788A EP 06290788 A EP06290788 A EP 06290788A EP 1726716 A1 EP1726716 A1 EP 1726716A1
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EP
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Prior art keywords
ground
traffic
marking means
dynamic
lane
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EP06290788A
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German (de)
French (fr)
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EP1726716B1 (en
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Michel Guerin
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SANEF
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SANEF
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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
    • 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 and a system for modulating the capacity of a motorway, or traffic lanes with similar characteristics, according to its traffic level, and in particular to allow a temporary increase of its capacity.
  • the term "highway” will be used in a broad sense, including any fast lane, such as a rapid urban road or a national lane.
  • a first solution is represented, for example, by the reversible paths: using channel assignment lamps and / or transposable separators one or more channels are allocated to the traffic in one direction or the other. For example, in the case of an access highway to a large city with a total of six lanes of traffic, it is possible to allocate in the morning four lanes to the suburban - city center direction and two to the city center direction - suburbs, and the reverse in the late afternoon.
  • the transformation of the emergency stop band into the additional traffic lane can be achieved by means of dynamic ground marking means, as described in the document "Dynamic Road Marking - Potential Applications", Sander Korz , Euro-regional Projects Conference, 11, 12 and 13 June 2003, available on the Internet at www.serti-mip.com/workshop/workshop/jun2003/2_2_1_DynLaneM ark_Korz.ppt
  • the emergency stop strip has a width less than that of the traffic lanes: for example, the width of the traffic lanes can be of the order of 3.5 m or more, while that of the emergency stop band does not exceed 3 m.
  • the emergency stop strip is located on the extreme right of the road (in countries with traffic on the right), the additional road obtained by opening it to traffic fulfills the function of a slow lane, borrowed in priority. by heavy trucks. We thus arrive at the paradoxical situation, and potentially very dangerous, in which the heavy goods vehicles circulate on a track which is appreciably narrower than the lanes open to light vehicles.
  • An object of the invention is to overcome this disadvantage.
  • this object is achieved by a method and a system for accompanying the transformation of the emergency stop strip into an additional traffic lane of an overall modification of the profile across the motorway in such a way that that said additional traffic lane is at least as wide, and preferably wider, than the other traffic lanes.
  • the reduction of the width of the fast lanes, borrowed only by light vehicles, which results is not a nuisance because, in any case, the opening to the traffic of the emergency stop band is accompanied generally, a reduction in the maximum authorized speed (in addition, the increase of capacity of the motorway is only necessary under conditions of heavy traffic, when the traffic is spontaneously slowed down).
  • An object of the invention is therefore a method for temporarily increasing the capacity of a motorway comprising at least one traffic lane and an emergency stop band, comprising the actuation of signaling means for transforming said strip.
  • additional roadside emergency stop device characterized in that said signaling means comprise first and second ground marking means defining respective first and second profiles across the motorway, said first profile being across with a band emergency stop and said second cross section having in its place a wider additional traffic lane; in that at least said second ground marking means comprise dynamic ground marking means which can be activated and deactivated; and in that the actuation of the signaling means for transforming said emergency stop band into an additional traffic lane comprises the activation of said dynamic marking means on the ground.
  • FIG. 1A shows the typical cross-sectional profile of a three-lane expressway, V1, V2 and V3, plus a BAU emergency stop strip.
  • Traffic lanes V1 - V3 all have the same width of 3.5 m, while the emergency stop band BAU is narrower, with a width of only 3 m. It is understandable that, if the BAU emergency stop strip was opened to traffic to constitute a lane the latter would be narrower than ordinary traffic lanes V1 - V4. In fact, the effective width of the additional lane would even be less than 3 m, since the motorway has a left-hand BDG lane which separates the V3 lane from the road separation barrier, but no lane of the right lane. BAU emergency stop strip extending to the right end of the roadway.
  • a right side strip of at least 0.5 m is indispensable when vehicles are driven on the emergency stop band BAU, the effective width of the additional track obtained by applying the techniques known in the art. previous would be only 2.5m. Such a width is quite unsatisfactory, given that it would be the heavy goods vehicles that would be circulated preferably on said additional path.
  • FIG. 1B shows a second cross section presenting, in place of the emergency stop band BAU, an additional traffic lane VS performing the function of a slow lane, intended to be used mainly by heavy goods vehicles.
  • This additional VS lane does not exactly match the BAU emergency lane, because it is wider (3.5 m) and is separated from the right end of the roadway by a straight lane BDD of 0 , 5 m.
  • the other traffic lanes, V1 ', V2' and V3 'do not correspond exactly to the tracks V1, V2 and V3 of the first cross section. Indeed, the track V1 'is shifted to the left with respect to the track V1 of FIG.
  • the left-hand lanes V2 'and V3' are intended to be used only by light vehicles traveling at a speed limit (eg maximum 110 km / h); their width may, therefore, be reduced to 3 m without consequences.
  • the lefthand BDG band is not modified.
  • the method of the invention therefore involves switching from the first to the second cross section when it is desired to temporarily increase the capacity of the section of motorway concerned and the return to the first cross section when it is desired to restore the emergency stop band.
  • the separation lines SB1 between BAU and V1), S12 (between V1 and V2) and S23 (between V2 and V3), as well as SBS (between the right side BDD strip) and the additional channel VS), SS1 '(between VS and V1'), S1'2 '(between V1' and V2 '), S2'3' (between V2 'and V3') are not realized using paint, but thanks to dynamic marking means on the ground, such as light studs implanted in the pavement.
  • a first group of dynamic ground marking means is activated so as to make visible the separation lines SB1, S12 and S23, while a second group of dynamic ground marking means is deactivated, so that the separation lines SSB, SS1 ', S1'2' and S2'3 'are not visible.
  • a second group of dynamic ground marking means is deactivated, so that the separation lines SSB, SS1 ', S1'2' and S2'3 'are not visible.
  • an additional traffic lane VS FIG. 1 B
  • said first group of dynamic ground marking means is deactivated and said second group of dynamic ground marking means is activated.
  • the separation line S3B between the channel V3 or V3 'and the left-hand band BDG is not affected by switching from the first to the second cross-section: it can therefore be produced using paint.
  • the separation lines SB1, S12 and S23 are permanent (made of paint), and only the lines SSB, SS1 ', S1'2' and S2'3 'are made at the same time. using dynamic marking means on the ground. To avoid confusion, said lines SSB, SS1 ', S1'2' and S2'3 'may have, when the dynamic marking means on the ground are activated, a different color from that of the permanent lines SB1, S12 and S23.
  • This embodiment is more economical and exploits the fact that, generally, the first cross section is used for a much longer time than the second cross section.
  • FIG. 2A shows a plan view of a portion of a highway of which a section is equipped with a temporary capacity increase system according to the first embodiment described above, in which the first marking means ground dynamics are activated and the second ground dynamic marking means are deactivated, so that said motorway section has the cross section of FIG. 1A, with three traffic lanes V1 - V3 and a stop band emergency BAU. The direction of the traffic is indicated by the arrow SC.
  • the motorway section is also equipped with vertical signaling devices, and more specifically with a variable message panel PMV, which can be deactivated when said section of motorway has said first profile crosswise, and two sets of FAV1 and FAV2 channel assignment lights.
  • FIG. 2B shows a plan view of the same portion of highway in which the first dynamic marking means on the ground are deactivated and the second dynamic ground marking means are activated, so that said section of highway presents the cross section of Figure 1B, with four traffic lanes VS, V1 '- V3' and no emergency stop band.
  • the section of highway in question has three distinct zones: a fixed-route allocation zone, ZF, upstream of the first set of FAV1 channel assignment lights, a flexible channel assignment zone, ZM, in downstream of the second set of FAV2 channel assignment lights, and a transition zone ZT between the fixed assignment zone of the ZF channels and the flexible assignment area of the ZM channels.
  • the ZF channel fixed assignment zone constitutes an "ordinary" section of motorway, with a non-modifiable cross section corresponding to that of Figure 1A.
  • the zone assignable modular ZM channels is equipped with a temporary increase system capacity according to the invention.
  • the transition zone ZT has, as the zone ZM, first and second means of dynamic marking on the ground: the first means of dynamic marking on the ground (shown in their active state in the FIG. 2A) define a cross section corresponding to that of FIG. 1A and the second ground dynamic marking means (shown in their active state in FIG. 2B) define a connecting cross section.
  • said second ground dynamic marking means define three transition separation lines: the separation line LT1 connects the line SB1 of the zone ZF to the line SBS of the zone ZM; the line of separation LT2 connects the line S12 of the zone ZF to the line SS1 'of the zone ZM and the line of separation LT3 connects the line S23 of the zone ZF to the line S1'2' of the zone ZM.
  • the vehicles which run on the V1 track, and in particular the heavy goods vehicles are brought on the supplementary track VS which replaces the emergency stop band BAU, the vehicles (heavy and light) which circulate on the track V2 are brought on the track V1 'and the vehicles (light only) which circulate on the fast track V3 are distributed between the two narrower channels V2' and V3 '.
  • the FAV1, FAV2 and the variable message sign PMVs cooperate with the dynamic marking means on the ground to draw the attention of drivers to the modification of the cross section.
  • the PMV Variable Message Panel displays a caution message and the FAV1, FAV2 channel assignment lights indicate which lanes are available for traffic.
  • the sets of channel assignment lamps FAV1, FAV2 also comprise means for displaying a variable maximum authorized speed. Indeed, when deleting the emergency stop band it is preferable to reduce the maximum authorized speed, for example from 130 km / h to 110 km / h.
  • FIG. 3 shows a block diagram of a temporary capacity increase system according to an embodiment of the invention.
  • the main components of such a system are: first and second ground dynamic marking means MMD1 and MMD2 respectively, one or more vertical signaling devices, such as a variable message panel PMV and channel assignment lamps FAV, means of monitoring the traffic level of the MS motorway and control means MC.
  • the ground dynamic marking means MMD1 and MMD2 may be luminous spots implanted in the roadway, such as those described in the document WO 02/36887 above, while the vertical signaling devices PMV, FAV, can be quite standard equipment.
  • the control means MC are means, for example computer, for actuating said dynamic ground marking means MMD1 and MMD2, selectively activating and deactivating them, and said vertical signaling devices, by sending commands for displaying messages on the ground.
  • said control means MC comprise an input for receiving a value representative of a traffic level of the motorway section, which value is obtained by means of monitoring the traffic MS. This traffic level is used to determine when to transition from the cross section of Figure 1A to that of Figure 1B and vice versa.
  • the transition from the three-way profile plus the emergency stop band to the four-way profile can be triggered when said traffic level exceeds a first threshold value S1 and the return transition to a three-way profile plus emergency stop band can be triggered when said level of traffic becomes less than a second threshold value S2, itself lower than the first threshold value S1.
  • the decision to trigger the transition can be made by said MC control means in a fully automatic manner, possibly also taking into account other factors, such as time of day or weather conditions, but preferably the final decision will be taken by a human operator.
  • an anticipated return to a three-way profile plus an emergency stop band may be necessary, even in case of large traffic, by unforeseen events, such as the presence of vehicles down along the additional VS track, which must therefore be rapidly re-transformed into an emergency stop band.
  • the means for monitoring the traffic level of said MS motorway are quite conventional and may include, for example, vehicle passage sensors and / or cameras, possibly associated with image processing systems.

