NL1036041C2 - Drive system for road, uses mandatory speed, extensive vehicle detection, and navigation together to ensure balance between traffic and road capacity - Google Patents

Abstract

The system uses mandatory speed, extensive vehicle detection, and navigation together to ensure a balance between traffic and road capacity.

Description

System drive (traffic jam solution 2010-2050)

The invention encompasses a new method for moving the large amount of traffic during the rush hours in an orderly, regulated and safer way on the motorways.

5 In addition to learning new traffic and behavioral rules, both existing and new detection and traffic regulation techniques will be offered to drivers through mandatory navigation in the vehicle. For traffic-free driving, the infrastructure around entrances and exits will have to be substantially improved for the benefit of the traffic bays or so-called traffic ports. The trafficbay, fig. 1, is the heart of 10 system drives and must be seen as the dosing and regulation point for access on the highway.

Such a method has not produced comparative literature after thorough research in patent libraries.

Driving a system will return the meaning of the highway for which it is actually intended, ie fast on the road. That is, speeds between 80 and 120 km / p.u. must be maintained at all times. Exceptional weather conditions and accidents left there. A prerequisite for system driving is a strict dictatorial traffic policy. There is no room for road pirates and / or other road abusers in this. Everyone must adhere to the recommended speed and the required safe distance 20, provided that their own safety and that of other road users are not forgotten.

For system driving a general overtaking ban applies during rush hour and a division of the motorway is required. The carriageways are separated by means of of a solid line, with the necessary switch points to be able to change jobs. In a four-lane highway, the two lane lanes are for through traffic, i.e. traffic for exit 3 and higher. Lane 2 serves to anticipate exits 1 and 2 and / or zips on the through route at the switch points. Lane 1 serves for rapid processing to the trafficbay exit and / or zippers on the through route at the switch points. On lane 1 there will be a permanent speed limit of 80 km / p.u. 30, since freight traffic and public transport will only have to use this road. For traffic safety reasons, the switch points to different lanes should not be placed at the same height. It is therefore impossible for someone on lane 4 to switch to lane 1. The same rules apply at switchpoints as with zippers. This method of traffic regulation will considerably reduce the number of traffic accidents. With system driving it is recommended to switch gears with respect to the driver on the adjacent lane, so that a smooth insertion can take place during zippers, which will minimize braking and reaction time delays.

This new traffic ethic will become an important part of the new driving test 1036041 2, in which the driver is made aware of the fact that it is a collective alliance to systematically process the huge traffic supply, with the aim of drastically reducing economic and environmental damage. and that this is not a restriction of his or her individual freedom.

5 On and exits will be replaced by trafic bays. The current situation shows every time that these bottlenecks are the cause of traffic jams. Inefficient processing at the exits and uncontrolled access to the motorway ensures that the motorway is not optimally used, but is optimally loaded. A trafficbay exit must at all times have such a capacity that it can never affect the speed on lane 1. On the basis of historical data, the processing capacity of the trafficbay exit could be calculated per unit of time, in order to determine the size of the trafficbay. The trafficbay exit will therefore connect to the inner road with several lanes. The right-most lane is reserved for public transport and the lane next to it for freight traffic.

15 A traffic bay ramp serves to get traffic onto the highway in a regulated manner.

Again, the ramp with several lanes connects to the insert lane leading to lane 1 of the highway, and is operated by means of traffic lights red or green. The right-most lane is reserved for public transport and the lane next to it for freight traffic, which is directed to lane 1 via its own lane. FIG. 1 resp. 4. The method of inclusion in the system will be explained below.

At each entrance and exit 4 traffic bays will therefore have to be created for both directions, on the understanding that this entrance / exit is a bottleneck.

It will therefore regularly occur that people will have to wait a few minutes on the trafficbays before they can be included in the system, but that is of course in stark contrast to the current situation. The trafficbay therefore regulates the uncontrolled offer, and is indispensable for the phenomenon of system driving.

Another advantage of a traffic bay is that municipalities are directly locally confronted with an exceptionally high traffic supply during peak hours, and are given the opportunity to be able to propose an active distribution policy to the companies involved.

If due to infrastructural shortcomings it is not possible to place the trafficbay next to the entrance / exit, then it could be created not far from the highway, as admission on the highway anyway d.m.v. traffic lights.

35 In order to ensure smooth traffic flow and optimum traffic regulation, compulsory navigation must be present in every vehicle. The on-board computer must meet the following requirements: mandatory entry of destination and departure time, lane guidance, distance indicator relative to vehicle in front on the same lane, 3 visual detection of other road users, active notification of exceptional traffic situations, waiting time entry on trafficbays, active notification speed adjustment, travel time indication, advice on favorable driving times, advice on alternative routes in the event of an accident, weather forecasts.

