EP3783585A1 - Determination and/or optimisation of an efficiency of a light signal control - Google Patents

Abstract

The invention relates to a method for determining and / or optimizing an efficiency of a light signal control of light signal systems of a street that are arranged at intersections with a view to providing a green wave for road users using the street. The method includes performing an evaluation using traffic user data including time, location and movement information from individual traffic users in the area of the street, which are based on position and movement detection of the individual traffic users, with at least one of the following information based on the traffic user data is provided: Efficiency information and / or instruction information. The efficiency information reflects the efficiency of the traffic signal control with regard to the provision of the green wave. The instruction information relates to a change in the light signal control for improving the efficiency of the light signal control in terms of providing the green wave. The invention also relates to a computer program for carrying out the method and a system for carrying out the method.

Description

The invention relates to a method for determining and / or optimizing an efficiency of a light signal control with regard to providing a green wave. The invention also relates to a computer program for carrying out the method and a system for carrying out the method.

Nowadays, traffic lights are mainly used to regulate traffic at intersections. The control of light signal systems can be designed in such a way that a so-called green wave can be provided for road users or vehicles. This applies, for example, to streets of cities that serve as main traffic arteries. A green wave can be created through coordinated control of the traffic lights at neighboring crossings of a street. For this purpose, the signal sequences of the light signal systems are synchronized in such a way that vehicles when driving through the street in one direction of travel can cross successive intersections when there is a green phase and in this way can pass the street without stopping. The creation of green waves offers the opportunity to reduce traffic congestion, reduce environmental pollution and increase traffic flow.

For the planning as well as for the analysis of a traffic light control with regard to the achievement of a green wave, methods can be carried out which can be based on the use of a model, a traffic simulation and / or a calculation algorithm. Traffic measurements can also be carried out.

The object of the present invention is to provide an improved method for determining and / or optimizing an efficiency of a light signal control with regard to providing a green wave. It is also an object of the invention to provide a corresponding computer program and a system.

This object is achieved by the features of the independent patent claims. Further advantageous embodiments of the invention are specified in the dependent claims.

According to one aspect of the invention, a method for determining and / or optimizing an efficiency of a light signal control of light signal systems of a street that is arranged at intersections is proposed with a view to providing a green wave for road users using the street. The method comprises carrying out an evaluation using road user data including time, location and movement information from individual road users in the area of the street, which information is based on position and movement detection of the individual road users. As part of the evaluation, at least one of the following information is provided on the basis of the traffic user data: Efficiency information and / or instruction information. The efficiency information reflects the efficiency of the traffic signal control with regard to the provision of the green wave. The instruction information relates to a change in the light signal control for improving the efficiency of the light signal control in terms of providing the green wave. The at least one item of information can be provided or used to improve the efficiency of the light signal control with regard to the provision of the green wave. The expression "providing the green wave" can include enabling or also improving the green wave.

The proposed method is carried out on the basis of road user data from individual road users, which are based on position and movement detection of the individual road users. In this context, individual means that the data in question are assigned to individual road users and, as a result, separate data sets, including time, location and movement information, are available for each of the road users. As a result, a road user and their movement or trajectory in the area of the street under consideration can be distinguished from other road users and their movements or trajectories. The movements and trajectories of the road users can also be viewed individually within the framework of the evaluation and thus understood. In this way, actual traffic events can be precisely reproduced.

The use of the road user data of individual road users, as used in the proposed method, offers the possibility of determining and / or optimizing the efficiency of the traffic signal control with reference to the provision of a green wave with a high degree of reliability and accuracy. With the aid of the efficiency information, the efficiency of the traffic signal control can consequently be precisely reflected. In a corresponding manner, the efficiency of the light signal control can be reliably improved by using the instruction information. The advantages mentioned can be enhanced by a sufficient or high number and quality of traffic user data.

Further possible details and embodiments which can be considered for the method are described in greater detail below.

The control of the light signal systems at the intersections of the street in question can be carried out with the aid of control devices. A control device can be assigned to each intersection, with which the light signal systems of the respective intersection can be controlled. The control of the light signal systems by the associated control devices can take place on the basis of predetermined signal sequences, also referred to as signal programs. The signal programs can be stored in the control devices. The control devices can be coupled to a system, for example a central system such as a traffic control system, which can transmit the signal programs as well as signal program changes to the control devices. With a view to providing a green wave, the traffic lights at the intersections of the street in question can be controlled in a coordinated manner. For this purpose, the signal programs can be coordinated with one another.

The at least one piece of information provided in the method (efficiency and / or instruction information) can relate to at least a partial area of the street.

The road user data can be historical data, i.e. data from a period in the past.

The execution of the evaluation can relate to a specified period of time. For example, a period of time in the range of one hour, several hours or a whole day is possible. In this way, sufficient statistical significance can be achieved.

The method can be a computer-implemented method which can be executed on a computer or computer system.

The street considered in the method can have several juxtaposed or successive intersections and road sections connecting the intersections. The street can be crossed in (at least) one direction. In the case of two-way traffic, the street can be passed in two opposite directions.

It is possible to carry out the method with regard to the provision of a green wave in relation to a direction of movement or direction of travel along the street. For this purpose, the relevant direction can be specified in advance, and the at least one piece of information provided (efficiency and / or instruction information) can relate to this direction. In the case of bidirectional traffic, it is possible to carry out the method in relation to two opposite directions of movement or travel along the street. In such an embodiment, at least one piece of information (efficiency and / or instruction information) can be provided for both directions.

In a further embodiment, performing the evaluation includes determining trajectories of individual road users in the area of the street. This step can be carried out based on the road user data. In this way a precise evaluation is possible.

In a further embodiment, performing the evaluation includes establishing an evaluation structure for the analyzed street, according to which the street is divided into street segments. In this case, two adjacent intersections of the street segment are assigned to each street segment, which form a first and a subsequent second crossing with reference to a movement in a predetermined or considered direction along the street segment. Furthermore, the Crossings, apart from two crossings in the area of opposite ends of the street, each belonging to two street segments. Carrying out the evaluation further includes identifying road users for each of the road segments crossing the first and second intersection, with the first intersection being completely traversed in the predetermined direction along the street, or in other words, which cross the first and second intersection and when crossing the first intersection do not turn onto the street when coming from a side street. A further step is to determine a proportion of road users from the identified road users for each of the road segments who cross the second intersection without stopping or without stopping beforehand.

With the aid of the aforementioned embodiment, the efficiency of the light signal control with regard to the provision of a green wave can be examined with a high degree of accuracy in a spatially resolved manner. Data filtering can be achieved by identifying road users for each street segment who cross the first and the second intersection and move in the specified direction along the street when completely crossing the first intersection, and on which the subsequent determination of a proportion is based. For each of the road segments, only those road users can be considered who can in principle experience a green wave with reference to the respective road segment. Road users coming from side streets and turning onto the street can, however, be filtered out for each of the street segments. This is followed by the determination of a proportion of road users from the identified road users for each of the road segments who were able to cross the second intersection without stopping, and which accordingly have actually experienced the presence of a green wave.

