EP1854086A2 - Systeme et procede pour surveiller la circulation et pour prevoir la formation de bouchons et de ralentissements - Google Patents

Systeme et procede pour surveiller la circulation et pour prevoir la formation de bouchons et de ralentissements

Info

Publication number
EP1854086A2
EP1854086A2 EP05808844A EP05808844A EP1854086A2 EP 1854086 A2 EP1854086 A2 EP 1854086A2 EP 05808844 A EP05808844 A EP 05808844A EP 05808844 A EP05808844 A EP 05808844A EP 1854086 A2 EP1854086 A2 EP 1854086A2
Authority
EP
European Patent Office
Prior art keywords
detection device
slow
mean
time interval
given
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.)
Withdrawn
Application number
EP05808844A
Other languages
German (de)
English (en)
Inventor
Giuseppe Faranda Cordella
Mario Gambera
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Anas SpA Con Socio Unico Soc
Original Assignee
Centro Ricerche Fiat SCpA
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Centro Ricerche Fiat SCpA filed Critical Centro Ricerche Fiat SCpA
Publication of EP1854086A2 publication Critical patent/EP1854086A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions

Definitions

  • the present invention relates to a system and a method for monitoring road traffic and for predicting the development of queues and slow-downs.
  • sensors for example, inductive coils operating on electromagnetic principles (in detail, the operating principle is based on the variation of the resonant frequency of an electrical circuit caused by the passage of the metallic body of a vehicle) , or piezoelectric sensors (whose operation is based on the conversion of a compressive force, applied to piezoelectric materials, to an electrical magnitude) .
  • inductive coils operating on electromagnetic principles
  • piezoelectric sensors whose operation is based on the conversion of a compressive force, applied to piezoelectric materials, to an electrical magnitude
  • detection units positioned on the surface and transversely with respect to the axis of the road. These detection units are capable of detecting the presence of vehicles by evaluating the variations of a wave (electromagnetic or acoustic, for example) caused by the transit of vehicles along any given road section.
  • the various detection units are of the "standalone" type, in the sense that each of them processes the detected data in an autonomous way to evaluate the traffic conditions in the given road section assigned to it. For example, each detection unit can detect the presence of a stationary vehicle, and consequently signal a hazardous situation to approaching vehicles, or to other detection units.
  • these systems do not permit the complete monitoring of the road traffic conditions, or, in certain situations, the reliable and timely identification of slow-downs and queues.
  • the object of the present invention is therefore to provide a system and a method for monitoring road traffic which enable the known systems to be improved and enable the drawbacks associated with them to be overcome .
  • Figure 1 shows a schematic representation of a traffic monitoring system according to one aspect of the present invention
  • Figure 2 shows a schematic representation of a detection device belonging to the system of Figure 1;
  • Figure 3 shows time diagrams of electrical signals relating to the detection device of Figure 2;
  • FIG. 4 shows a flow diagram relating to operations carried out by local processing units belonging to the system of Figure 1;
  • Figure 5 shows a flow diagram relating to operations carried out by a central processing unit belonging to the system of Figure 1;
  • Figures 6 and 7 show schematically traffic situations corresponding to the detection of a minor slow-down and a serious slow-down, respectively, by the central processing unit of the system of Figure 1;
  • FIG. 8 and 9 show schematically traffic situations corresponding to the detection of a minor slow-down and a serious slow-down, respectively, in different embodiments of the present invention.
  • FIG. 1 shows a traffic monitoring system 1, configured so as to evaluate the fluidity of road traffic and predict the development of queues and slowdowns.
  • the traffic monitoring system 1 comprises a plurality of detection devices 2, and a central processing unit 4.
  • the detection devices 2 are positioned, preferably at regular intervals (advantageously separated by a distance d of 30 metres), along a section of road 3, preferably free of intersections and junctions (in connection with this it should be emphasized that the term "road” here denotes any urban or suburban road or motorway) .
  • the detection devices 2 are positioned in succession along one direction of travel of the road 3 (indicated by the arrow) so as to detect the same type of flow of vehicles 6, and are therefore indicated in Figure 1 by the progressive references Si, S 2 , ... S N (where N indicates the total number of detection devices 2 , which is preferably not less than three, for reasons which are made clear below) .
  • the central processing unit 4 is connected to the detection devices 2, in cable or wireless mode. In the latter case, the detection devices 2 and the said central processing unit 4 are provided with corresponding radio transceiver units 5.
  • each detection device 2 is configured to detect the passage of a vehicle 6 in a section of the road 3 for which it is responsible, and comprises a transmission unit 7, a corresponding reception unit 8, and a local processing unit 9, connected to the transmission unit 7, to the reception unit 8, and to the central processing unit 4.
  • the transmission unit 7 comprises a pair of transmitters 10 positioned side by side along the direction of travel, separated by an interval 1
