EP2887332B1 - Procédé et système de détermination d'une situation de trafic sur une voie de circulation - Google Patents

Procédé et système de détermination d'une situation de trafic sur une voie de circulation Download PDF

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Publication number
EP2887332B1
EP2887332B1 EP14196186.2A EP14196186A EP2887332B1 EP 2887332 B1 EP2887332 B1 EP 2887332B1 EP 14196186 A EP14196186 A EP 14196186A EP 2887332 B1 EP2887332 B1 EP 2887332B1
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EP
European Patent Office
Prior art keywords
traffic
data
stretch
road
traffic data
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Active
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EP14196186.2A
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German (de)
English (en)
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EP2887332A1 (fr
Inventor
Peter Aicher
Ralf Kohlen
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Siemens AG
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Siemens AG
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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
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0116—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from roadside infrastructure, e.g. beacons
    • 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
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • 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
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0145—Measuring and analyzing of parameters relative to traffic conditions for specific applications for active traffic flow control

Definitions

  • the invention relates to a method and a system for determining a traffic situation on a road.
  • the invention further relates to a computer program.
  • the publication (“From traffic jam to traffic information - data fusion as part of an overall process (From Jams on the Road to Traffic Information - Data Fusion as a Part of the Traffic Modeling Process)" describes how from different sources of information a traffic situation can be determined.
  • the publication WO 2007/103180 A1 shows a computer-implemented method for determining estimated average speed information of vehicles driving on roads.
  • the publication US 2010/0079306 A1 shows a method and a system for determining a travel time.
  • the traffic situation is determined based on local traffic data, the local traffic data comprising a passage and a speed of a vehicle passing a measuring cross section of a traffic detector, the traffic detector being arranged on the road.
  • vehicles send their travel time and / or their travel speed on a road route as distance-related traffic data to a server which determines a traffic situation or traffic situation based on the distance-related traffic data.
  • the object underlying the invention can be seen to provide an improved method for determining a traffic situation on a road.
  • the object underlying the invention can also be seen to provide a corresponding system.
  • the object underlying the invention can also be seen to provide a corresponding computer program.
  • a system for determining a traffic situation on a road route comprising a processing device, in particular a computer, which is set up to execute the method for determining a traffic situation on a road.
  • a computer program comprising program code for carrying out the method for determining a traffic situation on a road route when the computer program is executed on a computer, in particular a processing device.
  • the local traffic data is only merged with the route-related traffic data if the traffic data determined on the basis of the route-related traffic data Traffic situation corresponds to the determined based on the local traffic data traffic situation, a consistent interpretation and analysis of the merged traffic data is possible in order to determine the traffic situation accordingly.
  • the merger allows any incomplete or incomplete traffic data records to be completed so that, in effect, more traffic data (the merged traffic data) is available to determine the traffic situation relative to only the local or only the route-related traffic data. As a result, in particular advantageously an improved determination of the traffic situation is effected.
  • the test step with the specified condition ensures that the route-related traffic data and the local traffic data are not in conflict with each other, which could then lead to a determination of a corrupted traffic situation in the case of a data fusion.
  • the traffic situation which was determined on the basis of the local traffic data, serves as a reference.
  • the analysis of the route-related traffic data must therefore lead to the same result, the determined traffic situation, as the analysis of the local traffic data.
  • the traffic situation that was determined based on the route-related traffic data must therefore correspond to the traffic situation that was determined on the basis of the local traffic data before the merger is performed, not vice versa.
  • the local traffic data indicate a traffic jam
  • the route-related traffic data does not indicate a traffic jam
  • traffic data can also be referred to in particular as traffic measured values.
  • a traffic situation can hereinafter also be referred to as a traffic situation information or as a traffic situation.
  • the determination of the traffic situation is carried out on the basis of the route-related traffic data depending on a control parameter of a traffic light system arranged on the road.
  • the control parameter can be, for example, a circulation time of the traffic signal system.
  • a round-trip time refers to a time between two consecutive red or stop signals, ie, for example, a time that elapses when the traffic light system switches from a red, to a yellow, then to a green and then back to a red signal
  • the determination can be carried out based on a plurality of control parameters n, which may in particular be identical or preferably formed differently.
  • the determination of the traffic situation is carried out based on the local traffic data based on a location of the traffic detector within the roadway.
  • the position comprises a distance of the traffic detector to a stop line assigned to a traffic signal, the distance being set in relation to a length of a backlog which can be reduced within one round trip time of the traffic signal system, wherein the determination of the Traffic situation is carried out based on the local traffic data based on the ratio.