In a further embodiment, the proportions of road users determined for the road segments who, as described above, cross the second intersection of each road segment without stopping, are provided as efficiency information. These proportions of road users can serve as key figures which reflect the efficiency of the traffic light control in the respective road segments. In this way, the efficiency of the traffic signal control with regard to the provision of a green wave over the entire street under consideration can be spatially resolved or segment-wise and thus accurately reproduced.

In a further embodiment, performing the evaluation includes identifying at least one road segment for which the smallest proportion of road users crossing the associated second intersection without stopping was determined. Such a road segment can be a bottleneck in the road in which there is a poor efficiency of the light signal control with regard to achieving a green wave. In this case, the provision of the efficiency information can include revealing or announcing the at least one road segment. Based on this, measures can be taken to improve the efficiency of the traffic signal control, for example.

In a further embodiment, the method comprises performing a data cleansing. In this way, the accuracy and reliability of the method can be improved. As part of the data cleansing, for example, data from road users can be filtered out which are of poor quality and / or which are unsuitable for a precise understanding of the movement (s) or trajectory (s) of one or more road users.

In a further embodiment, the method includes carrying out data filtering so that traffic user data is only taken into account from motor vehicles. In this way, data from other road users such as pedestrians and cyclists, which may possibly be contained in the road user data, can not be taken into account in the evaluation. Such road users can be filtered out, for example, based on their speed and trajectory. The accuracy and reliability of the method can also be improved in this way.

In a further embodiment, when the evaluation is carried out, signal data from light signal systems of the street that reproduce signal sequences are also taken into account. As a result, the reliability and accuracy of the method with regard to determining and / or optimizing the efficiency of the light signal control can be further improved. The signal sequences comprised by the signal data can be predetermined signal sequences or signal programs on which the control of the light signal systems can be based. It is also possible that the signal data additionally or alternatively include actual signal sequences or those that actually took place in the past, which may deviate from predetermined signal sequences, for example due to a traffic user-dependent influencing of the traffic signal control. Such signal data can be provided, for example, by control devices which control the light signal systems.

In a further embodiment, the method additionally comprises providing at least one time-distance diagram which reproduces trajectories of road users in the area of the street. For example, the time-path diagram can refer to one or more of the above Relate street segments. In addition to the movement paths, the time-distance diagram can also show signal sequences from traffic light systems. By means of such a time-distance diagram, conditions in the area of the street can be clearly visualized. This enables a visual analysis and a quick understanding of relationships by a user such as a traffic engineer.

In a further embodiment, the instruction information provided in the method relates to a change in the ratio of the durations of light signal phases of at least one light signal system and / or to a change in a time offset of signal sequences of light signal systems. In the first-mentioned variant, for example, the release or green time portion can be increased or decreased while maintaining the cycle time.

In a further embodiment, carrying out the evaluation includes identifying an occurrence of traffic jams. Furthermore, the provision of the efficiency information and / or the instruction information takes into account the identified occurrence of backlogs. This embodiment takes into account the fact that a high or excessive volume of traffic in the area of the street under consideration can prevent a green wave from being provided, regardless of the quality of the traffic light control. For this purpose, one or more time phases in which a backlog is present or has been present can be disregarded for the provision of the at least one item of information (efficiency and / or instruction information). In this way, a false negative influence on the relevant information can be avoided. Backwater can be identified based on the trajectories of road users.

In a further embodiment, performing the evaluation includes identifying a traffic user-dependent influencing of the light signal control. Furthermore, the provision of the efficiency information and / or the instruction information takes place taking into account the identified influencing of the light signal control. This embodiment relates to the case of a configuration of the traffic signal control in which road users can cause a temporary change in the signal sequence of at least one traffic signal system. This includes, for example, priority for public transport (local public transport) such as bus prioritization. Other road users can also influence the traffic light control, for example in the form of a demand-dependent actuation of a control device used to control traffic light systems at an intersection. Such configurations can be implemented, for example, with the aid of one or more detectors, with the aid of which a control device can be used to convey the approach of a public transport means such as a bus or another road user. In the case of a public transport priority, it is also possible for public transport to notify a control device of an imminent arrival, for example via a radio link. The identification of a traffic participant-induced influencing of the traffic signal control can be carried out on the basis of or by analyzing the actual signal sequence of at least one traffic signal system.

A traffic user-induced influencing of the traffic signal control can be taken into account, for example, in that one or more time phases in which such an influence is present or has been present is not taken into account for the provision of the at least one item of information (efficiency and / or instruction information).

Another possible variant consists in providing the efficiency and / or instruction information, one or more time phases in which the traffic light control is or has been influenced being taken into account here. Furthermore, at least one item of influencing information is provided which reflects the extent of the traffic user-induced influencing of the traffic light control with regard to the provision of a green wave. The influencing information can be, for example, a key figure.

In addition, a traffic participant-induced influencing of the traffic signal control can be taken into account by simulating a fictitious traffic situation without influencing the traffic signal control for one or more time phases in which such an influence is present or has been present. The at least one piece of information (efficiency and / or instruction information) is provided here using traffic user data including data from the simulated traffic situation.

In another embodiment, a change in the light signal control is performed on the basis of the instruction information. In this way, the efficiency of the light signal control with regard to providing a green wave can be improved. For this purpose, based on the instruction information, at least one changed predetermined signal sequence or a changed signal program can be provided for at least one traffic signal system. Such a signal program can also be transmitted to a control device which controls the relevant signaling system. The change in the signal sequence can, in accordance with the underlying instruction information, refer to a change in the ratio of the time durations of light signal phases and / or relate to a change in a time offset with respect to the signal sequence of another traffic light system.

In a further embodiment, the method comprises receiving traffic user data before carrying out the evaluation. Furthermore, there is the possibility that the method includes providing traffic user data before carrying out the evaluation and as an alternative or in addition to receiving.

The road user data used in the method is based, as stated above, on a position and movement detection of individual road users. Suitable measurements can be carried out for this purpose. The road user data can be obtained in different ways.

In one embodiment, the road user data is based on a position and movement detection of the individual road users using a satellite navigation system such as GPS (Global Positioning System). This refinement promotes high accuracy and reliability of the method. Position, movement and time information can be used here, which are provided by navigation systems of motor vehicles or by mobile devices carried in motor vehicles.

In a further embodiment, the road user data are based on a position and movement detection of the individual road users using cameras or video cameras. In this case, camera images in the area of the street can be provided with the aid of the cameras, and traffic user data can be provided on this basis by performing a video analysis.

In a further embodiment, the traffic participant data is based on a position and movement detection of the individual traffic participants using roadside units. These are communication devices which are designed for communication with motor vehicles. Corresponding information can be transmitted from motor vehicles to roadside units, on the basis of which road user data can be created.

It is possible for the road user data used in the method to be made available using several of the aforementioned embodiment variants.

