EP1830332A2 - System zur Ampelregelung - Google Patents

System zur Ampelregelung Download PDF

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Publication number
EP1830332A2
EP1830332A2 EP07250903A EP07250903A EP1830332A2 EP 1830332 A2 EP1830332 A2 EP 1830332A2 EP 07250903 A EP07250903 A EP 07250903A EP 07250903 A EP07250903 A EP 07250903A EP 1830332 A2 EP1830332 A2 EP 1830332A2
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EP
European Patent Office
Prior art keywords
signal
controller
slave
light
unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP07250903A
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English (en)
French (fr)
Other versions
EP1830332B1 (de
EP1830332A3 (de
Inventor
Malcolm James Walker
Ian Stuart Taylor
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Hatton Traffic Management Ltd
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Hatton Traffic Management Ltd
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Publication date
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Publication of EP1830332A2 publication Critical patent/EP1830332A2/de
Publication of EP1830332A3 publication Critical patent/EP1830332A3/de
Application granted granted Critical
Publication of EP1830332B1 publication Critical patent/EP1830332B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/081—Plural intersections under common control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/095—Traffic lights
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/097—Supervising of traffic control systems, e.g. by giving an alarm if two crossing streets have green light simultaneously

Definitions

  • the present invention relates to traffic light control systems, and more particularly to systems for controlling the operation of signal units in a set of traffic lights.
  • An important requirement in relation to traffic lights is ensuring the safety of road users in the event of any technical failures in the operation of the traffic lights.
  • a road user may be under the misapprehension that it is safe when in fact traffic from his direction should be halted, and conflicting traffic from another direction has been signalled that it is safe.
  • the signal state of all the signal units in a set of traffic lights should be continuously monitored, in order that a failure condition procedure can be promptly initiated, usually by switching all the signal units to a red signal condition.
  • any control system should be able to recognise a failure condition as quickly as possible.
  • one of the signal units would normally be provided with a master controller, with the other three signal units each being provided with a respective slave controller.
  • the master controller successively interrogates each of the slave controllers in turn to determine its current state. This includes, which signal lamp is illuminated at the time, but usually also other features which may be of interest such as, for example, the charge condition of a battery used to power the signal unit lights.
  • the master controller waits for the response from the interrogated slave controller before proceeding onto the next one.
  • TTL traffic light
  • a traffic light control system comprising a plurality of controllers each for controlling a traffic light signal unit, one of the controllers being a master controller and the other or others slave controllers, wherein the master controller is operable to transmit to each slave controller the required signal state of its associated signal unit and each slave controller is operable to compare the actual signal state of its signal unit with its required state as defined by the last required state received from the master controller and activate a failure condition procedure in the event of a conflict between the actual and the required signal states.
  • each slave controller is operable to operate and monitor its associated signal unit and monitor any respective detector unit provided.
  • the master controller is operable to successively interrogate each of the slave controllers and receive a status and/or traffic reports therefrom.
  • the master controller is operable to transmit signal unit switching commands as and when required, for example in response to a traffic report from one or more of the slave controllers.
  • each of the slave controllers is operable to monitor all signal change system broadcasts to all slave control modules, and maintain a system status record indicating the current signal status of all signal units, whereby a given slave controller can compare the signal status of the signal unit to which it is connected, with the signal status of other signal units and check for any conflict with the signal status of other signal units.
  • a given slave controller receives a switching command to switch its signal unit from red to green, and the slave controller is aware that another signal unit is still at green, then it can immediately enter a fault condition procedure.
  • the required signal state of a given signal unit may typically be red or green. Where an amber signal is also included, one or more further states such as amber and red + amber may be available.
  • the signal state depends on where in its operating sequence cycle the traffic light set is taking into account any available override conditions, for example, when a particular approach direction is given priority following detection of an approaching vehicle etc.