Abstract

The procedure, for use on a motorway consisting of one or more traffic lanes (V1 - V3) and a hard shoulder (BAU) for stopping in an emergency, employs a system of road surface markers (LT1, LT2, LT3) such as luminous studs that can be activated to convert the hard shoulder into a supplementary road traffic lane (VS) and to return it to normal use. The surface markers also adjust the lane width so that the hard shoulder is the same width as the other lanes. At the same time indicators (FAV2) can be used to reduce the maximum permitted traffic speed e.g. from 130 to 110 kmph.

Description

L'invention porte sur un procédé et sur un système pour moduler la capacité d'une autoroute, ou de voies de circulation présentant des caractéristiques similaires, en fonction de son niveau de trafic, et en particulier pour permettre une augmentation temporaire de sa capacité.The invention relates to a method and a system for modulating the capacity of a motorway, or traffic lanes with similar characteristics, according to its traffic level, and in particular to allow a temporary increase of its capacity.

L'augmentation constante du trafic routier conduit à une situation de congestion de nombreux axes de circulation qui ont été conçus il y a plusieurs décennies, à une époque où le nombre de véhicules était sensiblement inférieur à aujourd'hui. Le problème est particulièrement aigu dans le cas des voies urbaines rapides et des axes d'accès aux grandes villes qui sont saturés, dans au moins un sens de circulation, deux fois par jour, le matin et le soir. Ces routes ou autoroutes étant situées dans des régions très urbanisées, leur élargissement n'est souvent pas possible techniquement ou économiquement.The steady increase in road traffic is leading to a congestion situation in many traffic arteries that were designed decades ago, at a time when the number of vehicles was significantly lower than today. The problem is particularly acute in the case of fast urban roads and access roads to large cities that are saturated in at least one direction of traffic twice a day in the morning and evening. Since these roads or highways are located in highly urbanized areas, their widening is often not technically or economically feasible.

Des nombreuses solutions ont été développées pour apporter une solution à ce problème ; en particulier, depuis une dizaine d'années s'est développée la notion d'affectation variable des voies. L'article de Jacques Nouvier « L'affectation variable des voies et de l'espace public », ECOMM 2004, passe en revue des nombreuses solutions connues de l'art antérieur.Many solutions have been developed to provide a solution to this problem; in particular, over the past ten years, the notion of variable assignment of channels has developed. Jacques Nouvier's article "Variable assignment of pathways and public space", ECOMM 2004, reviews many of the known solutions of the prior art.

Dans la suite, on utilisera le terme « autoroute » dans une acception large, comprenant également toute voie de circulation rapide, telle qu'une voie urbaine rapide ou une route nationale à voies séparées.In the following, the term "highway" will be used in a broad sense, including any fast lane, such as a rapid urban road or a national lane.

Une première solution est représentée, par exemple, par les voies réversibles : à l'aide de feux d'affectation des voies et/ou de séparateurs transposables on affecte une ou plusieurs voies à la circulation dans un sens ou dans l'autre. Par exemple, dans le cas d'une autoroute d'accès à une grande ville ayant au total six voies de circulation, il est possible d'affecter le matin quatre voies à la direction banlieue - centre ville et deux à la direction centre ville - banlieue, et l'inverse en fin d'après midi. Les inconvénients de cette approche sont évidents : la circulation s'effectue dans les deux sens en l'absence d'une barrière de séparation, ce qui augmente le risque d'accident graves ; l'augmentation de la capacité dans un sens est obtenue aux frais d'une sensible réduction de la capacité dans le sens opposé (perte d'une voie et diminution de la vitesse autorisée) ; en outre, cette solution est difficilement praticable dans le cas d'autoroutes ayant moins de six voies au total et ne peut absolument pas s'appliquer à des voies unidirectionnelles (par exemple d'admission ou de sortie d'une autoroute).A first solution is represented, for example, by the reversible paths: using channel assignment lamps and / or transposable separators one or more channels are allocated to the traffic in one direction or the other. For example, in the case of an access highway to a large city with a total of six lanes of traffic, it is possible to allocate in the morning four lanes to the suburban - city center direction and two to the city center direction - suburbs, and the reverse in the late afternoon. The disadvantages of this approach are obvious: traffic flows in both directions in the absence of a separation barrier, which increases the risk of serious accident; the increase of the capacity in one direction is obtained at the expense of a significant reduction of the capacity in the opposite direction (loss of a lane and reduction of the authorized speed); moreover, this solution is difficult to practice in the case of motorways having less than six lanes in total and absolutely can not be applied to unidirectional lanes (for example of admission or exit of a highway).