  • the determination of the traffic situation based on the local traffic data and / or the determination of the traffic situation based on the route-related traffic data is performed depending on a respective quality factor, respectively associated with the local traffic data and the route-related traffic data.
  • a parameter for controlling and / or interpreting the traffic situation is derived based on the merged traffic data.
  • a traffic situation can be determined according to four traffic levels, as published in the "Leaflet for the equipment of traffic computer centers and sub-centers" (MARZ 99) of the Federal Highway Research Institute, Bergisch Gladbach.
  • Traffic levels can be, for example, “free traffic”, “dense traffic”, “slow traffic” and “traffic jams”. This means in particular that the determination of the traffic situation indicates which traffic level exists on the road. This means, in particular, that it is determined when determining the traffic situation whether there is “free traffic”, “dense traffic”, “slow-moving traffic” or a "traffic jam" on the road.
  • the core of the invention thus consists in particular of the type of data fusion between local or stationary (local and stationary can be used interchangeably in the sense of the present invention) and distance-related traffic measured values, the traffic data.
  • FCD distance-related traffic measured values
  • Floating Car Data Floating Car Data
  • the local and distance-related traffic measurement values can be recorded, for example, in urban road networks. This means, in particular, that the road section is part of a road network, in particular an urban road network.
  • a merger that is to say a data fusion, of local and route-related traffic measured values is carried out in a consistent, route-related traffic situation.
  • a determination of the suitability of the local measuring points for use for data fusion is carried out.
  • provision may be made for the control parameters of one or more traffic signal systems to be taken into account when interpreting the distance-related traffic measured values, in particular in the city.
  • a locally and temporally differentiated interpretation the distance-related traffic measured values are also carried out without local traffic measured values.
  • quality factor quality information
  • a derivation of one or more further parameters which are of use for controlling or interpreting the traffic for example of tailback periods, also differentiated with respect to LOS stages (LOS means "Level of Service", in German: traffic quality), for example in the form of shares of the route-related transport service.
  • LOS means "Level of Service", in German: traffic quality
  • a particular advantage thus lies in the type of interpretation of the local and the distance-related traffic measurement data, omitting a traffic model but including the control parameters of the traffic signals (for example, the orbital period).
  • the location of the local measuring cross sections is not described as a geographic coordinate, but in terms of the importance for the control of the subsequent traffic signal system and thus in relation to the traffic flow. This is an essential basis for the consistent fusion of the two types of data and allows the definition of the traffic situation levels for urban use (for example: congestion, slow-moving traffic, free traffic, dense traffic) from the point of view of road users.
  • a measuring cross section designates the location that a vehicle must pass in order to be detected by means of the traffic detector, so that it can detect a passage and a speed of the vehicle.
  • the interpretation of the distance-related traffic measurements is not only based on fixed thresholds, but rather on values adapted to the time and, above all, the local situation.
  • not every local / stationary measuring point is equally suitable for detecting the current traffic situation.
  • measuring line-near measuring areas hardly contribute to the traffic situation.
  • all stationary measuring cross sections are evaluated by the comparison with the distance-related traffic measured values in such a way that a conclusion can be drawn on the suitability of the respective measuring cross sections for the traffic situation detection. Inappropriate measuring points are hereby excluded.
  • the control of the traffic signal significantly affects the urban traffic flow. Since it takes place in different ways during the day and the day, it is provided in particular that this should be taken into account in the interpretation of the distance-related traffic measurement data according to the invention.
  • the orbital period plays a significant role. For example: A loss time (difference between travel time in free traffic and the current travel time) of 120 seconds is perceived as a minor disability with a circulation time of likewise 120 seconds in the rush hour, but interpreted with a circulation period of 60 seconds as a serious disturbance.
  • the travel / loss times are compared with the current orbital times of the LSA (traffic signal system).
  • the position of the measuring cross section (of the traffic detector) within the route section can substantially determine the representativeness of its traffic data measurement data. If the measuring cross section of the traffic detector is too close to or too far away from the stop line of the following LSA, congestion situations can not be detected.
  • the position of the stationary Traffic measuring points (traffic detectors) are explicitly taken into account with respect to the subsequent relevant nodes (for example, an intersection) by placing them in relation to the orbital-related tailback length before the LSA.
  • the distances of the measurement cross sections to the stop lines of the subsequent LSA are not detected at geographical distances (meters) but rather in terms of the tailback length that can be developed during an LSA cycle time and processed according to the invention.
  • a traffic situation calculation determination of the traffic situation for sections (road route) without local detection, that is to say without traffic detectors.
  • the interpretation of the distance-related traffic measured values is carried out not only according to fixed threshold values, but rather on the basis of values adapted to the time and above all of the local situation on the basis of "virtual" measuring cross sections as well as on comparable sections of road with stationary detection.
  • not all road-related traffic metrics have the same quality and therefore the same credibility.
  • the quality of the distance-related traffic measurements or a representative indicator is used (quality factor) to control the merger with the stationary data. If the data quality is too low, substitute values can be used, for example.