  • the reception unit 8 comprises a pair of receivers 11 positioned to mirror the arrangement of the transmitters 10;
  • the transmission unit 7 and the reception unit 8 are conveniently integrated in corresponding road delineators 12, and are positioned on opposite sides of the road carriageway 3 and aligned in a transverse direction with respect to the said carriageway, so that each transmitter 10 is aligned transversely with respect to a corresponding receiver 11, and faces the latter.
  • Each transmitter 10 of the transmission unit 7 continuously generates a corresponding beam 14', 14'' of electromagnetic radiation (for example, infrared or laser radiation) which selectively hits a corresponding receiver 11 facing it.
  • This receiver 11 consequently generates a logical detection signal having a first level, for example a high value, when it is hit by the electromagnetic radiation beam sent by the corresponding transmitter 10, and a second logic level, a low value in the example, in the opposite case.
  • the detection signals (in other words the signals indicating the occurrence of a blockage of the beams 14 ', 14 ' ' ) are acquired by the corresponding local processing unit 9, to detect the transit of a vehicle 6 and the transit speed of the said vehicle 6.
  • a vehicle 6 in transit initially intercepts the beam 14' generated by the first transmitter 10 of the transmission unit 7 of a given detection device 2, causing the switching of the detection signal generated by the latter (indicated by
  • the successive switching of the detection signals r x and r 2 indicates to the local processing unit 9 that the transit of a vehicle 6 has taken place.
  • the time interval ⁇ t elapsing between the switching of the detection signals ri and r 2 indicates the speed of transit v of the vehicle 6, according to the formula:
  • the blocking times t x and t 2 are also used by the local processing unit 9 to determine false detections, for example those due to signal "rebounds" or dazzle, and accordingly to reject the corresponding transit and transit speed data.
  • the traffic monitoring system 1 also comprises a plurality of signalling devices 13 (of the light or acoustic type) , positioned along the sides of the carriageway of the road 3, and connected to the central processing unit 4 (again in cable or wireless mode) .
  • each of the signalling devices 13, which may for example consist of light sources and/or alphanumeric panels and/or acoustic indicators, is positioned at a corresponding detection device 2.
  • an on-board unit 16 is provided in each vehicle 6, and is configured so as to communicate in wireless mode with the central processing unit 4, to generate signals (of the light or acoustic type) for the driver.
  • the general operation of the traffic monitoring system 1 is as follows (see also Figures 4 and 5) .
  • Each detection device 2 continuously acquires (box 20) data relating to the flow of vehicles 6 in the road section, for which it is responsible, and to the speed of these vehicles 6.
  • each passage of a vehicle 6 causes an acquisition by the detection device 2 (indicated by a progressive index i) , which consists of the following data: date/time (timei) of detection, transit speed (vi) , expressed in km/hr, and blocking time (t ⁇ i) , expressed in seconds.
  • the blocking time toi relates to the first receiver of the pair of receivers 11 (and therefore coincides with the blocking time t x of Figure 3) .
  • the local processing unit 9 of each detection device therefore carries out (box 22) a local filtering of the data relating to each acquisition, in order to reject false readings.
  • V 1 0; vi ⁇ MAX (where MAX is a calibration threshold depending on the characteristics of the transmission and reception units 7, 8, being set to 255 for example) ; or
  • the local processing unit 9 therefore groups the acquisitions which it has found to be reliable into processing blocks, each having a predetermined duration, for example fifteen seconds, and within these.
  • processing blocks box 24
  • suitable aggregation operations to calculate synthesis indicators (an operation known as first-level aggregation) .
  • synthesis indicators an operation known as first-level aggregation
  • n the number of acquisitions judged to be valid within each processing block
  • n Vmed the mean speed of the vehicles, expressed in km/hr, and determined according to the relation:
  • Vmax the maximum speed of the vehicles, expressed in km/hr, equal to max(vi).
  • Vmin the minimum speed of the vehicles, expressed in km/hr, equal to min(vi) .
  • Each processing unit 9 therefore periodically sends the previously calculated synthesis indicators to the central processing unit 4 (box 26) by means of data packets relating to each processing block.
  • the central processing unit 4 can therefore access the following data:
  • R jf s (n j#s , F j/S , Tomed jfS , Vmed jiS , Vmax j#s , Vmin jfS ) , where j is an index relating to the chronological ordering of the data (and therefore indicating a given processing block of 15 seconds) , s is an index relating to the detection device 2 from which the data are sent and to its position along the carriageway, and R j , s indicates the set of synthesis indicators supplied by the given detection device s in the given processing block j .
  • the central processing unit 4 also provided with a suitable software module, carries out suitable calculations (described in detail below) on the basis of the data received from the various detection devices 2, to predict the occurrence of slow-downs and queues and signal them timely. As a function of the result of these calculations, the central processing unit 4 causes the signalling devices 13 to be switched on or off, according to the . traffic conditions and the consequent predicted level of risk. For example, the signalling devices 13 are controlled by the central processing unit 4 so that they emit a light signal which has different colours and different pulsation frequencies according to the seriousness of the risk situation which has been determined. For example, the following coding can be provided:
  • the central processing unit 4 communicates in wireless mode
  • the on-board unit 16 conveniently comprises a display (not shown) on which the received information is shown, and/or audio devices (not shown) which can communicate this information acoustically to the driver . Additionally, in order to identify any malfunctions and in order to enable a calibration procedure to be carried out on the detection devices 2, the central processing unit 4 periodically implements a procedure for controlling the detection devices 2.
  • this control procedure can be applied to the set of synthesis indicators R j , s received in a given monitoring interval (advantageously an interval of two hours in a period of the day statistically characterized by low traffic levels, for example the interval from midnight to two a.m.)
  • the acquired data are then centrally filtered (as described below) in order to delete the non-significant data packets, after which the mean value VMED 3 of the mean speeds Vmedj fS of the vehicles in the various processing blocks j is calculated for each detection device s:
  • VMEDs _j
  • a malfunction in a detection device s is then signalled if one of the following relations is true:
  • VMEDg not defined (in other words, all the data packets have been deleted in the aforesaid central filtering step) ;
  • N indicates the total number of detection devices 2 within the traffic monitoring system 1.
  • Vmedj,g Vmed j/S + VM - VMEDs.
  • the value VM - VMEDs is added to each individual speed measurement, in order to relate the mean of the speeds detected by each detection device s to the global mean of the speeds detected by all the detection devices .
  • the central processing unit 4 receives (box 30) a set of synthesis indicators Rj /S from each detection device s and for each processing block j . It then carries out a central filtering of the received data (box 32) , and in particular it deletes the mean speed values Vmed j,s for the data packets for which one of the following conditions is met:
  • the central processing unit 4 then carries out suitable monitoring to identify the occurrence of slow-downs which are minor or serious (queues) .
  • the central processing unit 4 processes in combination the data received from groups of detection devices 2 arranged in adjacent positions along the direction of travel, conveniently from groups of three detection devices 2.
  • the data supplied by the detection device s itself and by the immediately preceding and following detection devices s-1 and s+1 are processed in combination.
  • the central processing unit 4 monitors the occurrence of the following first relation, to identify a minor slow-down at the detection device s: (Vmed j, g ⁇ S 1 AND Vmed j+1,s ⁇ S 1 AND Vmed j+2 , a ⁇ Si AND NOT Vmedj. i f ⁇ + i ⁇ Si AND NOT Vmed j - 2/S+ i ⁇ S 1 AND (Vmed j+ i, s+1 ⁇ Si OR Vmedj + 2, s+ i ⁇ Si) ) ,
  • S 1 is a first speed threshold, set at 55 km/hr for example .
  • Figure 6 shows schematically a traffic condition corresponding to the occurrence of a minor slow-down.
  • the occurrence of the aforesaid first relation causes the identification of vehicles 6 having a mean speed below the first threshold Si by the detection device s in a given processing block j and in the next two processing blocks j+1 and j+2; the identification of vehicles 6 having a mean speed' greater than the first threshold S 1 by the immediately successive detection device s+1 in the preceding two processing blocks j-1, j-2; and the identification of vehicles 6 having a mean speed below the first threshold Si by the immediately successive detection device s+1 in at least one of the two successive processing blocks j+1, j+2.
  • the central processing unit 4 also monitors the occurrence of the following second relation (box 36) , to identify a serious slow-down (or queue) at the position of the detection device s:
  • S 2 is a second speed threshold, below the first speed threshold Si, for example 30 km/hr.
  • Figure 7 shows schematically a traffic condition corresponding to the occurrence of a serious slow-down.
  • the occurrence of the aforesaid second relation causes the identification of vehicles 6 having a mean speed below the second threshold S 2 by the detection device s in the given processing block j and in the next processing block j+1; the identification of vehicles 6 having a mean speed greater than the second threshold S 2 by the immediately preceding detection device s-1 in the preceding two processing blocks j-1, j-2; and the identification of vehicles 6 having a mean speed below the second threshold S 2 by the immediately preceding detection device s-1 in at least one of the two successive processing blocks j+1, j+2.
  • the central processing unit 4 activates (box 38) the corresponding hazard signals by means of the signalling devices 13 and/or by means of the onboard units 16.
  • the signalling of queues or slow-downs is maintained for a relatively short time, conveniently equal to 10 minutes, unless new alarms appear.
  • the central processing unit 4 Before receiving a new set of synthesis indicators R j, S relating to a new detection block j , the central processing unit 4 checks (box 40) whether a predetermined time interval has elapsed since the last control of the detection devices 2, and, if the answer is affirmative (box 42) , starts the procedure for controlling the detection devices 2 as described above.