Une autre solution consiste à utiliser un marquage dynamique au sol, réalisé à l'aide de bandes lumineuses implantées dans la chaussée, pour modifier le profil en travers de l'autoroute. Ainsi, dans des conditions de trafic important, il est possible de créer une voie supplémentaire en réduisant la largeur de toutes les voies. Cette solution est praticable uniquement lorsque les voies d'origine dépassent sensiblement la largeur minimale admise par la réglementation en vigueur. Des moyens de marquage dynamique au sol sont décrits, par exemple, dans le document WO 02/36887 .Another solution is to use a dynamic marking on the ground, made using light strips located in the road, to change the profile across the highway. Thus, under heavy traffic conditions, it is possible to create an additional lane by reducing the width of all lanes. This solution is only feasible when the original channels significantly exceed the minimum width allowed by the regulations in force. Dynamic marking means on the ground are described, for example, in the document WO 02/36887 .

Encore une autre solution, consiste à utiliser temporairement la bande d'arrêt d'urgence comme voie de circulation supplémentaire. Cela peut être réalisé simplement à l'aide d'une signalisation verticale appropriée, comme illustré par le document « Temporary Hard Shoulder Lane Use in Hessen » par Matthias Burger, Euro-regional Projects Conference, 11, 12 et 13 juin 2003, disponible sur Internet à l'adresse :

  • www.serti-mip.com/workshop/workshop/jun2003/2_2_4_TempHardshoulderU se_Burger.pdf
Yet another alternative is to temporarily use the emergency stop strip as an additional lane. This can be done simply by means of appropriate vertical signage, as illustrated by the document "Temporary Hard Shoulder Lane Use in Hessen" by Matthias Burger, Euro-regional Projects Conference, 11, 12 and 13 June 2003, available on Internet at:
  • www.serti-mip.com/workshop/workshop/jun2003/2_2_4_TempHardshoulderU se_Burger.pdf

En variante, la transformation de la bande d'arrêt d'urgence en voie de circulation supplémentaire peut être obtenue à l'aide de moyens de marquage dynamique au sol, comme décrit dans le document « Dynamic Road Marking - Potential Applications », Sander Korz, Euro-regional Projects Conference, 11, 12 et 13 juin 2003, disponible sur Internet à l'adresse www.serti-mip.com/workshop/workshop/jun2003/2_2_1_DynLaneM ark_Korz.pptAlternatively, the transformation of the emergency stop band into the additional traffic lane can be achieved by means of dynamic ground marking means, as described in the document "Dynamic Road Marking - Potential Applications", Sander Korz , Euro-regional Projects Conference, 11, 12 and 13 June 2003, available on the Internet at www.serti-mip.com/workshop/workshop/jun2003/2_2_1_DynLaneM ark_Korz.ppt

La société demanderesse s'est rendue compte que les procédés connus d'augmentation temporaire de la capacité d'une autoroute par transformation de la bande d'arrêt d'urgence en voie de circulation supplémentaire présentent un inconvénient majeur. En effet, typiquement la bande d'arrêt d'urgence présente une largeur inférieure à celle des voies de circulation : par exemple, la largeur des voies de circulation peut être de l'ordre de 3,5 m ou plus, alors que celle de la bande d'arrêt d'urgence ne dépasse pas 3 m. Or, la bande d'arrêt d'urgence étant située à l'extrême droite de la chaussée (dans les pays à circulation à droite), la voie supplémentaire obtenue par son ouverture à la circulation accomplit la fonction de voie lente, empruntée en priorité par les poids lourds. On arrive donc à la situation paradoxale, et potentiellement très dangereuse, dans laquelle les poids lourds circulent sur une voie qui est sensiblement plus étroite que les voies ouvertes aux véhicules légers.The plaintiff company realized that the known methods of temporarily increasing the capacity of a highway by transforming the emergency stop lane into taxiway additional have a major disadvantage. Indeed, typically the emergency stop strip has a width less than that of the traffic lanes: for example, the width of the traffic lanes can be of the order of 3.5 m or more, while that of the emergency stop band does not exceed 3 m. However, since the emergency stop strip is located on the extreme right of the road (in countries with traffic on the right), the additional road obtained by opening it to traffic fulfills the function of a slow lane, borrowed in priority. by heavy trucks. We thus arrive at the paradoxical situation, and potentially very dangerous, in which the heavy goods vehicles circulate on a track which is appreciably narrower than the lanes open to light vehicles.

Un but de l'invention est de remédier à cet inconvénient.An object of the invention is to overcome this disadvantage.

Selon l'invention, ce but est atteint par un procédé et un système pour accompagner la transformation de la bande d'arrêt d'urgence en voie de circulation supplémentaire d'une modification globale du profil en travers de l'autoroute de manière à ce que ladite voie de circulation supplémentaire soit au moins aussi large, et de préférence plus large, que les autres voies de circulation. La réduction de la largeur des voies de circulation rapide, empruntée uniquement par les véhicules légers, qui en résulte n'est pas gênante car, de toute façon, l'ouverture à la circulation de la bande d'arrêt d'urgence s'accompagne généralement d'une réduction de la vitesse maximale autorisée (en plus, l'augmentation de capacité de l'autoroute n'est nécessaire que dans des conditions de trafic important, quand la circulation est spontanément ralentie).According to the invention, this object is achieved by a method and a system for accompanying the transformation of the emergency stop strip into an additional traffic lane of an overall modification of the profile across the motorway in such a way that that said additional traffic lane is at least as wide, and preferably wider, than the other traffic lanes. The reduction of the width of the fast lanes, borrowed only by light vehicles, which results is not a nuisance because, in any case, the opening to the traffic of the emergency stop band is accompanied generally, a reduction in the maximum authorized speed (in addition, the increase of capacity of the motorway is only necessary under conditions of heavy traffic, when the traffic is spontaneously slowed down).

Un objet de l'invention est donc un procédé d'augmentation temporaire de la capacité d'une autoroute comprenant au moins une voie de circulation et une bande d'arrêt d'urgence, comportant l'actionnement de moyens de signalisation pour transformer ladite bande d'arrêt d'urgence en voie de circulation supplémentaire, caractérisé en ce que lesdits moyens de signalisation comportent des premiers et des deuxièmes moyens de marquage au sol définissant respectivement un premier et un deuxième profil en travers de l'autoroute, ledit premier profil en travers comportant une bande d'arrêt d'urgence et ledit deuxième profil en travers comportant à sa place une voie de circulation supplémentaire plus large ; en ce qu'au moins lesdits deuxièmes moyens de marquage au sol comportent des moyens de marquage dynamique au sol pouvant être activés et désactivés ; et en ce que l'actionnement des moyens de signalisation pour transformer ladite bande d'arrêt d'urgence en voie de circulation supplémentaire comporte l'activation desdits moyens de marquage dynamique au sol.An object of the invention is therefore a method for temporarily increasing the capacity of a motorway comprising at least one traffic lane and an emergency stop band, comprising the actuation of signaling means for transforming said strip. additional roadside emergency stop device, characterized in that said signaling means comprise first and second ground marking means defining respective first and second profiles across the motorway, said first profile being across with a band emergency stop and said second cross section having in its place a wider additional traffic lane; in that at least said second ground marking means comprise dynamic ground marking means which can be activated and deactivated; and in that the actuation of the signaling means for transforming said emergency stop band into an additional traffic lane comprises the activation of said dynamic marking means on the ground.