  • one or more characteristic values are preferably derived.
  • LOS stages for example, not only the entire route section is occupied with a uniform LOS value at the respective time of observation (measurement time) (usually current time), but rather subdivided into subsections with different LOS values.
  • Vehicles are more likely to come to a stop in front of traffic lights than farther away. From this it is possible to derive the congestion parts, for example, clearly more precisely for route sections, junctions, subnetworks or whole areas such as cities, and to interpret them by comparison with historical values and / or traffic announcements.
  • the merging can be done, for example, from local traffic intensity and speed measurement data as well as from travel-related travel speeds, which were obtained from floating car data (FCD).
  • FCD floating car data
  • the distance-related data are interpreted and converted into LOS information so that there are essentially no deviations from the interpretations of the local measurement data. For example, the distance-related data are only interpreted as "traffic jams" if and only if the local measurement data indicate a traffic jam (backwater up to the measuring point).
  • the local measuring point (traffic detector) within a route section, the measured data (traffic data) and the associated route-related measured data (traffic data), it can be determined whether the local measuring point is suitably positioned for a data fusion. If it is too close to the stop line of the following node, it recognizes minor backwater too early than damming. If, on the other hand, it is too far away from the stop line, drafts will not be detected, or only too late.
  • the circulation times can be used. If, for example, a traffic-related additional travel time of 120 seconds before the LSA is indicated by the route-related data, this can only mean a short stop during rush hour with long LSA orbital times. However, if the same loss time occurs at night, when significantly shorter LSA round trip times are switched, then it is more a relevant congestion phenomenon.
  • the location of a local measuring point influences the definition of when there is a congestion on the route section.
  • the position of the detector is explicitly taken into account by setting the stop-line distance of the local detector in relation to the length of a backlog, which can be reduced within one LSA cycle time. This goes far beyond the mere geographical indication or the purely spatial distance from the stop line.
  • this method can be used for the network-wide consistency-free interpretation of the distance-related data.
  • a detector is mentally positioned on the section ("virtual detector") and integrated with its position information. This in turn controls the interpretation of the distance-related data.
  • Route-related data is often generated from samples. This leads to different qualities of the individual data records. For example, the quality of the distance-related data is lower at night. Preferably, therefore, this quality information can be taken into account at record level.
  • the LOS information it is also preferable to estimate other parameters of relevance to traffic, such as the average number of stops of the vehicles before the LSA or also the distribution of the respective traffic performance to the LOS stages. This is particularly beneficial for the calculation of traffic-related air pollutant emissions.
  • FIG. 1 shows a flowchart of a method for determining a traffic situation on a road.
  • the traffic situation is determined on the basis of local traffic data, which pass a respective passage and a respective speed of a traffic detector stationarily arranged on the roadway Vehicles include.
  • the traffic situation is determined based on distance-related traffic data, which include a respective travel time and / or a respective travel speed on the road route of at least some of the vehicles passing through the traffic detector.
  • it is checked whether the traffic situation determined on the basis of the route-related traffic data corresponds to the traffic situation determined on the basis of the local traffic data. If so, in step 107 the local traffic data is fused with the route related traffic data.
  • the traffic situation is determined based on the merged traffic data.
  • FIG. 2 shows a system 201 for determining a traffic situation on a road.
  • the system 201 includes a processing device 203 that is configured to execute the method for determining a traffic situation on a road.
  • FIG. 3 shows a road route 301 with a traffic detector 303, which is arranged on the road route 301.
  • the roadway 301 includes two intersections 305 and 307.
  • the traffic detector 303 is disposed between the two intersections 305 and 307.
  • a traffic signal system 309 is provided at the intersection 307.
  • the traffic detector 303 detects a respective passage and a respective speed of vehicles passing through the traffic detector 303 (not shown). These local traffic data are in particular sent to a system (not shown here) for determining a traffic situation on a road, for example the system 201 according to FIG. 2 , Posted.
  • a system not shown here
  • At least some of the vehicles that pass the traffic detector 303 in particular, send route-related traffic data, which include a respective travel time and / or travel speed on the road route 301, to the system, in particular the system 201 according to FIG. 2 ,
  • the system then carries out in particular the individual process steps.
  • the reference numeral 311 points to a curly brace, which defines a section of the road segment 301 in front of the intersection 307, in which a backflow (congestion in front of the traffic signal system 309) may occur during a circulation time of the traffic signal system 309.
  • a number of vehicles can be determined for this section 311, which can run off during a green phase, ie, can pass through the traffic light system 309.
  • the reference numeral 313 points to a curly brace, which defines a section of the road segment 301 in front of the intersection 307, in which a backflow can occur at two circulation times of the traffic signal system 309. Depending on a defined vehicle size, a number of vehicles can be determined for this section 313, which can run off during a green phase, that is, the traffic light system 309 can pass.
  • the reference numeral 315 points to a further traffic detector, which is arranged closer to the traffic signal system 309 than the traffic detector 303. However, the corresponding position or position of the further traffic detector 315 is unsuitable for determining the traffic situation and for the data fusion.