  • other dangerous faults which may occur include a particular signal, especially a green signal sticking in an illuminated state, so that when another signal unit also switches to a green signal state, this can result in multiple green signal states in conflict with one another, or a critically low battery power level.
  • One preferred procedure comprises switching the affected signal unit to red.
  • Another possible procedure involves switching off of the signal unit.
  • the individual controller would then desirably attempt to switch the signal unit back on at red, and resume monitoring of the signal state of the signal unit.
  • a serious failure condition is still found, for example if red and green are both on in the signal unit, then the signal unit is switched off.
  • the slave controller reports the incorrect signal state and fault condition it has detected.
  • the master control module can then initiate a system wide failure condition procedure.
  • One preferred procedure comprises switching all the signal units to red.
  • Another possible procedure involves switching all of the signal units off.
  • the procedure may also include sending a communication signal e.g. a text message, to a central, operator-supervised, control, when a suitable communication channel, for example a cell-phone, is available.
  • the present invention can be used with either fixed traffic light sets or temporary traffic lights sets, such as those used at the site of road works and the like.
  • temporary traffic light control systems the user or owner of these may at any given time hold a more or less large inventory of signal units, which may be required to be deployed in various different combinations, for example 2-phase, 3-phase or 4-phase operation, according to the number of different traffic flow streams to be controlled at the site, from week to week, or even day to day. Therefore, it is desirable that individual signal units should be as flexible as possible in their use and application.
  • each controller may be provided with both master and slave controller capabilities, and may include means for switching between these, so that any signal unit may readily be reconfigured for master or slave operation.
  • the master and/or the slave controllers may be implemented via discrete dedicated processors or as discrete software modules operated on a single processor.
  • the master and slave controllers within an individual unit inter-communicate only via an internal communications bus, conveniently RS485 type, to which the inter-unit controller communications system e.g. wireless controller for a wireless modem, or wired network, conveniently RS485 type, is coupled. This helps ensure that the slave controllers in all different units receive the same information.
  • Each slave controller may comprise a light supervisor responsible for monitoring the status of the signal head of a signal unit, and a light controller responsible for control of the respective signal head. Each slave controller is also responsible for communications between its associated signal unit and other signal units, and in particular, with the master controller.
  • the light supervisor and light controller may be implemented as separate software modules operating in one processor, or within separate microprocessors. This provides a further level of safety insofar as if one were to fail the other could still be effective in entering a suitable fault condition procedure.
  • the light controller functions comprise switching power on and off to individual light units, e.g. red, green, of the signal unit.
  • the light supervisor functions comprise monitoring which light unit(s) is (are) on at a given time.
  • the light supervisor functions may additionally comprise one or more of: monitoring the light intensity of a given light unit, monitoring the ambient light intensity, and comparing the relative light intensities.
  • the light controller may provide a master control for the power supply to the light units.
  • the light supervisor and slave light controller implemented in separate processors, then an additional level of safety could also be provided in this case, by the slave light supervisor also providing a master control "power enable" for the power supply to the light units.
  • a particular benefit of the present invention is the increased signals traffic capacity in the communication channel(s) between the various controllers. This allows for expansion of the traffic light control system with various additional units that can be used to improve one or more of traffic safety, traffic flow capacity of the controlled junction or site, communication with the road user, and reduced traffic delays.
  • Various detectors may be used for sensing one or more of traffic speed, traffic flow rate (number of vehicles passing a given point), length of stationary traffic queue, signal status of a separate upstream and/or downstream traffic light control system, etc. Sensed conditions may be communicated to the master controller. Suitable detectors are known in the art and available commercially.
  • the master controller may be coupled to various other types of signalling units for communicating with road users, such as displays which can be activated to display various types of information that may be helpful to road users such as: an applicable speed limit and/or the actual speed of a vehicle passing a suitable detector, an estimated waiting time, warning of a fault condition in the control system, etc.
  • Such additional units may readily be connected to the control system communications channels in the same way as the controllers.