Selon des modes particuliers de réalisation :

  • Lesdits premiers moyens de marquage au sol peuvent comporter également des moyens de marquage dynamique au sol pouvant être activés et désactivés et l'actionnement des moyens de signalisation pour transformer ladite bande d'arrêt d'urgence en voie de circulation supplémentaire peut comporter la désactivation desdits premiers moyens de marquage dynamique au sol et l'activation desdits deuxièmes moyens de marquage dynamique au sol.
  • Ledit deuxième profil en travers, défini par lesdits deuxièmes moyens de marquage au sol, peut comporter une voie de circulation supplémentaire et au moins une autre voie de circulation, ladite voie de circulation supplémentaire présentant une largeur au moins égale à celle de ladite autre voie de circulation.
  • Ledit deuxième profil en travers, défini par lesdits deuxièmes moyens de marquage au sol, peut comporter également une bande dérasée de droite qui sépare ladite voie de circulation supplémentaire de l'extrémité droite de la chaussée.
  • Le procédé selon l'invention peut comporter
  • une surveillance du niveau de trafic de ladite autoroute ;
  • lorsqu'un niveau de trafic supérieur à un premier seuil prédéterminé est détecté, l'actionnement desdits moyens de signalisation pour transformer ladite bande d'arrêt d'urgence en voie de circulation supplémentaire ; et
  • lorsqu'un niveau de trafic inférieur à un deuxième seuil, inférieur au dit premier seuil, est détecté, l'actionnement desdits moyens de signalisation pour retransformer ladite voie de circulation supplémentaire en bande d'arrêt d'urgence.
According to particular embodiments:
  • Said first ground marking means may also comprise dynamic ground marking means which can be activated and deactivated and the actuation of the signaling means for transforming said emergency stop band into an additional traffic lane may comprise the deactivation of said first means of dynamic marking on the ground and the activation of said second means of dynamic marking on the ground.
  • Said second cross section, defined by said second ground marking means, may comprise an additional traffic lane and at least one other lane of traffic, said additional lane having a width at least equal to that of said other lane. circulation.
  • Said second cross-section, defined by said second ground marking means, may also comprise a righthanded strip which separates said additional traffic lane from the right end of the roadway.
  • The method according to the invention may comprise
  • monitoring of the traffic level of said motorway;
  • when a traffic level above a first predetermined threshold is detected, actuating said signaling means to transform said emergency stop band into an additional traffic lane; and
  • when a traffic level lower than a second threshold, lower than said first threshold, is detected, the actuation of said signaling means for retransforming said additional traffic lane into an emergency stop band.

Un autre objet de l'invention est constitué par un système d'augmentation temporaire de la capacité d'une autoroute comprenant au moins une voie de circulation et une bande d'arrêt d'urgence comportant :

  • des premiers moyens de marquage au sol définissant un premier profil en travers de l'autoroute correspondant à la présence d'une bande d'arrêt d'urgence ;
  • des deuxièmes moyens de marquage au sol définissant un deuxième profil en travers de l'autoroute correspondant à la présence d'une voie de circulation supplémentaire plus large de ladite bande d'arrêt d'urgence, lesdits deuxièmes moyens de marquage au sol comprenant des moyens de marquage dynamique au sol pouvant être activés et désactivés ; et
  • des moyens de contrôle pour activer et désactiver sélectivement lesdits moyens de marquage dynamique au sol.
Another object of the invention is constituted by a system for temporarily increasing the capacity of a motorway comprising at least one traffic lane and an emergency lane comprising:
  • first ground marking means defining a first profile across the highway corresponding to the presence of an emergency stop band;
  • second floor marking means defining a second profile across the highway corresponding to the presence of a larger additional traffic lane of said emergency stop strip, said second floor marking means comprising means dynamic floor marking that can be turned on and off; and
  • control means for selectively enabling and disabling said dynamic ground marking means.

Selon des modes de réalisation particuliers :

  • Lesdits premiers moyens de marquage au sol peuvent comporter également des moyens de marquage dynamique au sol pouvant être activés et désactivés et lesdits moyens de contrôle peuvent être des moyens pour activer et désactiver sélectivement lesdits premiers et deuxièmes moyens de marquage dynamique au sol.
  • Le système selon l'invention peut comporter également des moyens de surveillance du niveau de trafic de ladite autoroute ; et lesdits moyens de contrôle peuvent être des moyens pour activer lesdits deuxièmes moyens de marquage dynamique au sol lorsque lesdits moyens de surveillance détectent un niveau de trafic supérieur à un premier seuil prédéterminé, et pour désactiver lesdits deuxièmes moyens de marquage dynamique au sol lorsque lesdits moyens de surveillance détectent un niveau de trafic inférieur à un deuxième seuil prédéterminé, inférieur au dit premier seuil prédéterminé.
  • Lesdits moyens de contrôle peuvent être également des moyens pour désactiver lesdits premiers moyens de marquage dynamique au sol lorsque lesdits moyens de surveillance détectent un niveau de trafic supérieur à un premier seuil prédéterminé, et pour activer lesdits premiers moyens de marquage dynamique au sol lorsque lesdits moyens de surveillance détectent un niveau de trafic inférieur à un deuxième seuil prédéterminé, inférieur au dit premier seuil prédéterminé.
  • Lesdits moyens de marquage dynamique au sol peuvent comporter des plots lumineux emplantés dans la chaussée.
  • Lesdits moyens de signalisation peuvent comporter également des dispositifs de signalisation verticale.
According to particular embodiments:
  • Said first ground marking means may also comprise dynamic ground marking means that can be activated and deactivated and said control means can be means for selectively enabling and disabling said first and second ground dynamic marking means.
  • The system according to the invention may also comprise means for monitoring the traffic level of said motorway; and said control means may be means for activating said second dynamic marking means on the ground when said monitoring means detect a traffic level higher than a first predetermined threshold, and for deactivating said second dynamic marking means on the ground when said means monitoring detect a traffic level lower than a second predetermined threshold, lower than said first predetermined threshold.
  • Said control means may also be means for deactivating said first dynamic marking means on the ground when said monitoring means detect a traffic level higher than a first predetermined threshold, and for activating said first dynamic marking means on the ground when said means monitoring system detect a level of traffic less than a second predetermined threshold, less than said first predetermined threshold.
  • Said dynamic ground marking means may comprise luminous pads placed in the roadway.
  • Said signaling means may also comprise vertical signaling devices.

D'autres caractéristiques, détails et avantages de l'invention ressortiront à la lecture de la description faite en référence aux dessins annexés donnés à titre d'exemple et qui représentent, respectivement :

  • les figures 1A et 1B, des représentations schématiques d'un premier et un deuxième profil en travers d'une autoroute ;
  • las figures 2A et 2B, des vues en plan d'un tronçon d'autoroute équipé d'un système selon l'invention lorsque les moyens de marquage au sol définissent le premier et le deuxième marquage au sol respectivement ; et
  • la figure 3, un schéma de principe d'un système selon l'invention.
Other characteristics, details and advantages of the invention will emerge on reading the description given with reference to the accompanying drawings given by way of example and which represent, respectively:
  • Figures 1A and 1B, schematic representations of a first and a second profile across a highway;
  • FIGS. 2A and 2B are plan views of a highway section equipped with a system according to the invention when the ground marking means define the first and second ground markings respectively; and
  • Figure 3, a block diagram of a system according to the invention.