According to a further aspect of the invention, a computer program is proposed. The computer program can be stored on a machine-readable storage medium. The computer program comprises commands which, when the computer program is executed by a computer, cause the computer to execute the above-mentioned method or a method according to one or more of the above-mentioned embodiments.

According to a further aspect of the invention, a system for performing the above-mentioned method or a method according to one or more of the above-mentioned embodiments is proposed. The system has an evaluation device. The evaluation device is used to carry out an evaluation using road user data including time, location and movement information from individual road users in the area of the street, which is based on position and movement detection of the individual road users, and to provide at least one of the following information on the basis at least the traffic user data: an efficiency information item and / or an instruction information item. The efficiency information gives the efficiency of the traffic light control in terms of on providing the green wave again. The instruction information relates to a change in the light signal control for improving the efficiency of the light signal control in terms of providing the green wave.

The proposed system, which can be implemented in the form of a computer or in the form of a computer-aided system or computer system, offers the possibility of determining and / or optimizing the efficiency of the traffic light control with regard to the provision of a green due to the use of the traffic user data of individual traffic users Perform shaft with high reliability and accuracy. The same embodiments are conceivable for the system as were explained above with reference to the method. In this context, for example, one or more of the embodiments mentioned below can be present.

The evaluation carried out with the aid of the evaluation device or the provision of at least one piece of information (efficiency and / or instruction information) can relate to one direction of movement or travel along the street, or to two opposite directions of movement or travel along the street. The evaluation carried out by the evaluation device can include a determination of trajectories of individual road users in the area of the street. As part of the evaluation, the evaluation device can use the above-mentioned evaluation structure from road segments as a basis, and as stated above, road users can be identified, proportions of road users crossing the respective second intersections of the road segments can be determined and provided as efficiency information. Furthermore, at least one road segment with the smallest proportion of road users crossing the second intersection without stopping can be identified. Furthermore can data cleansing and / or data filtering can be carried out. To carry out the evaluation, the evaluation device can also take into account signal data from light signal systems of the street that reproduce signal sequences. Furthermore, the at least one piece of information (efficiency and / or instruction information) can be provided by the evaluation device taking into account an identified occurrence of backwater and / or taking into account an identified traffic participant-dependent influence on the traffic light control. With the help of the evaluation device, at least one time-distance diagram can also be provided, which shows the trajectories of road users in the area of the street and, if necessary, signal sequences from light signal systems.

The instruction information provided with the aid of the evaluation device can relate to a change in the ratio of the durations of light signal phases of at least one light signal system and / or to a change in a time offset of signal sequences of light signal systems. Further, the system can change the light signal control based on the instruction information. For this purpose, the system or its evaluation device can be designed, for example, to provide at least one changed predetermined signal sequence or signal program for at least one light signal system. Such a signal program can be transmitted to a control device used to control the relevant traffic light system. The change in the signal program can, in accordance with the underlying instruction information, relate to a change in the ratio of the duration of light signal phases and / or to a change in a time offset with respect to the signal sequence of another light signal system. The system or the evaluation device can be connected or coupled to the control device in a suitable manner in order to To be able to transmit signal program to the control device. With regard to the street, the system or the evaluation device can be connected or coupled to all control devices used to control light signal systems of the street, so that it is possible to transmit signal programs that have been changed to the control devices depending on the evaluation.

In addition to the evaluation device, the system can have further components. In one possible embodiment, the system has a receiving device for receiving traffic user data. The receiving device can be designed, for example, in the form of a data interface or comprise such an interface. The receiving device can be connected to the evaluation device.

In addition, there is the possibility that the system comprises a data provision system for providing traffic user data. The data provision system can be connected to the evaluation device.

As stated above, the road user data can be provided in different ways, for example using a satellite navigation system, using cameras and / or roadside units. The data provision system for providing the road user data can include, for example, cameras and a data processing device connected to the cameras for processing transmitted data from the cameras and providing the road user data on the basis of this data. The data provision system can further include, for example, roadside units and a data processing device connected to the roadside units for processing transmitted data from the roadside units and providing the traffic user data on the basis of this data. It is also possible that the data provision system for Example comprises a data processing device to which position, movement and time data from road users or from mobile devices which are carried by / with road users can be transmitted. The data processing device can be designed to process the transmitted data and provide the road user data on the basis of this data.

It is possible that the system is a traffic management system or part of a traffic management system. It is also possible for the system to be a system that is independent of a traffic control system.

The advantageous embodiments and developments of the invention explained above and / or reproduced in the subclaims can be used individually or in any combination with one another, except for example in cases of clear dependencies or incompatible alternatives.

• FIG 1 einen Straßenzug mit an Kreuzungen angeordneten Lichtsignalanlagen und ein dazugehöriges Zeit-Weg-Diagramm mit einer Bewegungsbahn eines Verkehrsteilnehmers und Signalabläufen der Lichtsignalanlagen zur Veranschaulichung eines Vorliegens einer Grünen Welle;
• FIG 2 ein Ablaufdiagramm eines Verfahrens zum Ermitteln und/oder Optimieren einer Effizienz einer Lichtsignalsteuerung im Hinblick auf ein Bereitstellen einer Grünen Welle;
• FIG 3 einen Straßenzug einschließlich einer Auswertestruktur des Straßenzugs aus Straßensegmenten;
• FIGs 4 und 5 Bewegungen von Verkehrsteilnehmern im Bereich eines Straßenzugs;
• FIGs 6 und 7 Zeit-Weg-Diagramme mit Bewegungsbahnen von Verkehrsteilnehmern und Signalabläufen von Lichtsignalanlagen;
• FIG 8 ein weiteres Zeit-Weg-Diagramm mit Bewegungsbahnen von Verkehrsteilnehmern und Signalabläufen von Lichtsignalanlagen zur Veranschaulichung eines Vorliegens von Rückstau;
• FIG 9 eine Bewegung eines Busses im Bereich eines Straßenzugs;
• FIGs 10 und 11 Zeit-Weg-Diagramme mit Signalabläufen von Lichtsignalanlagen zur Veranschaulichung einer Beeinflussung der Lichtsignalsteuerung infolge einer Bus-Priorisierung;
• FIG 12 Zeitdiagramme von Signalabläufen einer Lichtsignalanlage zur Veranschaulichung einer Änderung des Verhältnisses der Zeitdauern von Lichtsignalphasen;
• FIG 13 Zeit-Weg-Diagramme mit Signalabläufen von Lichtsignalanlagen zur Veranschaulichung einer Änderung eines zeitlichen Versatzes der Signalabläufe;
• FIG 14 ein System zum Ermitteln und/oder Optimieren einer Effizienz einer Lichtsignalsteuerung im Hinblick auf ein Bereitstellen einer Grünen Welle; und
• FIGs 15 bis 17 eine Positions- und Bewegungserfassung eines Verkehrsteilnehmers unter Verwendung eines Satellitennavigationssystems, unter Verwendung von Kameras und unter Verwendung von Roadside Units.