  • a fast reaction to a fault condition can be achieved by means of the built in ability of the slave control module to monitor compliance of the signal unit with its required status and to initiate a fault condition procedure in the event of any conflicts, independently of any monitoring of the system at the master control module.
  • the interrogation protocol used by the master controller may be substantially the same as with a conventional monitoring system.
  • Typical interrogation protocols include any required combination or sub-combination of status elements such as: lamp failure, battery charge level, other power supply level (e.g. from a generator or a mains supply), and various non-system critical items such as "radar demands” i.e. detection of an approaching vehicle by a vehicle detection radar device provided at a signal unit associated with the respective slave controller, ambient light intensity, etc.
  • the interrogation protocol may include lamp signal status monitoring, including one or more of: signal state i.e. which colour lamp(s) is (are) switched on, the intensity of the light from the lamp(s) switched on, the intensity of the lamp light relative to the ambient light intensity, etc.
  • the controllers may be provided with any convenient form of user interface, including "hard” interfaces such as switches (including rotary switches) or “soft” interfaces such as touch screens, for selecting master control module status (active or inactive), initializing the system at the master controller (with the active master control module) for registration of all the individual slave control modules of all the signal units, and any other detector and/or signalling units in the control system, and various control parameters such as type of phase operation required (typically 2, 3 or 4 - phase), timing (e.g. minimum and/or maximum duration of each phase), and "all at red” timings.
  • hard interfaces such as switches (including rotary switches) or “soft” interfaces such as touch screens
  • the master controller may be provided with at least one communication channel for communicating with each of the slave controllers.
  • a method for controlling a traffic light control system having a plurality of controllers each for controlling a traffic light signal unit, one of the controllers being a master controller and the other(s) being slave controllers, the method comprising transmitting from the master controller to each slave controller a required signal state for its associated signal unit; and implementing at each slave controller the required signal state, the method being characterised by the slave controller: comparing the actual signal state of its signal unit with its required state as defined by the last required state received from the master controller and activating a failure condition procedure in the event of a conflict between the actual and the required signal states.
  • FIG. 1 shows a 4-phase traffic light control system of the invention 1 in use in a set of traffic lights 2 for a 4-way junction, and comprising four signal units 3a-3d, each provided with a respective controller 4a-4d.
  • the controllers 4a-4d are essentially identical. Each one is switchable to either master controller or slave controller mode operation. This is done when the control system 1 is initially set up.
  • the first controller 4a is designated to be the master controller MC, and the other three slave controllers SC 4b-4d.
  • Each controller 3a-3d is provided with a wireless modem WM 5 for sending and receiving signal transmissions 6 from one or more other controller as appropriate.
  • Each signal unit 3a-3d also is provided with a radar detector D 7, and a signal head control unit SHC 8.
  • FIG 2 shows a controller 4.
  • This comprises a light controller LC 9, light supervisor LS 10, and wireless controller WC 11 which has a RS232 connection 12 to the wireless modem 5.
  • the radar detector D 7 is connected to the light controller 9.
  • the light controller 9 also has a master control module 13 and a slave control module 14. Normally only the slave control module 14 is active, but in the case of the master controller 4a (see Figure 1), the master control module 13 is also activated at initial set up by a master-slave select switch 15.
  • the active master control module 13 is connected to the slave control module 14 and light supervisor 10 of the master controller 4a, and the wireless controller 11, via an RS485 bus 16. Where wireless communication is practical, the master control module 13 would normally communicate with the slave control modules 14 of the light controllers 9 and the light supervisors 10 of the slave controllers 4b-4d via the wireless controllers 11 and wireless modems 5. Where this is not practical, then communication may be effected instead via RS485 cabling 17 interconnecting the RS485 buses 16 of all the controllers 4a-4d. If desired it would also be possible to have certain controllers 4 interconnected wirelessly and other by RS485 cabling.
  • the master control module 13 communicates in a generally similar manner with the slave control modules 14 of all the controllers both master 4a and slaves 4b-4d via the RS485 bus.
  • Any additional optional elements such as a remote control interface 18, PC interface 19, display device 20 for e.g. one or more of controller status information, diagnostics information, operation information e.g. running timer of current signal unit phase, error codes, etc, and human interface device 21 such as a keypad, rotary and/or other kinds of switches, would also be connected to the RS485 bus.