La figure 1A montre le profil en travers typique d'une chaussée d'une autoroute à trois voies de circulation, V1, V2 et V3, plus une bande d'arrêt d'urgence BAU. Les voies de circulation V1 - V3 ont toutes la même largeur de 3,5 m, alors que la bande d'arrêt d'urgence BAU est plus étroite, avec une largeur de 3 m seulement. On comprend que, si la bande d'arrêt d'urgence BAU était ouverte à la circulation pour constituer une voie supplémentaire, cette dernière serait plus étroite que les voies de circulation ordinaires V1 - V4. En fait, la largeur effective de la voie supplémentaire serait même inférieure à 3 m, car l'autoroute comporte une bande dérasée de gauche BDG qui sépare la voie V3 de la barrière de séparation des chaussées, mais pas de bande dérasée de droite, la bande d'arrêt d'urgence BAU s'étendant jusqu'à l'extrémité droite de la chaussée. Une bande dérasée de droite d'au moins 0,5 m étant indispensable lorsque des véhicules sont amenés à circuler sur la bande d'arrêt d'urgence BAU, la largeur effective de la voie supplémentaire obtenue par application des techniques connues de l'art antérieur serait de seulement 2,5m. Une telle largeur est tout à fait insatisfaisante, compte tenu du fait que ce seraient les poids lourds qui seraient amenés à circuler de préférence sur ladite voie supplémentaire.Figure 1A shows the typical cross-sectional profile of a three-lane expressway, V1, V2 and V3, plus a BAU emergency stop strip. Traffic lanes V1 - V3 all have the same width of 3.5 m, while the emergency stop band BAU is narrower, with a width of only 3 m. It is understandable that, if the BAU emergency stop strip was opened to traffic to constitute a lane the latter would be narrower than ordinary traffic lanes V1 - V4. In fact, the effective width of the additional lane would even be less than 3 m, since the motorway has a left-hand BDG lane which separates the V3 lane from the road separation barrier, but no lane of the right lane. BAU emergency stop strip extending to the right end of the roadway. A right side strip of at least 0.5 m is indispensable when vehicles are driven on the emergency stop band BAU, the effective width of the additional track obtained by applying the techniques known in the art. previous would be only 2.5m. Such a width is quite unsatisfactory, given that it would be the heavy goods vehicles that would be circulated preferably on said additional path.

La figure 1 B montre un deuxième profil en travers présentant, à la place de la bande d'arrêt d'urgence BAU, une voie de circulation supplémentaire VS accomplissant la fonction de voie de circulation lente, destinée à être empruntée principalement par des poids lourds. Cette voie supplémentaire VS ne correspond pas exactement à la bande d'arrêt d'urgence BAU, car elle est plus large (3,5 m) et est séparée de l'extrémité droite de la chaussée par une bande dérasée de droite BDD de 0,5 m. Les autres voies de circulation, V1', V2' et V3' ne correspondent pas non plus exactement aux voies V1, V2 et V3 du premier profil en travers. En effet, la voie V1' est décalée vers la gauche par rapport à la voie V1 de la figure 1A, mais elle maintient une largeur de 3,5 m : en effet, elle peut être empruntée aussi bien par des véhicules légers que par des poids lourds, il est donc préférable de ne pas la rétrécir. Au contraire, les voies de gauche V2' et V3' sont destinées à être empruntées uniquement par des véhicules légers roulant à une vitesse contenue (par exemple, 110 km/h au maximum) ; leur largeur peut, par conséquent, être réduite à 3 m sans conséquences. La bande dérasée de gauche BDG n'est pas modifiée.FIG. 1B shows a second cross section presenting, in place of the emergency stop band BAU, an additional traffic lane VS performing the function of a slow lane, intended to be used mainly by heavy goods vehicles. . This additional VS lane does not exactly match the BAU emergency lane, because it is wider (3.5 m) and is separated from the right end of the roadway by a straight lane BDD of 0 , 5 m. The other traffic lanes, V1 ', V2' and V3 'do not correspond exactly to the tracks V1, V2 and V3 of the first cross section. Indeed, the track V1 'is shifted to the left with respect to the track V1 of FIG. 1A, but it maintains a width of 3.5 m: in fact, it can be borrowed as well by light vehicles as by trucks, so it is best not to shrink it. On the contrary, the left-hand lanes V2 'and V3' are intended to be used only by light vehicles traveling at a speed limit (eg maximum 110 km / h); their width may, therefore, be reduced to 3 m without consequences. The lefthand BDG band is not modified.

Le procédé de l'invention comporte donc la commutation du premier au deuxième profil en travers lorsqu'il est souhaité d'augmenter temporairement la capacité du tronçon d'autoroute concerné et le retour au premier profil en travers lorsqu'il est souhaité de rétablir la bande d'arrêt d'urgence.The method of the invention therefore involves switching from the first to the second cross section when it is desired to temporarily increase the capacity of the section of motorway concerned and the return to the first cross section when it is desired to restore the emergency stop band.

Selon un premier mode de réalisation de l'invention, les lignes de séparation SB1 (entre BAU et V1), S12 (entre V1 et V2) et S23 (entre V2 et V3), ainsi que SBS (entre la bande dérasée de droite BDD et la voie supplémentaire VS), SS1' (entre VS et V1'), S1'2' (entre V1' et V2'), S2'3' (entre V2' et V3') ne sont pas réalisées à l'aide de peinture, mais grâce à des moyens de marquage dynamique au sol, tels que des plots lumineux implantés dans la chaussée. Lorsque l'on souhaite disposer de trois voies de circulation V1 - V3 et d'une bande d'arrêt d'urgence BAU (fig. 1A), un premier groupe de moyens de marquage dynamique au sol est activé de manière à rendre visibles les lignes de séparation SB1, S12 et S23, alors qu'un deuxième groupe de moyens de marquage dynamique au sol est désactivé, de telle manière que les lignes de séparation SSB, SS1', S1'2' et S2'3' ne soient pas visibles. Lorsque au contraire l'on souhaite disposer d'une voie de circulation supplémentaire VS (fig. 1 B), ledit premier groupe de moyens de marquage dynamique au sol est désactivé et ledit deuxième groupe de moyens de marquage dynamique au sol est activé. La ligne de séparation S3B entre la voie V3 ou V3' et la bande dérasée de gauche BDG n'est pas affectée par la commutation du premier au deuxième profil en travers : elle peut donc être réalisée à l'aide de peinture.According to a first embodiment of the invention, the separation lines SB1 (between BAU and V1), S12 (between V1 and V2) and S23 (between V2 and V3), as well as SBS (between the right side BDD strip) and the additional channel VS), SS1 '(between VS and V1'), S1'2 '(between V1' and V2 '), S2'3' (between V2 'and V3') are not realized using paint, but thanks to dynamic marking means on the ground, such as light studs implanted in the pavement. When it is desired to have three traffic lanes V1 - V3 and a BAU emergency stop band (FIG 1A), a first group of dynamic ground marking means is activated so as to make visible the separation lines SB1, S12 and S23, while a second group of dynamic ground marking means is deactivated, so that the separation lines SSB, SS1 ', S1'2' and S2'3 'are not visible. When, on the other hand, it is desired to have an additional traffic lane VS (FIG 1 B), said first group of dynamic ground marking means is deactivated and said second group of dynamic ground marking means is activated. The separation line S3B between the channel V3 or V3 'and the left-hand band BDG is not affected by switching from the first to the second cross-section: it can therefore be produced using paint.