The properties, features and advantages of this invention described above, as well as the manner in which they are achieved, will become clearer and more clearly understood in connection with the following description of exemplary embodiments which are explained in more detail in connection with the schematic drawings. Show it:

• FIG 1 a street with traffic lights arranged at intersections and an associated time-distance diagram with a trajectory of a road user and signal sequences of the traffic lights to illustrate the presence of a green wave;
• FIG 2 a flowchart of a method for determining and / or optimizing an efficiency of a traffic light control with regard to providing a green wave;
• FIG 3 a street train including an evaluation structure of the street train from street segments;
• FIGS 4 and 5 Movements of road users in the area of a street;
• FIGS 6 and 7 Time-distance diagrams with trajectories of road users and signal sequences from traffic lights;
• FIG 8 a further time-distance diagram with trajectories of road users and signal sequences from traffic lights to illustrate the presence of backwater;
• FIG 9 a movement of a bus in the area of a street train;
• FIGS 10 and 11 Time-distance diagrams with signal sequences from light signal systems to illustrate an influence on the light signal control as a result of bus prioritization;
• FIG 12 Time diagrams of signal sequences of a light signal system to illustrate a change in the ratio of the time periods of light signal phases;
• FIG 13 Time-distance diagrams with signal sequences from light signal systems to illustrate a change in a time offset in the signal sequences;
• FIG 14 a system for determining and / or optimizing an efficiency of a light signal control with regard to providing a green wave; and
• FIGs 15 to 17 a position and movement detection of a road user using a satellite navigation system, using cameras and using roadside units.

FIG 1 shows a street 130 with juxtaposed intersections 140 and the intersections 140 connecting road sections together with light signal systems 110 arranged at the intersections 140 for regulating the traffic. In the present case, road users or vehicles can traverse the street 130 along a direction of movement or travel direction 201, as well as in a direction of movement 202 opposite thereto. It is also possible to leave the street 130 and drive onto the street 130, in that road users turn via the intersections 140 onto side streets connected to the street or, coming from the side streets, turn onto the street 130 (cf. FIG 5 ).

The control of the light signal systems 110 of the intersections 140 of the street 130 can be carried out with the aid of control devices 120 (cf. FIG 14 ), with each intersection 140 being able to be assigned a corresponding control device 120 for controlling the associated light signal systems 110. The light signal systems 110 can be controlled on the basis of predetermined signal sequences 230, also referred to as signal programs, which can be stored in the control devices 120.

FIG 1 FIG. 12 also shows an exemplary time-distance diagram in which a trajectory 210 of a road user and signal sequences 230 from light signal systems 110 of street train 130 are shown. In the diagram, x denotes the location and t the time. For each of the intersections 140, the time-distance diagram illustrates two signal sequences 230, the signal sequences 230 on the left referring to the road users passing along the direction 201 to regulate the traffic for the street 130, and the signal sequences 230 on the right the one to regulate of the traffic for the street 130 along the opposite direction 202 is related to traffic participants.

The signal sequences 230 include release phases 235 (also called release time, green time or green phase) and remaining time phases 236, as in FIG FIG 1 indicated by thicker and thinner lines. The remaining time phases 236 include blocking phases (also called blocking time, red time or red phase) and intermediate phases (also called yellow time or yellow phase). As in FIG 1 As shown, the light signal systems 110 are generally controlled such that the light signal systems 110 run through a periodic sequence of the light signal phases 235, 236. A constant cycle time 237 (sum of a release phase 235 and a remaining time phase 236) can be present here (cf. FIG 12 ).

The time-path diagram of FIG 1 also shows the presence of a green wave with respect to the direction of movement 201. This is done by a coordinated light signal control. For this purpose, the signal sequences 230 of the traffic light systems 110 used for traffic control for direction 201 are synchronized in such a way that road users when driving through street 130 along direction 201 can cross successive intersections 140 when the release phase 235 is present and can pass street 130 without stopping. In the time-path diagram of FIG 1 a trajectory 210 of such a road user is indicated for illustration. In addition to the coordinated control, according to which the signal sequences 230 and thus the light signal phases 235, 236 of successive light signal systems 110 have a corresponding offset 240 (cf. FIG 13 ), another prerequisite for creating a green wave is that the road users move at a suitable speed or a suitable speed profile.

In the time-path diagram of FIG 1 are also indicated by dashed lines band-shaped areas. Road users moving along the direction 201 at a corresponding speed whose trajectories are within such a band can experience a green wave.

The exemplary time-path diagram from FIG 1 also shows that there is no green wave for the opposite direction 202, and consequently road users crossing the street 130 along the direction 202 cannot pass without stopping. This is comparable to the actual circumstances, according to which a green wave can only be possible in one direction for bidirectional traffic as well as the presence of matching green times and matching speeds of road users for both directions. However, even in such a case, or even if there is one-way traffic, the provision of a green wave can be impaired, for example due to suboptimal traffic light control.

On the basis of this, embodiments of a method and a system 170 are described below, with the aid of which it is possible to reliably and precisely determine and / or optimize an efficiency of a light signal control with regard to providing a green wave.

FIG 2 shows a flowchart of a possible embodiment of a method for determining and / or optimizing an efficiency of a traffic light control of traffic lights 110 of a street 130 arranged at intersections 140 with regard to enabling or also improving a green wave for road users using street 130. The method is a computer-implemented method which is executed on a computer or computer system can be. The method can be carried out with the aid of a suitable algorithm of a computer program. The computer program can include commands which, when the computer program is executed by a computer or a computer system, cause the computer or computer system to carry out the method.

This in FIG 2 The method shown has a step 101 in which data or input data are received. Step 101 can additionally or alternatively also include providing data. The data can be historical data, i.e. data from a period in the past. Traffic user data are used as the data, which include time, location and movement information from individual traffic users in the area of the road 130 under consideration, and which are based on position and movement detection of the individual traffic users. The data in question are assigned to individual road users in such a way that a separate data set of time, location and movement information is available for each of the road users. The road user data can, for example, be based on position and movement detection using a satellite navigation system (cf. FIG 15 ). This will be discussed in more detail below.

The method can be carried out on the basis of further information or data. The further data can also be received and / or provided in step 101. Signal data reproducing signal sequences 230 from light signal systems 110 of the street 130 to be examined can be used as further data. These can relate to predetermined signal sequences 230 (signal programs) on which the control of the light signal systems 110 can be based. The signal data can additionally or alternatively also be actual or actual include signal sequences 230 that have taken place. Such signal data can, for example, be used by control devices 120 that control the light signal systems 110 (cf. FIG 14 ) to be provided.

In a further step 102 of the in FIG 2 An evaluation is carried out using the road user data and possibly further data. Based on this, at least one piece of information is subsequently provided. The execution of the evaluation can relate to a specified period of time. For example, a period of time in the range of one hour, several hours or a whole day is possible. In this way, sufficient statistical significance can be achieved. The evaluation can include determining trajectories 210 of individual road users in the area of the street 130. This can be done on the basis of the road user data.