  • the radar detector D 7 positioned on top of each signal unit 3 On detecting a vehicle, the radar detector D 7 positioned on top of each signal unit 3, generates an output signal, which is connected directly to an input port on the light controller 9. This signal causes the light controller 9 to recognise the presence of a vehicle. This information may be used by the master control module 13 to influence the switching of the green phases on the signal units 3.
  • the signal head controller 8 is comprised of three control modules - one for each of the red, amber and green signal lights 26.
  • Figure 3 shows schematically the principal parts of one such signal head control module 8a, and its interfacing with the signal unit 3 and master/slave controller 4.
  • the signal head control module 8a has a first microcontroller MC1 PC 22 which provides a pulsing control of the duration of the power supplied from the power supply BV 23 (see also further description below with reference to Figure 5) to an LED drive circuit LED DC 24 connected to the LED array 25 of a respective signal light 26 of the signal unit 3.
  • a pulsed mode of operation it is possible to considerably overdrive an LED, compared to it being continuously on, in order to maximise the light output.
  • the first microcontroller also measures the voltage from the battery in order to determine the optimum mark/space ratio to modulate the LED array. As the battery slowly discharges the voltage measured by the microcontroller will fall. The light output level depends on the current flowing through the LEDs. Any reduction in supply voltage will reduce this current, and consequently the light intensity from the LEDs. Therefore as the battery voltage falls, the microcontroller increases the mark, or on period, to compensate.
  • the first microcontroller 22 also monitors the voltage output from an ambient light sensor 27, which is incorporated into the case of the signal head 3. This is used to detect when the ambient light has reduced sufficiently so that the LED arrays may be driven in 'dimmed' mode. In this mode, the light intensity may be reduced to 20 - 25% of the light intensity required in daylight conditions. The dimming is achieved by reducing the mark period.
  • the signal head control module 8a in the signal head controller 8 also has a second micro-controller MC2 IP 28 which is responsible for sending signal head status reports to the light supervisor 10 of the controller 4.
  • the second micro-controller 28 monitors the light intensity measured by a respective photo-sensor 29 placed just off-centre within the LED array 25 of each signal light 26 and positioned to face slightly down towards the LEDs thereof. In this position the photo-sensor 29 is substantially unaffected by incident external light. This photo-sensor 29 provides a voltage signal, which is directly proportional to the light intensity generated by that array.
  • the second microcontroller 28 also monitors the output from the ambient light sensor 27.
  • the microcontroller is able to signal via a status line that: the array is off; or the array is on with sufficient intensity for the ambient light level; or the array is on with just acceptable intensity for the ambient light level but has reduced output from normal and maintenance may be required; or the array is on with unacceptable intensity for the ambient light level and requires maintenance.
  • Each of the second MC2 microcontrollers 28 uses a single status line to signal, by means of pulse width modulation, to its light supervisor 10. Conditions which require maintenance or repair can be reported by using the diagnostic LCD display 20 on the controller 4.
  • the master-slave select switch 15 on the master controller 4a having been set to master mode operation for that controller only, the user then selects the number of phases (up to 4 in the present case), and the junction red and green times via the human interface device 21 - conveniently rotary switches on the master front panel.
  • the master controller 4a attempts to locate the number of slave controllers 4b-4d indicated by the phase number selected. This process is known as system registration.
  • the master control module 13 will manage the sequencing of the traffic light signal units 3a-3d according to the user selected operating mode and the red & green times for each part of the junction controlled by the system 1.
  • the master control module regularly broadcasts the required state of all signal units 3a-3d and in turn interrogates all signal units 3a-3d including its own slave control module 14.
  • the individual light controllers 9 apply their instructed light state to the respective first microcontrollers 22 that enable the red, amber and green light drivers 24.
  • Figure 5 shows schematically various control connections between the light controller 9, light supervisor 10, and signal head controller 8.
  • a light power enable output 30 from the light controller 9 and a separate light power enable output 31 from the light supervisor 10 are used to enable respective ones of two relays R1, R2 32, 33.
  • the relays 32, 33 are wired in series and when enabled arc used to connect power supply BV 23 to the control modules 8a etc, in the signal head controller 8. If either power enable signal 30 or 31 is off, then the signal head controller 8 is disconnected from the power feed and all the lights are switched off. If the applied light state is invalid, e.g. Amber and Green together, then the light supervisor 10 turns its light power enable output 31 off.