Dans un autre mode de réalisation de l'invention, les lignes de séparation SB1, S12 et S23 sont permanentes (réalisées en peinture), et seules les lignes SSB, SS1', S1'2' et S2'3' sont réalisées à l'aide de moyens de marquage dynamique au sol. Pour éviter toute confusion, lesdites lignes SSB, SS1', S1'2' et S2'3' peuvent présenter, lorsque les moyens de marquage dynamique au sol sont activés, une couleur différente de celle des lignes permanentes SB1, S12 et S23. Ce mode de réalisation est plus économique et exploite le fait que, généralement, le premier profil en travers est utilisé pendant un temps beaucoup plus long que le deuxième profil en travers.In another embodiment of the invention, the separation lines SB1, S12 and S23 are permanent (made of paint), and only the lines SSB, SS1 ', S1'2' and S2'3 'are made at the same time. using dynamic marking means on the ground. To avoid confusion, said lines SSB, SS1 ', S1'2' and S2'3 'may have, when the dynamic marking means on the ground are activated, a different color from that of the permanent lines SB1, S12 and S23. This embodiment is more economical and exploits the fact that, generally, the first cross section is used for a much longer time than the second cross section.

La figure 2A montre une vue en plan d'une portion d'une autoroute dont un tronçon est équipé d'un système d'augmentation temporaire de la capacité selon le premier mode de réalisation décrit ci-dessus, dans lequel les premiers moyens de marquage dynamique au sol sont activés et les deuxièmes moyens de marquage dynamique au sol sont désactivés, de telle manière que ledit tronçon d'autoroute présente le profil en travers de la figure 1A, avec trois voies de circulation V1 - V3 et une bande d'arrêt d'urgence BAU. Le sens de la circulation est indiqué par la flèche SC. On peut observer sur la figure que le tronçon d'autoroute est également équipé de dispositifs de signalisation verticale, et plus précisément d'un panneau à messages variable PMV, qui peut être désactivé lorsque ledit tronçon d'autoroute présente ledit premier profil en travers, et de deux ensembles de feux d'affectation des voies FAV1 et FAV2.FIG. 2A shows a plan view of a portion of a highway of which a section is equipped with a temporary capacity increase system according to the first embodiment described above, in which the first marking means ground dynamics are activated and the second ground dynamic marking means are deactivated, so that said motorway section has the cross section of FIG. 1A, with three traffic lanes V1 - V3 and a stop band emergency BAU. The direction of the traffic is indicated by the arrow SC. It can be seen in the figure that the motorway section is also equipped with vertical signaling devices, and more specifically with a variable message panel PMV, which can be deactivated when said section of motorway has said first profile crosswise, and two sets of FAV1 and FAV2 channel assignment lights.

La figure 2B montre une vue en plan de la même portion d'autoroute dans laquelle les premiers moyens de marquage dynamique au sol sont désactivés et les deuxièmes moyens de marquage dynamique au sol sont activés, de telle manière que ledit tronçon d'autoroute présente le profil en travers de la figure 1 B, avec quatre voies de circulation VS, V1' - V3' et pas de bande d'arrêt d'urgence. Plus précisément, le tronçon d'autoroute considéré comporte trois zones distinctes : une zone à affectation fixe des voies, ZF, en amont du premier ensemble de feux d'affectation des voies FAV1, une zone d'affectation modulable des voies, ZM, en aval du deuxième ensemble de feux d'affectation des voies FAV2, et une zone de transition ZT entre la zone à affectation fixe des voies ZF et zone d'affectation modulable des voies ZM.FIG. 2B shows a plan view of the same portion of highway in which the first dynamic marking means on the ground are deactivated and the second dynamic ground marking means are activated, so that said section of highway presents the cross section of Figure 1B, with four traffic lanes VS, V1 '- V3' and no emergency stop band. More specifically, the section of highway in question has three distinct zones: a fixed-route allocation zone, ZF, upstream of the first set of FAV1 channel assignment lights, a flexible channel assignment zone, ZM, in downstream of the second set of FAV2 channel assignment lights, and a transition zone ZT between the fixed assignment zone of the ZF channels and the flexible assignment area of the ZM channels.

La zone à affectation fixe des voies ZF constitue un tronçon « ordinaire » d'autoroute, avec un profil en travers non modifiable correspondant à celui de la figure 1A. La zone à affectation modulable des voies ZM est équipée d'un système d'augmentation temporaire de la capacité selon l'invention. La zone de transition ZT présente, comme la zone ZM, des premiers et deuxièmes moyens de marquage dynamique au sol : les premiers moyens de marquage dynamique au sol (montrés dans leur état actif dans la figure 2A) définissent un profil en travers correspondant à celui de la figure 1A et les deuxièmes moyens de marquage dynamique au sol (montrés dans leur état actif dans la figure 2B) définissent un profil en travers de raccordement. Plus précisément, lesdits deuxièmes moyens de marquage dynamique au sol définissent trois lignes de séparation de transition : la ligne de séparation LT1 relie la ligne SB1 de la zone ZF à la ligne SBS de la zone ZM ; la ligne de séparation LT2 relie la ligne S12 de la zone ZF à la ligne SS1' de la zone ZM et la ligne de séparation LT3 relie la ligne S23 de la zone ZF à la ligne S1'2' de la zone ZM. Ainsi, les véhicules qui circulent sur la voie V1, et notamment les poids lourds, sont amenés sur la voie supplémentaire VS qui remplace la bande d'arrêt d'urgence BAU, las véhicules (lourds et légers) qui circulent sur la voie V2 sont amenés sur la voie V1' et les véhicules (légers uniquement) qui circulent sur la voie rapide V3 se répartissent entre les deux voies plus étroites V2' et V3'.The ZF channel fixed assignment zone constitutes an "ordinary" section of motorway, with a non-modifiable cross section corresponding to that of Figure 1A. The zone assignable modular ZM channels is equipped with a temporary increase system capacity according to the invention. The transition zone ZT has, as the zone ZM, first and second means of dynamic marking on the ground: the first means of dynamic marking on the ground (shown in their active state in the FIG. 2A) define a cross section corresponding to that of FIG. 1A and the second ground dynamic marking means (shown in their active state in FIG. 2B) define a connecting cross section. More precisely, said second ground dynamic marking means define three transition separation lines: the separation line LT1 connects the line SB1 of the zone ZF to the line SBS of the zone ZM; the line of separation LT2 connects the line S12 of the zone ZF to the line SS1 'of the zone ZM and the line of separation LT3 connects the line S23 of the zone ZF to the line S1'2' of the zone ZM. Thus, the vehicles which run on the V1 track, and in particular the heavy goods vehicles, are brought on the supplementary track VS which replaces the emergency stop band BAU, the vehicles (heavy and light) which circulate on the track V2 are brought on the track V1 'and the vehicles (light only) which circulate on the fast track V3 are distributed between the two narrower channels V2' and V3 '.

Les feux d'affectation des voies FAV1, FAV2 et le panneau à messages variables PMV coopèrent avec les moyens de marquage dynamique au sol pour attirer l'attention des conducteurs sur la modification du profil en travers. Le panneau à messages variables PMV affiche un message d'incitation à la prudence et les feux d'affectation des voies FAV1, FAV2 indiquent les voies disponibles pour la circulation. Dans l'exemple de réalisation de l'invention, les ensembles de feux d'affectation des voies FAV1, FAV2 comportent également des moyens d'affichage d'une vitesse maximale autorisée variable. En effet, lorsqu'on supprime la bande d'arrêt d'urgence il est préférable de réduire la vitesse maximale autorisée, par exemple de 130 km/h à 110 km/h.The FAV1, FAV2 and the variable message sign PMVs cooperate with the dynamic marking means on the ground to draw the attention of drivers to the modification of the cross section. The PMV Variable Message Panel displays a caution message and the FAV1, FAV2 channel assignment lights indicate which lanes are available for traffic. In the exemplary embodiment of the invention, the sets of channel assignment lamps FAV1, FAV2 also comprise means for displaying a variable maximum authorized speed. Indeed, when deleting the emergency stop band it is preferable to reduce the maximum authorized speed, for example from 130 km / h to 110 km / h.