  • the traffic monitoring system 1 provides reliable and timely predictive information on the variation of traffic, by suitably combining the data relating to the flow and the speed of the vehicles in transit detected by a plurality of detection devices 2 positioned along the carriageway.
  • the local filtering operations carried out by the local processing units 9 can overcome the errors caused by the fact that the viewpoint of the detection devices 2, which are positioned transversely with respect to the carriageway, is not optimal. For example, there are inevitable occurrences of blocking on multi-lane roads, caused by vehicles in the second and third lanes being superimposed on vehicles in the first lane, and these errors would cause distortions in the mean speed estimates.
  • the reliability of the system is further enhanced by the fact that the operation of the detection devices 2 is periodically monitored and that the devices are periodically calibrated.
  • Another particularly advantageous aspect is the fact that the detection devices 2 are provided with corresponding local processing units 9 which can carry out preliminary aggregation operations on the detected transit and speed data. In this way, the data sent to the central processing unit 4 are mediated and have been checked as to their reliability, thus simplifying the processing and reducing the response time of the central processing unit 4.
  • Tests conducted by the applicant have demonstrated a high reliability of the slow-down and queue signalling.
  • the probability of false signals over a period of one day is less than 10% for the occurrence of minor slowdowns, and is negligible (in other words less than 1%) for the occurrence of serious slow-downs.
  • the delay in the signalling of the occurrence of a minor slow-down has been found to be approximately 45 s, and the delay in the signalling of the occurrence of a serious slow-down has been found to vary from a minimum of 30 s to a maximum of 64 s; in all cases, these times are extremely brief, and allow timely signalling and a considerable reduction of the risks of accident for approaching vehicles.
  • different forms of monitoring can be provided for identifying the occurrence of minor and serious slow-downs .
  • the detection devices 2 are positioned at greater intervals d, of 150 metres for example, the occurrence of a minor slow-down is identified, if the following relation is true:
  • the occurrence of the aforesaid relation causes the identification of vehicles 6 having a mean speed below the first threshold S 1 by the detection device s in the given processing block j and in the immediately successive processing block j+1, and the identification of vehicles 6 having a mean speed below the first threshold Si by the immediately successive detection device s+1 in at least one of the two successive detection blocks j +1, j+2.
  • the tests conducted by the applicant revealed that the probability of false signals over a period of one day was less than 15% for the occurrence of minor slowdowns, and that the delay in the signalling of this occurrence of slow-downs was approximately 30 s.
  • the occurrence of the aforesaid relation causes the identification of vehicles 6 having mean speeds below the second threshold S 2 by the detection devices s, s+1 and s+2 in the given processing block j , and the identification of a zero flow of vehicles 6 by the detection devices s+3, s+4 and s+5 in the same given processing block j .
  • the traffic data received from six consecutive detection devices 2 along the direction of travel are processed in combination.
  • synthesis indicators could be calculated in a different way with respect to what has been described; for example, a harmonic mean operation could be carried out on the acquired data.
  • the central processing unit 4 is not provided with a wireless transmission unit, the information on the variation of the traffic can be distributed to the various vehicles by means of radio communication devices (integrated into the signalling devices 13 for example) located along the carriageway and connected in cabled mode to the central processing unit 4.
  • radio communication devices integrated into the signalling devices 13 for example
  • detection devices 2 can be provided along each direction of travel.
  • the transmission units 7 can be positioned on both sides of the carriageway, and the corresponding reception units 8 can be positioned along the axis of the road, for example in a traffic divider.
  • the transmission unit 7 and the reception unit 8 of the detection devices 2 can be positioned on the same side of the carriageway (being conveniently integrated into a single delineator) .
  • suitable means can be provided on the opposite side of the carriageway, in a facing position, to reflect the beam 14', 14'' of electromagnetic radiation generated by the transmitters 10 of the transmission unit 7.
  • the first and second transmitters 10 of each transmission unit 7 can transmit electromagnetic radiation at different frequencies (for example, 5 kHz for the first and 15 kHz for the second) .
  • the transmitters 10 and the receivers 11 could also operate with sound waves (ultrasound, for example) or with other types of mechanical or electrical signal: in all cases, the operation of the detection devices 2 will still be based on the alteration of a transmitted signal caused by the transit of vehicles.
  • the central processing unit 4 not only can activate the signalling device 13 in the corresponding position, but also can activate further signalling devices 13 located upstream with respect to the direction of travel, so as to provide timely signalling to approaching vehicles 6.