  • the light supervisors 10 Upon receipt of the broadcast, the light supervisors 10 compare the instructed signal state with signals from the red, amber and green photo-sensors 29 within the signal head 3. The light state decoded from these signals is the state that the light supervisor 10 reports when it is interrogated. If the light supervisor 10 detects a conflict between the decoded light state and the instructed light state it will turn off its light power enable signal i.e. switch off the power to the signal head 3.
  • the status information from the signal head 3 allows the light supervisor 10 to distinguish between a head 3 not working correctly / not connected / broken wire, light off, light working satisfactorily, and light working satisfactorily but maintenance may be required. This information can then be reported by a diagnostic unit or monitoring unit.
  • the light controller slave control module 14 Immediately that an error condition is detected, which has caused power to the signal head 3 to be removed, an attempt is made to restore the power and turn on the red light of the signal unit 3. In the case of a soft or transient error the light controller slave control module 14 will be able to recover to this position. In the case of a hardware error or conflict, e.g. red and green on the same signal head are detected as being on simultaneously, then the power will be removed again from the signal head 3 and a message will be sent to the diagnostic display unit 20.
  • the light controller 9 and light supervisor 10 also receive a synchronization status signal from one another. If either detects loss of synchronization, then their power enable signal is turned off i.e. the respective relay 32, 33 is released causing the signal head power supply 23 to switch off.
  • the slave control modules 14 of the various controllers 4a-4d can also receive status report transmissions from the light supervisors 10 of other controllers 4a-4d, and detect any conflicts such as, for example, when a given controller which has its own signal unit at green, detects that the controller for another signal unit is also green, then it can recognize this as a "conflict" and initiate suitable failure condition procedure. It should be noted that in cases where two traffic flows would be controlled by signal units on the same signal light setting, i.e. red at the same time, and green at the same time, then the two signal units would normally be connected and controlled by a common controller 4.
  • the master control module 13 continuously monitors the system 1 by transmitting messages, each containing the required system state including the signal status of all the signal units and interrogating individual light controllers 9 (slave control module 14) and light supervisors 10, of each of the controllers 4a-4d, in turn.
  • each such message transmission from the master control module 13 generally takes about 50 milliseconds, followed by a similar window for receiving the status report reply. If this is in order, then the next slave control module 14 is interrogated etc, so that in a 4-phase system, interrogation of all 4 controllers can be completed within 400 ms, which is well within current limits for the detection of a failure condition at any one of the signal units in a control system.
  • the interrogation transmission for that unit is repeated once, to allow recovery from any momentary glitch.
  • the master control module 13 will initiate a failure condition procedure, for example, the master control module 13 broadcasts a new system state of all reds whilst continuing to query all controllers 4a-4d, in turn. The broadcasting of the all reds system state continues for up to 10 seconds. If during this time communication is re-established for 2 seconds without an error the system will restart the normal required light sequence control.
  • the controllers 4 communicate by a protocol that defines that information is transferred by messages.
  • a remote control unit 36 is to be connected to the remote control interface 18 of a master/slave controller 4a-4d of a system
  • the remote control unit 36 can then be disconnected and then be connected to a slave controller 4b-4d.
  • the remote control unit 36 will operate with the master controller 4a from which it receives interrogation and which has already logged its serial number. This means it is possible to register a remote control unit with several masters in different systems at different time but the remote control unit 36 will only control one system 1 at any one time.
  • additional detector units may be connected to the system so that scheduling decisions can be made which are based upon traffic flow which has not yet reached the traffic light system.
  • These detectors are typically radar detectors.
  • the information from these detectors can be passed to the master controller in two different ways. For example, a number of such detectors can be included into the RS485 and wireless communications system. If in a four-phase system, an additional radar detector were to be provided upstream in each direction, then there would be eight radar detectors in the overall system (4 units on signal heads and 4 in upstream positions). It is important to note that in such a system the time critical nature of the master - slave communications requires absolute priority over non-time critical information provided by any additional radar detectors.