La figure 3 montre un schéma de principe d'un système d'augmentation temporaire de la capacité selon un mode de réalisation de l'invention. Les composantes principales d'un tel système sont : des premiers et deuxièmes moyens de marquage dynamique au sol MMD1 et MMD2 respectivement, un ou plusieurs dispositifs de signalisation verticale, tels qu'un panneau à messages variables PMV et des feux d'affectation des voies FAV, des moyens de surveillance du niveau de trafic de l'autoroute MS et des moyens de contrôle MC.Figure 3 shows a block diagram of a temporary capacity increase system according to an embodiment of the invention. The main components of such a system are: first and second ground dynamic marking means MMD1 and MMD2 respectively, one or more vertical signaling devices, such as a variable message panel PMV and channel assignment lamps FAV, means of monitoring the traffic level of the MS motorway and control means MC.

Les moyens de marquage dynamique au sol MMD1 et MMD2 peuvent être des plots lumineux implantés dans la chaussée, tels que ceux décrits dans le document WO 02/36887 précité, tandis que les dispositifs de signalisation verticale PMV, FAV, peuvent être des équipements tout à fait standard.The ground dynamic marking means MMD1 and MMD2 may be luminous spots implanted in the roadway, such as those described in the document WO 02/36887 above, while the vertical signaling devices PMV, FAV, can be quite standard equipment.

Les moyens de contrôle MC sont des moyens, par exemple informatiques, pour actionner lesdits moyens de marquage dynamique au sol MMD1 et MMD2, en les activant et désactivant sélectivement, et lesdits dispositifs de signalisation verticale, en envoyant des commandes d'affichage de messages sur le panneau PMV et de symboles de circulation autorisée ou interdite sur les feux d'affectation des voies FAV. De préférence, lesdits moyens de contrôle MC comportent une entrée pour recevoir une valeur représentative d'un niveau de trafic du tronçon d'autoroute, valeur qui est obtenue par des moyens de surveillance du trafic MS. Ledit niveau de trafic est utilisé pour déterminer à quel moment effectuer la transition du profil en travers de la figure 1A à celui de la figure 1B et vice-versa. Par exemple, la transition du profil à trois voies plus bande d'arrêt d'urgence au profil à quatre voies peut être déclenchée lorsque ledit niveau de trafic dépasse une première valeur de seuil S1 et la transition de retour à un profil à trois voies plus bande d'arrêt d'urgence peut être déclenchée lorsque ledit niveau de trafic devient inférieur à une deuxième valeur de seuil S2, elle-même inférieure à la première valeur de seuil S1. En fait, la décision de déclencher la transition peut être prise par lesdits moyens de contrôle MC d'une manière entièrement automatique, éventuellement en prenant également en considération d'autres facteurs, tels que l'heure de la journée ou les conditions météorologiques, mais de préférence la décision finale sera prise par un opérateur humain. Par ailleurs, un retour anticipé à un profil à trois voies plus bande d'arrêt d'urgence peut être rendu nécessaire, même en cas de trafic important, par des évènements imprévus, tels que la présence de véhicules en panne le long de la voie supplémentaire VS, qui doit de ce fait être rapidement retransformée en bande d'arrêt d'urgence.The control means MC are means, for example computer, for actuating said dynamic ground marking means MMD1 and MMD2, selectively activating and deactivating them, and said vertical signaling devices, by sending commands for displaying messages on the ground. the PMV sign and traffic symbols allowed or prohibited on the FAV lane allocation lights. Preferably, said control means MC comprise an input for receiving a value representative of a traffic level of the motorway section, which value is obtained by means of monitoring the traffic MS. This traffic level is used to determine when to transition from the cross section of Figure 1A to that of Figure 1B and vice versa. For example, the transition from the three-way profile plus the emergency stop band to the four-way profile can be triggered when said traffic level exceeds a first threshold value S1 and the return transition to a three-way profile plus emergency stop band can be triggered when said level of traffic becomes less than a second threshold value S2, itself lower than the first threshold value S1. In fact, the decision to trigger the transition can be made by said MC control means in a fully automatic manner, possibly also taking into account other factors, such as time of day or weather conditions, but preferably the final decision will be taken by a human operator. In addition, an anticipated return to a three-way profile plus an emergency stop band may be necessary, even in case of large traffic, by unforeseen events, such as the presence of vehicles down along the additional VS track, which must therefore be rapidly re-transformed into an emergency stop band.

Les moyens de surveillance du niveau de trafic de ladite autoroute MS sont tout à fait conventionnels et peuvent comprendre, par exemple, des capteurs de passage de véhicules et/ou des caméras, éventuellement associées à des systèmes de traitement des images.The means for monitoring the traffic level of said MS motorway are quite conventional and may include, for example, vehicle passage sensors and / or cameras, possibly associated with image processing systems.

Claims (11)