With regard to the information, in a possible step 103 of the method from FIG 2 efficiency information is provided. The efficiency information reflects the efficiency of the traffic signal control with regard to the provision of the green wave. Another possible step 104 is the provision of instruction information. The instruction information relates to a change in the light signal control for improving the efficiency of the light signal control in terms of providing the green wave.

Another step 105 which is in the method of FIG 2 can be performed is a provision of at least one additional piece of information. This includes, for example, providing a time-path diagram which reproduces trajectories 210 of road users in the area of the street 130 being examined. The time-path diagram can be refer to a portion of the street 130. In addition to the trajectories 210, the time-distance diagram can also reproduce signal sequences 230 from light signal systems 110. With the aid of a time-distance diagram, traffic conditions in the area of the street 130 can be clearly visualized. This enables a visual analysis and a quick understanding of relationships by a user such as a traffic engineer. Possible examples of time-path diagrams which can be provided in the context of step 105 are those in FIG FIG 1 and the FIGS. 6 to 8 shown diagrams.

Another step 106, which is also in the method of FIG 2 can be performed is a change in the light signal control based on the instruction information. The light signal control can be changed in an automated manner. Details on this are given below in connection with FIG 14 discussed in more detail.

The use of traffic user data of individual traffic users makes it possible to determine and / or optimize the efficiency of the traffic light control with a view to providing a green wave with a high degree of reliability and accuracy. The efficiency information provided in step 103 can consequently precisely reflect the efficiency of the light signal control. In a similar way, with the aid of the instruction information provided in step 104, the efficiency of the light signal control can be reliably improved in the context of step 106.

This in FIG 2 The method shown can be carried out with regard to the provision of a green wave in relation to a direction of movement or direction of travel along the street 130 under consideration. What is meant here is a direction along which the street 130 traverses when moving Adjacent intersections 140 of the street 130 can be passed one after the other. The relevant direction can be specified in advance. The provision of the at least one item of information (efficiency and / or instruction information) can also relate to this direction. With regard to the in FIG 1 This is the direction 201, for example.

In a variant, the method can also be carried out in relation to two opposite directions of travel along the street 130. This can be considered in the presence of two-way traffic. In such a case, at least one piece of information can be provided for both directions. The following description relates to embodiments of the method in which only one direction (i.e. the direction 201) is taken into account. Such configurations can, however, be expanded in an analogous manner with respect to two opposite directions in that steps explained below are carried out for both directions.

In the following, further aspects and details are described, in part with the aid of further figures, which are necessary for the method of FIG 2 can be considered.

In the course of the evaluation (step 102) or before the actual evaluation, a data cleansing can be carried out. In this case, for example, data from road users can be filtered out which are of poor quality and / or which are unsuitable for accurately tracing the trajectories of road users. Furthermore, the evaluation (step 102) can include performing a data filtering to the effect that traffic participant data is only taken into account from motor vehicles. In this way, data from other road users such as pedestrians and cyclists, which may be may be contained in the road user data, are not taken into account.

Furthermore, the evaluation (step 102) can be carried out on the basis of an evaluation structure made up of street segments 150 that is established for the street 130, with road users being identified and proportions of traffic users being determined based on this. Such steps are described below using the FIGs 3 to 5 for an exemplary street 130 explained in more detail. As in FIG 3 is shown, the street 130 is divided into street segments 150, each street segment 150 being assigned two intersections 140. The intersections 140, apart from two intersections 140 in the area of opposite ends of the street 130, are each associated with two street segments 150.

The in FIG 3 The street 130 shown comprises five junctions 140 arranged next to one another, which are further denoted by subscripts 1, 2, 3, 4, 5 to distinguish them. Corresponding to the five intersections 140, the street 130 is subdivided into four street segments 150, which are also designated with the subscripts 1, 2, 3, 4 to distinguish them. The road segment 150 ₁ includes the intersections 140 ₁ , 140 ₂ , the road segment 150 ₂ includes the intersections 140 ₂ , 140 ₃ , etc. The intersections 140 ₁ , 140 ₅ are each only one road segment 150, and the remaining intersections 140 ₂ , 140 ₃ , 140 ₄ each associated with two street segments 150. For example, the intersection 140 ₂ belongs to the two road segments 150 ₁ , 150 ₂ . In FIG 3 a predetermined movement direction 201 is also indicated, in relation to which the evaluation is being carried out in the present case.

The intersections 140 assigned to the road segments 150 form one for each of the road segments 150 with respect to a movement along the road 130 in the direction 201 first intersection 140 and a subsequent second intersection 140. Other possible designations are start and reference intersection 140. With regard to road segment 150 ₁ , intersection 140 _{1 forms} a first and intersection 140 _{2 forms} a second intersection. With respect to road segment 150 ₂ , intersection 140 _{2 forms} a first intersection and intersection 140 _{3 forms} a second intersection, and so on.

Based on the evaluation structure, an identification of road users for each of the road segments 150 crossing the first and second intersection 140 is carried out within the framework of the evaluation, with a complete crossing of this intersection 140 as a further condition with regard to the first intersection 140 predetermined direction along the street 130 is to be present. By means of this step carried out on the basis of the traffic user data or trajectories, traffic users can be determined who can in principle experience a green wave with reference to the respective road segment 150. In a subsequent step, a percentage of road users is determined from the identified road users for each of the road segments 150 who cross the associated second intersection 140 without stopping or without stopping beforehand, and who in this respect have actually experienced a green wave.

To further illustrate the aforementioned evaluation steps, the FIGS 4 and 5 Movements of road users 180, 181, 182 in the area of a road segment 150 of the street 130. The intersection 140 on the left represents a first intersection 140 and the intersection 140 on the right represents a second intersection 140 of the road segment 150 in the sense of the evaluation.

FIG 4 shows a movement path 220 of a motor vehicle 180, which the first (left) and the second (right) intersection 140, wherein at least with regard to the first (left) intersection 140 there is a complete passing in the predetermined direction 201 along the street 130. This vehicle 180 can in principle experience a green wave in relation to the road segment 150 under consideration. With regard to the second (right) intersection 140, it is irrelevant with regard to the road segment 150 under consideration whether the motor vehicle 180 continues to move in the direction 220 along the street 130 when crossing this intersection 140 or leaves the street 130 by turning onto a side street, as in FIG 4 is indicated by the solid and dashed trajectories. The motor vehicle 180 can be identified in the present case and taken into account for the further evaluation.

FIG 5 In contrast to this, FIG. 13 shows trajectories 220 of motor vehicles 181, 182 for which the aforementioned conditions for identification are not met and which in this respect are not identified and are not taken into account in the further evaluation. For the motor vehicle 181 which, coming from a side street via the first (left) intersection 140, turns onto the street 130, there is no complete crossing of the first (left) crossing in the specified direction 201 along the street 130. For the other motor vehicle 182, which leaves the street 130 via the first (left) intersection by turning onto a side street, there is no crossing of the second (right) intersection 140.