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  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)

Claims (9)

  1. Procédé de détermination d'une situation de trafic sur une voie ( 301 ) de circulation, comprenant les stades suivants :
    - on détermine ( 101 ) la situation du trafic sur la base de données locales de trafic, qui comprennent un passage respectif et une vitesse respective de véhicules passant devant un détecteur ( 303 ) de trafic disposé de manière fixe sur la voie de circulation,
    - on détermine ( 103 ) la situation de trafic sur la base de données de trafic se rapportant à la voie, qui comprennent un temps de croisière respectif et une vitesse de croisière respective sur la voie ( 301 ) de circulation d'au moins certains des véhicules passant devant le détecteur de trafic,
    - on contrôle ( 105 ) si la situation du trafic, déterminée sur la base des données de trafic se rapportant à la voie, correspond à la situation du trafic, déterminée sur la base des données locales du trafic et servant de référence et si oui
    - on fusionne ( 107 ) les données locales du trafic avec les données du trafic se rapportant à la voie et
    - on détermine ( 109 ) la situation du trafic sur la base des données de trafic fusionnées.
  2. Procédé suivant la revendication 1, dans lequel on effectue la détermination de la situation du trafic sur la base des données du trafic se rapportant à la voie, en fonction d'un paramètre de commande d'une installation ( 309 ) de signalisation lumineuse disposée sur la voie ( 301 ) de circulation.
  3. Procédé suivant la revendication 2, dans lequel le paramètre de commande est une période de l'installation ( 309 ) de signalisation lumineuse.
  4. Procédé suivant l'une des revendications précédentes, dans lequel on effectue la détermination de la situation du trafic sur la base des données locales du trafic sur la base d'une position du détecteur du trafic dans la voie ( 301 ) de circulation.
  5. Procédé suivant la revendication 4, dans lequel la position comprend une distance du détecteur ( 303 ) du trafic à une ligne d'arrêt associée à une installation ( 309 ) de signalisation lumineuse, la distance étant mise en relation avec une longueur d'un bouchon ( 311 ) qui peut se former dans une période de l'installation de signalisation lumineuse, la détermination de la situation du trafic sur la base des données locales du trafic s'effectuant sur la base de la relation.
  6. Procédé suivant l'une des revendications précédentes, dans lequel on effectue la détermination de la situation du trafic sur la base des données locales du trafic et/ou la détermination de la situation du trafic sur la base des données du trafic se rapportant à la voie, en fonction d'un facteur de qualité, qui est affecté respectivement aux données locales du trafic et aux données du trafic se rapportant à la voie.
  7. Procédé suivant l'une des revendications précédentes, dans lequel on déduit une grandeur caractéristique pour commander et/ou pour interpréter la situation du trafic reposant sur les données de trafic fusionnées.
  8. Système ( 201 ) de détermination d'une situation de trafic sur une voie ( 301 ) de circulation, le système ( 201 ) comprenant un dispositif de traitement, qui est conçu pour exécuter le procédé suivant l'une des revendications précédentes.
  9. Programme d'ordinateur comprenant un code de programme pour effectuer le procédé suivant l'une des revendications 1 à 7, lorsque le programme d'ordinateur est exécuté sur un ordinateur.
EP14196186.2A 2013-12-23 2014-12-04 Procédé et système de détermination d'une situation de trafic sur une voie de circulation Active EP2887332B1 (fr)

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EP2887332B1 true EP2887332B1 (fr) 2016-09-07

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CA3098730A1 (fr) 2018-05-10 2019-11-14 Miovision Technologies Incorporated Reseau d'echange de donnees de chaine de blocs, et procedes et systemes pour soumettre des donnees a un tel reseau et effectuer des transactions de donnees dessus
CN117437581B (zh) * 2023-12-20 2024-03-01 神思电子技术股份有限公司 基于图像语义分割和视角缩放的机动车拥堵长度计算方法

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JP2009529187A (ja) * 2006-03-03 2009-08-13 インリックス インコーポレイテッド モバイルデータソースからのデータを使用する道路交通状況の評価
US8279086B2 (en) * 2008-09-26 2012-10-02 Regents Of The University Of Minnesota Traffic flow monitoring for intersections with signal controls
DE102010062025A1 (de) 2010-10-29 2012-05-03 Siemens Aktiengesellschaft System zur Ermittlung der Verkehrssituation auf einer Straßenstrecke

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