Procédé d'augmentation temporaire de la capacité d'une autoroute comprenant au moins une voie de circulation (V1 - V3) et une bande d'arrêt d'urgence (BAU), comportant l'actionnement de moyens de signalisation (MMD1, MMD2, PMV, FAV) pour transformer ladite bande d'arrêt d'urgence (BAU) en voie de circulation supplémentaire (VS), caractérisé en ce que lesdits moyens de signalisation comportent des premiers et des deuxièmes moyens de marquage au sol définissant respectivement un premier et un deuxième profil en travers de l'autoroute, ledit premier profil en travers comportant une bande d'arrêt d'urgence (BAU) et ledit deuxième profil en travers comportant à sa place une voie de circulation supplémentaire (VS) plus large ; en ce qu'au moins lesdits deuxièmes moyens de marquage au sol comportent des moyens de marquage dynamique au sol (MMD2) pouvant être activés et désactivés ; et en ce que l'actionnement des moyens de signalisation pour transformer ladite bande d'arrêt d'urgence (BAU) en voie de circulation supplémentaire (VS) comporte l'activation desdits moyens de marquage dynamique au sol (MMD2).Method for temporarily increasing the capacity of a motorway comprising at least one traffic lane (V1 - V3) and an emergency stop lane (BAU), comprising the actuation of signaling means (MMD1, MMD2, PMV, FAV) for transforming said emergency stop band (BAU) into an additional traffic lane (VS), characterized in that said signaling means comprise first and second ground marking means respectively defining a first and a second cross section of the highway, said first cross section comprising an emergency stop band (BAU) and said second cross section having in its place a further additional traffic lane (VS); in that at least said second ground marking means comprise dynamic ground marking means (MMD2) which can be activated and deactivated; and in that the actuation of the signaling means for transforming said emergency stop band (BAU) into an additional traffic lane (VS) comprises the activation of said dynamic ground marking means (MMD2). Procédé selon la revendication 1 dans lequel lesdits premiers moyens de marquage au sol comportent également des moyens de marquage dynamique au sol (MMD1) pouvant être activés et désactivés et dans lequel l'actionnement des moyens de signalisation pour transformer ladite bande d'arrêt d'urgence (BAU) en voie de circulation supplémentaire (VS) comporte la désactivation desdits premiers moyens de marquage dynamique au sol (MMD1) et l'activation desdits deuxièmes moyens de marquage dynamique au sol (MMD2).A method according to claim 1 wherein said first ground marking means also comprise ground-based dynamic marking means (MMD1) which can be activated and deactivated and wherein the actuation of the signaling means for transforming said stop band of emergency (BAU) in the additional circulation (VS) comprises the deactivation of said first ground dynamic marking means (MMD1) and the activation of said second dynamic ground marking means (MMD2). Procédé selon l'une des revendications 1 et 2 dans lequel ledit deuxième profil en travers, défini par lesdits deuxièmes moyens de marquage au sol, comporte une voie de circulation supplémentaire (VS) et au moins une autre voie de circulation (V1' - V3'), ladite voie de circulation supplémentaire (VS) présentant une largeur au moins égale à celle de ladite autre voie de circulation.Method according to one of claims 1 and 2 wherein said second cross section, defined by said second ground marking means, comprises an additional traffic lane (VS) and at least one other lane (V1 '- V3 '), said additional traffic lane (VS) having a width at least equal to that of said other lane. Procédé selon l'une des revendications précédentes dans lequel ledit deuxième profil en travers, défini par lesdits deuxièmes moyens de marquage au sol, comporte également une bande dérasée de droite (BDD) qui sépare ladite voie de circulation supplémentaire (VS) de l'extrémité droite de la chaussée.Method according to one of the preceding claims, in which said second cross section, defined by said second ground marking means, also comprises a righthanded strip (BDD) which separates said additional flow path (VS) from the end right of the roadway. Procédé selon l'une des revendications 1 à 4 comportant : - une surveillance du niveau de trafic de ladite autoroute ; - lorsqu'un niveau de trafic supérieur à un premier seuil prédéterminé est détecté, l'actionnement desdits moyens de signalisation (MMD1, MMD2) pour transformer ladite bande d'arrêt d'urgence (BAU) en voie de circulation supplémentaire (VS) ; et - lorsqu'un niveau de trafic inférieur à un deuxième seuil, inférieur au dit premier seuil, est détecté, l'actionnement desdits moyens de signalisation (MMD1, MMD2) pour retransformer ladite voie de circulation supplémentaire (VS) en bande d'arrêt d'urgence (BAU). Process according to one of Claims 1 to 4, comprising: - monitoring of the traffic level of the said motorway; when a traffic level higher than a first predetermined threshold is detected, the actuation of said signaling means (MMD1, MMD2) for transforming said emergency stop band (BAU) into an additional traffic lane (VS); and when a traffic level lower than a second threshold, lower than said first threshold, is detected, the actuation of said signaling means (MMD1, MMD2) for retransforming said additional traffic lane (VS) into a stop band; emergency (BAU). Système d'augmentation temporaire de la capacité d'une autoroute comprenant au moins une voie de circulation et une bande d'arrêt d'urgence comportant : - des premiers moyens de marquage au sol (MMD1) définissant un premier profil en travers de l'autoroute correspondant à la présence d'une bande d'arrêt d'urgence (BAU); - des deuxièmes moyens de marquage au sol (MMD2) définissant un deuxième profil en travers de l'autoroute correspondant à la présence d'une voie de circulation supplémentaire (VS) plus large de ladite bande d'arrêt d'urgence (BAU), lesdits deuxièmes moyens de marquage au sol comprenant des moyens de marquage dynamique au sol (MMD2) pouvant être activés et désactivés ; et - des moyens de contrôle (MC) pour activer et désactiver sélectivement lesdits moyens de marquage dynamique au sol (MMD2). Temporary capacity increase system for a highway comprising at least one traffic lane and an emergency lane comprising: first ground marking means (MMD1) defining a first profile across the highway corresponding to the presence of an emergency stop band (BAU); second ground marking means (MMD2) defining a second profile across the highway corresponding to the presence of an additional supplementary traffic lane (VS) wider than said emergency stop band (BAU), said second ground marking means comprising ground dynamic marking means (MMD2) which can be activated and deactivated; and - Control means (MC) for selectively enabling and disabling said ground dynamic marking means (MMD2). Système selon la revendication 6 dans lequel lesdits premiers moyens de marquage au sol comportent également des moyens de marquage dynamique au sol (MMD1) pouvant être activés et désactivés et dans lequel lesdits moyens de contrôle (MC) sont des moyens pour activer et désactiver sélectivement lesdits premiers (MMD1) et deuxièmes (MMD2) moyens de marquage dynamique au sol.A system according to claim 6 wherein said first ground marking means also comprises ground-based dynamic marking means (MMD1) which can be activated and deactivated and wherein said control means (MC) are means for selectively activating and deactivating said first (MMD1) and second (MMD2) means of dynamic marking on the ground. Système selon l'une des revendications 6 et 7 comportant également des moyens de surveillance (MS) du niveau de trafic de ladite autoroute et dans lequel lesdits moyens de contrôle (MC) sont des moyens pour activer lesdits deuxièmes moyens de marquage dynamique au sol (MMD2) lorsque lesdits moyens de surveillance (MS) détectent un niveau de trafic supérieur à un premier seuil prédéterminé, et pour désactiver lesdits deuxièmes moyens de marquage dynamique au sol (MMD2) lorsque lesdits moyens de surveillance (MS) détectent un niveau de trafic inférieur à un deuxième seuil prédéterminé, inférieur au dit premier seuil prédéterminé.System according to one of claims 6 and 7 also comprising monitoring means (MS) of the traffic level of said motorway and in which said control means (MC) are means for activating said second dynamic marking means on the ground ( MMD2) when said monitoring means (MS) detects a traffic level higher than a first predetermined threshold, and for deactivating said second ground dynamic marking means (MMD2) when said monitoring means (MS) detect a lower level of traffic at a second predetermined threshold, lower than said first predetermined threshold. Système selon la revendication 8 lorsqu'elle dépend de la revendication 6 dans lequel lesdits moyens de contrôle (MC) sont également des moyens pour désactiver lesdits premiers moyens de marquage dynamique au sol (MMD1) lorsque lesdits moyens de surveillance (MS) détectent un niveau de trafic supérieur à un premier seuil prédéterminé, et pour activer lesdits premiers moyens de marquage dynamique au sol (MMD1) lorsque lesdits moyens de surveillance (MS) détectent un niveau de trafic inférieur à un deuxième seuil prédéterminé, inférieur au dit premier seuil prédéterminé.The system of claim 8 when dependent on claim 6 wherein said control means (MC) are also means for disabling said first ground dynamic marking means (MMD1) when said monitoring means (MS) detects a level traffic greater than a first predetermined threshold, and to activate said first ground dynamic marking means (MMD1) when said monitoring means (MS) detect a traffic level lower than a second predetermined threshold, lower than said first predetermined threshold. Système selon l'une des revendications 6 à 9 dans lequel lesdits moyens de marquage dynamique au sol (MMD1, MMD2) comportent des plots lumineux emplantés dans la chaussée.System according to one of claims 6 to 9 wherein said ground dynamic marking means (MMD1, MMD2) comprise light pads emplantéées in the pavement. Système selon l'une des revendications 6 à 10 dans lequel lesdits moyens de signalisation comportent également des dispositifs de signalisation verticale (FAV, PMV).System according to one of claims 6 to 10 wherein said signaling means also comprise vertical signaling devices (FAV, PMV).
EP06290788A 2005-05-23 2006-05-16 Method and system for temporary increase of the capacity of a highway Not-in-force EP1726716B1 (en)

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DE102007027963A1 (en) 2007-06-19 2008-12-24 Litzcke, Jürgen Lorry convoy track, has guide channels in driving surface, and motorway with passing lanes of entire media used for lorry and container transport, and spring mounted guide rail made of high tensile metal or plastic and inserted into channel
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US11645907B2 (en) 2016-02-19 2023-05-09 James A. Soltesz System and method for providing traffic congestion relief using dynamic lighted road lane markings
WO2017203508A1 (en) * 2016-05-26 2017-11-30 Mattar Amir System and method for traffic flow management using an adaptive lane system
CN108986487A (en) * 2018-07-17 2018-12-11 淮阴工学院 Intersection dynamically changeable lane anti-collision method based on spike nail light under a kind of car networking environment
FR3101835A1 (en) * 2019-10-10 2021-04-16 Psa Automobiles Sa SYSTEM AND PROCEDURE FOR CONTROL OF THE OPENING / CLOSING OF COMPULSORY PASSAGE ZONES, BY ANALYSIS OF THEIR ACCESS ROUTES

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DE602006000116D1 (en) 2007-10-31
FR2886036B1 (en) 2007-07-13

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