The identification of road users can be based on an in the FIGS 4 and 5 indicated area 157 of a lane of road segment 150, which extends from a point before entering the first (left) intersection 140 to a point before entering the second (right) intersection 140. The places concerned can also stop or stop lines in front of the respective Be intersections 140. If a trajectory 220 of a road user completely covers area 157, as shown in FIG FIG 4 for the motor vehicle 180 is shown, this road user can be identified.

As indicated above, the identification is followed by a determination of a proportion of road users from the identified road users for each of the road segments 150 which pass the respectively associated second intersection 140 without stopping beforehand. These proportions of road users determined for the individual road segments 150 can serve as key figures for reflecting the efficiency of the traffic signal control with regard to the provision of a green wave, and in the context of step 103 of the method from FIG FIG 2 provided as efficiency information. As a result, the efficiency of the light signal control can be reproduced in sections over the entire road 130 under consideration and thus with a high degree of accuracy.

To illustrate the determination of the proportions of road users, the FIGS 6 and 7 exemplary traffic situations based on time-distance diagrams, as they are in a road segment 150 or in the FIGS 4 and 5 road segment 150 shown may be present. The time-distance diagrams illustrate trajectories 210 of road users and signal sequences 230 from light signal systems 110 of the two intersections 140 of road segment 150, ie a first (left) and a second (right) intersection 140. The time-distance diagram from FIG FIG 6 shows the signal sequences 230 only from traffic lights 110 for traffic control with reference to a direction of travel (direction 201). In contrast to this, the time-distance diagram of FIG 7 , comparable to the diagram of FIG 1 , Signal sequences 130 of light signal systems 110 with reference to two opposite directions of travel (directions 201, 202).

The time-path diagram of FIG 6 illustrates trajectories 210 of six road users. The four lower movement paths 210 run through the release phase 235 of a light signal system 110 of the second intersection 140. The associated road users have to this extent passed the second intersection 140 without stopping. In contrast to this, the road users belonging to the two upper movement paths 210 had to stop, since they did not reach the second intersection 140 when the release phase 235 was present. For the associated road segment 150, a proportion of road users who pass or passed the second intersection 140 without stopping can be specified as 4: 6 or rounded up to 67% percent.

The time-path diagram of FIG 7 illustrates trajectories 210 also of six road users. Here, the four upper movement paths 210 run through the release phase 235 of a traffic light system 110 of the second intersection 140. The associated road users were thus able to cross the second intersection 140 without stopping. In comparison to this, the road users belonging to the two lower movement paths 210 had to stop first, since they reached the second intersection 140 before the relevant release phase 235 was available, and could only cross the second intersection 240 together with the other road users. In this case too, a proportion of 4: 6 or 67% rounded up can be specified for the road segment 150.

As indicated above, the implementation of the evaluation (step 102) relates to a predetermined time period in order to achieve sufficient statistical significance. In this respect, the above based on FIGs 3 to 7 explained evaluation steps, ie the identification of road users and the determination of proportions of road users crossing the respective second intersection 140 without stopping based on the evaluation structure of road segments 150 established for the road 130 under consideration, with reference to a predefined period of time. The duration can be, for example, an hour, several hours or even a whole day.

An exemplary evaluation result relating to a corresponding period for the in FIG 3 The street 130 shown, which can be provided as efficiency information in step 130, can be, for example: Street segment 150 ₁ 150 ₂ 150 ₃ 150 ₄ proportion of 90% 89% 57% 92%

Carrying out the evaluation (step 102) can furthermore include identifying at least one road segment 150 for which the smallest proportion of road users crossing the associated second intersection 140 without stopping was determined. Such a road segment 150 can be a bottleneck of the road 130 under consideration, in which there is a poor efficiency of the light signal control with regard to achieving a green wave. In such a case, the provision of the efficiency information (step 103) can comprise an announcement of the at least one road segment 150. With reference to the above example, the road segment 150 ₃ in which the smallest proportion is present can be identified as a bottleneck.

In the evaluation (step 102), a backlog of road users (if any) can also be included. For this purpose, an occurrence of traffic jams can be identified, and the efficiency information and / or the instruction information (steps 103, 104) can be provided, taking into account the identified occurrence of traffic jams. For this purpose, the traffic user data from an or Several time phases in which there was a backlog are not included for the provision of the relevant information but instead are omitted. In this way, it can be taken into account that a high or excessive volume of traffic in the area of the street 130 under consideration can prevent a green wave from being provided, specifically regardless of the quality of the traffic light control.

Backwater can be identified on the basis of road user data or trajectories of road users. Illustrative shows FIG 8 a time-distance diagram with an exemplary traffic situation, as it is in a road segment 150 or in the FIGS 4 and 5 road segment 150 shown may be present in the event of a backlog. Using the trajectories 210 of road users shown in the diagram, it becomes clear that after passing a first intersection 140 in the release phase 235 of the associated traffic light system 110, they had to stop several times before they pass a subsequent second intersection 140 in the release phase 235 of the corresponding traffic light system 110 could. The associated data can be omitted from the evaluation (step 102).

In addition, a traffic user-dependent influencing of the traffic signal control can be included in the evaluation (step 102). For this purpose, such an influencing can be identified, and the efficiency and / or instruction information (steps 103, 104) can be provided, taking into account the identified influencing of the light signal control. This variant can be used in an embodiment of the light signal control in which road users can cause a second change in the signal sequence 230 of at least one light signal system 110. This includes, for example, a priority for public transport (local public transport) such as bus prioritization, or some other influencing in the form of, for example, a demand-dependent actuation of the traffic signal control caused by road users.

Traffic-user-induced influencing of the traffic light control can be implemented, for example, by using one or more detectors not shown, such as induction loop detectors, with the aid of which a control device 120 assigned to an intersection 140 and used to control the associated traffic light systems 110 (cf. FIG 14 ) the approach of a public means of transport such as a bus or another road user can be displayed. A public transport priority can also be implemented in such a way that a public transport system notifies a control device 120 of an imminent arrival, for example via a radio link.

For further explanation shows FIG 9 an exemplary traffic situation as it can be present in a street 130 for the case of bus prioritization. The FIGS 10 and 11 illustrate time-path diagrams with signal sequences 230 from light signal systems 110 of the two intersections 140 of FIG FIG 9 shown section of the street 130 with regard to a direction of movement 201. FIG 10 shows the specified signal sequences 230 (signal programs), whereas in FIG 11 the actual signal sequences 230 are depicted. According to FIG 9 If a bus 185 comes from a side street, it turns over the second (right) intersection 140 onto the street 130. The control device 120 associated with this intersection 140 can be notified of the imminent arrival of the bus 185, as indicated above, for example by means of detectors or via a radio link (not shown). This has the consequence that the control device 120 does not control the corresponding traffic signal system 110 according to the in FIG 10 shown predetermined signal sequence 230 performs, but a changed Control according to the in FIG 11 actual signal sequence 230 depicted, in which the start of the release phase 235 takes place with a time delay.