Abstract

Dans un système (1) destiné à surveiller la circulation et à prévoir la formation de ralentissements, une pluralité de dispositifs de détection (2) sont disposés en séquence le long de la chaussée d'une route (3), chacun d'entre eux comprenant une unité de traitement locale (9) configurée pour générer des données de circulation se rapportant au trafic de véhicules (6) sur la route (3) ainsi qu'une unité centrale de traitement (4) connectée aux unités de traitement locales (9); cette unité centrale est configurée pour recevoir les données relatives à la circulation et pour traiter de façon combinée les données de trafic reçues des unités de traitement locales (9) afin d'évaluer la fluidité du trafic de véhicules sur la route (3) et afin de former une prévision de formation de bouchons et de ralentissements. Des dispositifs de signalisation (13, 16) sont connectés à l'unité centrale de traitement (4) et sont activés par cette dernière en réponse à la prévision de formation de bouchons et de ralentissements.
EP05808844A 2005-03-04 2005-10-17 Systeme et procede pour surveiller la circulation et pour prevoir la formation de bouchons et de ralentissements Withdrawn EP1854086A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITTO20050138 ITTO20050138A1 (it) 2005-03-04 2005-03-04 Sistema di valutazione della fluidita' del traffico stradale o autostradale e di predizione della formazione di code e rallentamenti
PCT/IB2005/003708 WO2006092659A2 (fr) 2005-03-04 2005-10-17 Systeme et procede pour surveiller la circulation et pour prevoir la formation de bouchons et de ralentissements

Publications (1)

Publication Number Publication Date
EP1854086A2 true EP1854086A2 (fr) 2007-11-14

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05808844A Withdrawn EP1854086A2 (fr) 2005-03-04 2005-10-17 Systeme et procede pour surveiller la circulation et pour prevoir la formation de bouchons et de ralentissements

Country Status (3)

Country Link
EP (1) EP1854086A2 (fr)
IT (1) ITTO20050138A1 (fr)
WO (1) WO2006092659A2 (fr)

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US8242476B2 (en) 2005-12-19 2012-08-14 Leddartech Inc. LED object detection system and method combining complete reflection traces from individual narrow field-of-view channels
US8600656B2 (en) 2007-06-18 2013-12-03 Leddartech Inc. Lighting system with driver assistance capabilities
CA2691141C (fr) 2007-06-18 2013-11-26 Leddartech Inc. Systeme d'eclairage avec fonctions de gestion de trafic
EP2235561B8 (fr) 2007-12-21 2017-05-31 Leddartech Inc. Procédés et systèmes de détection et de télémétrie
US8723689B2 (en) 2007-12-21 2014-05-13 Leddartech Inc. Parking management system and method using lighting system
WO2011077400A2 (fr) 2009-12-22 2011-06-30 Leddartech Inc. Système de surveillance 3d actif pour une détection de trafic
US8908159B2 (en) 2011-05-11 2014-12-09 Leddartech Inc. Multiple-field-of-view scannerless optical rangefinder in high ambient background light
US9378640B2 (en) 2011-06-17 2016-06-28 Leddartech Inc. System and method for traffic side detection and characterization
CN102496284A (zh) * 2011-12-24 2012-06-13 重庆大学 一种道路交通流量采集及预测方法
CA3112113A1 (fr) 2012-03-02 2013-09-06 Leddartech Inc. Systeme et procede pour une detection et une caracterisation de la circulation a objectifs multiples
JP6938371B2 (ja) 2014-09-09 2021-09-22 レッダーテック インコーポレイテッド 検出ゾーンの離散化
US9426627B1 (en) 2015-04-21 2016-08-23 Twin Harbor Labs, LLC Queue information and prediction system

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AU2001253856B2 (en) 2000-03-15 2005-01-27 Raytheon Company Automatic incident detection
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Also Published As

Publication number Publication date
WO2006092659A3 (fr) 2006-10-26
ITTO20050138A1 (it) 2006-09-05
WO2006092659A8 (fr) 2007-04-26
WO2006092659A2 (fr) 2006-09-08

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