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  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
EP07250903A 2006-03-04 2007-03-05 System und Verfahren zur Ampelregelung Not-in-force EP1830332B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GBGB0604393.9A GB0604393D0 (en) 2006-03-04 2006-03-04 Traffic light control system

Publications (3)

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EP1830332A2 true EP1830332A2 (de) 2007-09-05
EP1830332A3 EP1830332A3 (de) 2008-06-04
EP1830332B1 EP1830332B1 (de) 2012-07-25

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WO2009086994A1 (de) * 2008-01-07 2009-07-16 Siemens Aktiengesellschaft Verkehrssignalisierungsmodul, verkehrssignalisierungssystem und verfahren zum betrieb eines verkehrssignalisierungssystems
EP2490197A1 (de) * 2009-08-03 2012-08-22 Hatton Traffic Management Ltd Verkehrssteuerungssystem
EP2706519A3 (de) * 2012-09-07 2014-07-23 Roberto Ronchetti Impianti Elettrici SA Signalisierungssäule zur Erhöhung der Sicherheit an einem Fussgängerüberweg
JP2017520831A (ja) * 2015-02-15 2017-07-27 キーランド テクノロジー カンパニー リミテッド 高度道路交通ネットワークの分散型冗長制御方法およびシステム
JP2018055661A (ja) * 2016-09-26 2018-04-05 キーランド テクノロジー シーオー．， エルティーディー． クラウド型高度道路交通の制御システム
CN108847036A (zh) * 2018-06-26 2018-11-20 江苏智通交通科技有限公司 带有修正机制的交通信号控制方案配置系统
GB2565300A (en) * 2017-08-07 2019-02-13 Jason Oldfield Andrew Temporary traffic signalling system
WO2019161501A1 (en) 2018-02-21 2019-08-29 Miovision Technologies Incorporated System and method for providing a digital intersection
EP3599595A1 (de) * 2018-07-27 2020-01-29 Siemens Mobility GmbH Lichtsignalanlage mit schutz vor einem mastangriff
WO2020070490A1 (en) * 2018-10-02 2020-04-09 Invenio Systems Ltd Traffic light monitor
WO2020094724A1 (en) * 2018-11-09 2020-05-14 Eberle Design, Inc. Traffic validation system and method
WO2021177811A1 (es) * 2020-03-05 2021-09-10 Zuniga Lara Ricardo Isidro Semáforo con luz amarilla como transición de arranque
JP2021139238A (ja) * 2020-03-09 2021-09-16 中日本ハイウェイ・メンテナンス中央株式会社 誘導灯連動システム、誘導灯、動作プログラム及び連動方法

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Cited By (20)

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Publication number Priority date Publication date Assignee Title
DE102008003439A1 (de) * 2008-01-07 2009-07-16 Siemens Aktiengesellschaft Verkehrssignalisierungsmodul, Verkehrssignalisierungssystem und Verfahren zum Betrieb eines Verkehrssignalisierungssystems
DE102008003439B4 (de) * 2008-01-07 2009-09-17 Siemens Aktiengesellschaft Verkehrssignalisierungsmodul, Verkehrssignalisierungssystem und Verfahren zum Betrieb eines Verkehrssignalisierungssystems
WO2009086994A1 (de) * 2008-01-07 2009-07-16 Siemens Aktiengesellschaft Verkehrssignalisierungsmodul, verkehrssignalisierungssystem und verfahren zum betrieb eines verkehrssignalisierungssystems
EP2490197A1 (de) * 2009-08-03 2012-08-22 Hatton Traffic Management Ltd Verkehrssteuerungssystem
EP2706519A3 (de) * 2012-09-07 2014-07-23 Roberto Ronchetti Impianti Elettrici SA Signalisierungssäule zur Erhöhung der Sicherheit an einem Fussgängerüberweg
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JP2017520831A (ja) * 2015-02-15 2017-07-27 キーランド テクノロジー カンパニー リミテッド 高度道路交通ネットワークの分散型冗長制御方法およびシステム
EP3139360A4 (de) * 2015-02-15 2017-12-20 Kyland Technology Co., Ltd. Verfahren und system zur verteilten redundanzsteuerung für intelligentes transportnetzwerk
JP2018055661A (ja) * 2016-09-26 2018-04-05 キーランド テクノロジー シーオー．， エルティーディー． クラウド型高度道路交通の制御システム
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CN112074884A (zh) * 2018-02-21 2020-12-11 迈威视觉技术股份有限公司 提供一种数字式交叉路口的系统和方法
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GB0704296D0 (en) 2007-04-11
EP1830332B1 (de) 2012-07-25
GB2435708A (en) 2007-09-05
GB2435708B (en) 2010-07-21
EP1830332A3 (de) 2008-06-04
GB0604393D0 (en) 2006-04-12

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