The identification of a traffic participant-induced influencing of the traffic light control in the context of the evaluation (step 102) can take place on the basis of the (influenced) actual signal sequence 230 of at least one traffic signal system 110. For this purpose, the corresponding signal data of the respective associated control device 120 can be accessed by providing or receiving this data in the context of step 101.

A traffic participant-induced influencing of the traffic signal control can be taken into account in the evaluation (step 102) in different ways. Corresponding to the above-explained consideration of an occurrence of backwater, the road user data of one or more time phases in which such an influence existed can be omitted for the provision of the efficiency information and / or the instruction information (steps 103, 104).

It is also possible to provide the efficiency and / or instruction information, whereby traffic user data from one or more time phases in which the traffic signal control was influenced are also included here. In order to take this into account, in the context of step 105 at least one influencing information item is provided, which reflects the extent of the traffic participant-induced influencing of the traffic signal control with regard to the provision of a green wave. In this way it can be conveyed to what extent the expressiveness of the provided efficiency and / or instruction information can be impaired as a result of influencing the traffic light control.

Another possible variant consists in simulating a fictitious traffic situation without influencing the traffic signal control within the scope of the evaluation (step 102) for one or more time phases in which the traffic-user-induced influencing of the traffic signal control existed. The efficiency information and / or the instruction information (steps 103, 104) are provided using road user data including road user data of the simulated traffic situation.

With regard to the provision of instruction information (step 104), configurations can be considered as described below with reference to FIG FIGS 12 and 13 are explained in more detail. The instruction information can relate, for example, to a change in the ratio of the durations of light signal phases of at least one light signal system 110. FIG 12 shows a possible example on the basis of time diagrams of predetermined signal sequences 230 (signal programs) of a traffic light system 110, according to which an increase in the release phase 235 and a decrease in the remaining time phase 236 while maintaining the cycle time 237.

The instruction information can also relate, for example, to a change in the time offset 240 of predefined signal sequences 230 from light signal systems 110. FIG 13 FIG. 8 shows a possible example using time-path diagrams of the signal sequences 230 from traffic signal systems 110 at a first (left) and a second (adjacent right) intersection 140. The time offset 240 of the signal sequences 230 is increased.

Regarding FIG 13 For example, it can be determined during the evaluation that a significant number of road users have reached the second intersection within n seconds at the end of the release phase 235 of the associated traffic light system 110, and none at the beginning of the release phase 235. In this case, the instruction information may be directed to increasing the offset 240 by n seconds.

FIG 14 shows an embodiment of a system 170 with the aid of which the in FIG 2 The method shown and explained with reference to the above description can be carried out. The system 170 can be implemented in the form of a computerized system or computer system. A possible component of the system 170 is a receiving device 171, via which input data 250 can be received (step 101). As stated above, this includes road user data including time, location and movement information from individual road users in the area of the street 130 to be analyzed. In addition, the input data 250 can contain further data such as signal data 230 from traffic light systems 110. The receiving device 171 can, for example, be a data interface or have such an interface.

As in FIG 14 is shown, the system 170 can also have a data provision system 175, with the aid of which road user data and possibly further data such as signal data can be provided (step 101). It is possible that the system 170, as in FIG 14 shown, comprises both the receiving device 171 and the data provision system 175, or alternatively only has one of these components 171, 175.

The system 170 also has an evaluation device 172, with the aid of which the evaluation described above (step 102) can be carried out using the traffic participant data and, if necessary, further data. The evaluation device 172 is connected to the receiving device 171 or to the data provision system 175. Based on the received or provided data, the evaluation device 172 the efficiency information and / or the instruction information (steps 103, 104) are provided. Depending on the configuration, the evaluation device 172 can also provide at least one additional item of information (step 105). This includes, for example, a time-path diagram and influencing information.

The system 170 can furthermore have a display device 173 connected to the evaluation device 172, on which information such as the efficiency information, the instruction information and possibly further information such as a time-distance diagram can be mapped.

FIG 14 also illustrates a possible change in the light signal control of light signal systems 110 of the street 130 under consideration (step 106). As described above, the control of the traffic signal systems 110 can be carried out with the aid of control devices 120. A corresponding control device 120 can be assigned to each of the light signal systems 110 arranged at an intersection 140. The control of the light signal systems 110 can take place with the aid of predefined signal sequences 230 (signal programs), which can be stored in the control devices 120.

The evaluation device 172 of the system 170 can be designed to provide at least one changed predetermined signal sequence 230 for at least one traffic signal system 110 on the basis of the instruction information and to transmit it to the associated control device 120. Such a process is in FIG 14 indicated on the basis of a transmission of data 255 to the control devices 120. The change in the signal sequence can, according to the underlying instruction information, refer to a change in the temporal relationship of light signal phases and / or to a change in a time offset with respect to the signal sequence 230 from another traffic light system 110. Depending on the instruction information, corresponding data 255, deviating from the schematic representation in FIG 14 , can also only be transmitted to one or a smaller number of control devices 120. It is also possible that the provision of at least one changed, predetermined signal sequence 230 and / or the transmission of such a signal sequence 230 to at least one control device 120 is not carried out alone and in an automated manner with the aid of the evaluation device 172, but instead with additional assistance or assistance. Appropriate inputs by a user such as a traffic engineer are taken into account (not shown).

The position and movement detection of road users on which the in the method of FIG 2 and the system 170 of FIG 14 traffic user data used can be implemented in different ways. Possible configurations are described below using the FIGs 15 to 17 described.

FIG 15 Figure 11 illustrates position and motion detection of a motor vehicle 180 using a satellite navigation system such as GPS (Global Positioning System). Here, a navigation system of the motor vehicle 180 receives signals from a plurality of satellites 190 and determines its position based thereon. When the motor vehicle 180 moves, changed positions are determined in a corresponding manner. For the position and thus movement detection, the navigation system of the motor vehicle 180 can take into account additional signals and data from further sensors of the motor vehicle 180. The relevant position and movement data as well as corresponding time data are transmitted from the navigation system of the motor vehicle 180 to a data processing device 195, for example by means of a mobile internet connection. At a A plurality of motor vehicles 180 which transmit such data to the data processing device 195 can be provided with the aid of the data processing device 195 for the method and the system 170 of road user data of individual road users.

A determination of the position of motor vehicles 180 based on the reception of satellite signals can take place not only via permanently installed navigation systems of the same, but also via mobile devices such as smartphones carried in the motor vehicles 180. In this case, position, movement and time data can be transmitted from the mobile devices to the data processing device 195.

FIG 16 illustrates position and motion detection of a motor vehicle 180 using cameras 191 arranged at the roadside. The cameras 191 are connected to a data processing device 196 to which the cameras 191 transmit recorded camera images. On the basis of the camera images and by performing a corresponding video analysis, the data processing device 196 can provide position, movement and time data of the motor vehicle 180. In the case of a plurality of motor vehicles 180, which are recorded with cameras 191, road user data of individual road users that can be used for the method and system 170 can be provided with the aid of the data processing device 196. With regard to the determination of traffic participant data in the area of a street 130 being viewed, a plurality of cameras 191 can be provided in the area of the street 130.

FIG 17 illustrates a position and movement detection of a motor vehicle 180 using roadside units 192 arranged on the roadside. These are communication devices which are designed for communication with motor vehicles 180 or corresponding communication devices or control devices of motor vehicles 180 by means of radio link. According to FIG 17 the motor vehicle 180 can transmit corresponding information such as position, movement and time data, which may be based on the use of a satellite navigation system, to roadside units 192. The roadside units 192 are connected to a data processing device 197 to which the data can be transmitted. In the case of a plurality of motor vehicles 180 which communicate with roadside units 192 in the aforementioned manner, road user data of individual road users that can be used for the method and system 170 can be provided with the aid of the data processing device 197. With regard to the determination of traffic user data in the area of a road 130 under consideration, a plurality of roadside units 192 can be provided in the area of the road 130.

With regard to the in FIG 14 The data provision system 175 of the system 170 shown there is the possibility that the data provision system 175 is designed to provide traffic user data using a satellite navigation system, as it is based on FIG 15 was explained. The data provision system 175 can include the data processing device 195. It is also possible for the data provision system 175 to be designed to provide traffic user data using cameras 191 or using roadside units 192, as can be seen from FIG FIGs 16 and 17 was explained. Here, the data provision system 175 can include the data processing device 196 together with cameras 191 or the data processing device 197 together with roadside units 192. The data provision system 175 can furthermore be based on several or all of the aforementioned configurations and comprise, for example, a data processing device 195, a data processing device 196 and cameras 191.

In addition to the embodiments described above and shown in the figures, further embodiments are conceivable which can include further modifications and / or combinations of features.

The method can be used, for example, in relation to streets 130, which can comprise a different or (far) greater number of intersections 140 than is shown in the schematic figures. Other numbers or size dimensions can also come into consideration, for example, for the above-mentioned periods of time or periods of time in relation to which an evaluation can be carried out.

Although the invention has been illustrated and described in more detail by means of preferred exemplary embodiments, the invention is not restricted by the disclosed examples and other variations can be derived from them by the person skilled in the art without departing from the scope of protection of the invention.

Claims (19)

A method for determining and / or optimizing an efficiency of a traffic light control of traffic lights (110) of a street (130) arranged at intersections (140) with a view to providing a green wave for road users (180) using the street (130), comprising:
Carrying out an evaluation using road user data including time, location and movement information from individual road users (180) in the area of the street (130), which are based on a position and movement detection of the individual road users (180), based on the road user data at least one of the following information is provided: an efficiency information item, which reflects the efficiency of the light signal control with regard to the provision of the green wave; and or instruction information relating to a change in the light signal control for improving the efficiency of the light signal control with respect to providing the green wave. Method according to claim 1,
wherein performing the evaluation comprises: Establishing an evaluation structure according to which the street segment (130) is subdivided into street segments (150), with each street segment (150) being assigned two adjacent intersections (140) of the street segment (130) which, with reference to a movement in a predetermined direction ( 201) a first and a second intersection along the street (130) (140), and wherein, apart from two intersections (140) located in the region of opposite ends of the street (130), the intersections (140) each belong to two road segments (150); Identifying road users (180) for each of the road segments (150) crossing the first and the second intersection (140), wherein with respect to the first intersection (140) a complete crossing of the first intersection (140) in the predetermined direction ( 201) is present along the street (130); and Determining a proportion of road users (180) from the identified road users (180) for each of the road segments (150) which cross the second intersection (140) without stopping. Method according to claim 2,
wherein the proportions of road users (180) determined for the road segments (150) are provided as efficiency information. Method according to one of Claims 2 or 3,
wherein performing the evaluation includes identifying at least one road segment (150) for which the lowest proportion of road users (180) was determined. Method according to one of the preceding claims,
wherein a change in the light signal control is performed based on the instruction information. Method according to one of the preceding claims,
where the instruction information relates to: a change in the ratio of the durations of light signal phases (235, 236) of at least one light signal system (110); and or a change in a time offset (240) of signal sequences (230) of light signal systems (110). Method according to one of the preceding claims,
wherein carrying out the evaluation comprises identifying an occurrence of traffic jams, and wherein the provision of the efficiency information and / or the instruction information takes place taking into account the identified occurrence of traffic jams. Method according to claim 7,
taking into account that road user data from at least one time phase in which there is or has been a backlog are omitted for the provision of the efficiency and / or instruction information. Method according to one of the preceding claims,
wherein performing the evaluation comprises identifying a traffic user-dependent influencing of the traffic light control, and the provision of the efficiency information and / or the instruction information taking into account the identified influencing of the traffic light control. Method according to claim 9,
taking into account that traffic user data from at least one time phase in which a traffic user-dependent influence is present or has been present is omitted for the provision of the efficiency and / or instruction information. Method according to claim 9,
wherein the provision of the efficiency and / or instruction information takes place with the inclusion of traffic user data from at least one time phase in which a traffic user-dependent influence on the traffic signal control is or has been present,
and influencing information is provided which reflects the extent of the traffic user-induced influencing of the light signal control with regard to the provision of a green wave. Method according to claim 9,
taking into account that a fictitious traffic situation is simulated without influencing the traffic signal control for at least one time phase in which a traffic user-dependent influence is present or has been present,
and the provision of the efficiency and / or instruction information is carried out using traffic user data including data from the simulated traffic situation. Method according to one of the preceding claims,
signal data from light signal systems (110) of the street (130) reproducing signal sequences (230) are also taken into account when the evaluation is carried out. Method according to one of the preceding claims,
wherein the implementation of the evaluation comprises providing a time-distance diagram which reproduces trajectories (210) of individual road users (180) in the area of the street (130). Method according to one of the preceding claims,
wherein performing the evaluation comprises: Performing a data cleanup; and or Carrying out data filtering so that road user data is only taken into account from motor vehicles. Method according to one of the preceding claims,
wherein the traffic user data is based on a position and movement detection of the individual traffic users (180) using a satellite navigation system. Method according to one of the preceding claims,
wherein the road user data is based on a position and movement detection of the individual road users (180) using cameras (191) and / or roadside units (192). Computer program comprising instructions which, when the computer program is executed by a computer, cause the computer to carry out a method according to one of claims 1 to 17. System (170) for performing a method according to one of Claims 1 to 17 for determining and / or optimizing an efficiency of a traffic light control of traffic light systems (110) of a street (130) arranged at intersections (140) with a view to providing a green wave for Road users (180) using the road train (130), having:
an evaluation device (172) for performing an evaluation using traffic participant data including time, location and movement information of individual traffic participants (180) in the area of the street, which is based on a position and movement detection of the individual Road users (180) are based, and for providing at least one of the following information on the basis of the road user data: an efficiency information item which reflects the efficiency of the light signal control with regard to the provision of the green wave; and or instruction information relating to a change in the light signal control for improving the efficiency of the light signal control with respect to providing the green wave.

Images