5 Mandatory input of the destination and departure time serves to give the driver some insight into the expected travel time including the waiting times in the driveway and exit traffic bays, and is of great importance for lane guidance to the final destination.

Lane guidance serves to warn the driver in good time to change lanes in the event of an approaching turn, or to be advised to proceed on the continuous lane 10.

The distance indicator serves to give the driver an indication at a certain speed that the two-second rule is fully applicable, thus creating a safe distance from the vehicle in front.

Visual detection of other road users is of great importance in very bad weather conditions such as rain, fog and snowfall. The detection must be able to report a possible standstill or accident to the driver at least 5 kilometers on the route to be followed, so that a timely response is possible. This can be passed on to the driver through a repeating alarm in the navigation device.

In order to effect interactive communication with the navigation device, the following technical provisions must be present in the system driving area. Detection of all means of transport on each lane, which can be defined as a measurement of vehicle density per kilometer.

Measurement of vehicle density is important for controlled admission into the system driving area and this system is coupled to the traffic lights on the driveway 25 trafficbays, fig. 1 and 5. It is recommended that admission into the system driving area with a vehicle density on the intended roadway below 90 %. The remaining 10% should be seen as absorbing the human response time and / or braking delay of a few seconds. Example: Vehicle A is on the traffic bay ramp. Detection of navigation data shows that vehicle A will travel 100 km and by means of this. lane guidance vehicle A will be directed to lane 3. A maximum speed of 80 km / h applies to lane 1 and a speed of 100 km / h applies to the other lanes. Vehicle A needs about 4 seconds to reach a speed of 0 to 80 Km / h and about 3 seconds to reach the speed of 80 to 100 Km / h including any reaction time for switching 35 switch points to lane 3. From a calculation and in compliance with the 2-second rule, 18 vehicles may be on a 1 Km section at a speed of 100 Km. The recommended vehicle density of 90% reduces this number to 16 vehicles per Km. Vehicle A will therefore need 7 seconds for inclusion in the 4 system. At 7 seconds before the trafficbay ramp, the vehicle density detection vehicle A will give the green light when a vehicle density on lane 3 of less than 90% money, regardless of whether the full vehicle density of 90% is already on lane 1 and 2 has been reached. This makes clever use of the flexibility of the 2-second rule whereby a 1-second situation may arise briefly. It may happen that vehicle A at the time of recording on lane 3 on its navigation will read the distance with respect to its vehicle in front at 4 seconds or higher. Vehicle A is then expected to adhere to this 4-second distance and to the speed of 100 km / h. This is important for the calculation with respect to the traffic 10 in the driveway traffic bays further on the highway. The mutual distance at 100 km / h = 27.77 meters per second x 2 sec = 55 meters. The number of vehicles with a mandatory transit speed of 100 Km / h is theoretically over a distance of 1 Km .: 1000: 55 = 18 vehicles per lane. The processing capacity per hour at this speed is: 100000: 18 = 5555 minus 10% = 5000 vehicles per hour per lane.

The following example indicates a situation where the highway connects to a city ring, in which the importance of the coupling of vehicle density detection is demonstrated. A bottleneck situation arises here where the 2-lane highway connects to the 3-lane city ring. For a smooth merger, the calculated detection of data processing from the highway as well as the detection of the connected driveway 20 traffic bays on the city ring will regulate the dosage per lane. In the event of a very busy rush hour, the waiting times in the driveway will be able to increase traffic bays. Lane guidance performs a rewarding task. Every time motorways merge, there is of course some reaction delay, which is also taken into account in the calculations.

When entering the system driving area coming from abroad, a similar situation as with the French toll gates will have to be created.

Again the traffic supply will enter the system driving area in a regulated manner. This of course also applies to the traffic at gas stations and resting places along the highway, who want to continue their way. A trafficbay will usually not be necessary, but regulation by means of traffic lights is required.

30 Road signaling and route indication will have to be considerably expanded since each lane has its own specifications. The switch points, fig. 1 resp. 6, are not at the same height for each lane and it is possible that per mandatory lane other mandatory advisory speeds may apply via the matrix signs. The entire network of vehicle density detection is also directly linked to the road signs.

35 Road marking, such as the solid line for the benefit of the general overtaking prohibition during rush hours, will affect driving behavior outside of rush hours. It is recommended to place the number of switchpoints every 2 to 4 kilometers, on the understanding that these are again not placed at the same height. In this way it is achieved that a safer movement can also take place outside of peak hours. Placing a mark or red reflector every 55 meters on the solid line or on the guard rail could be an additional safety aspect, with regard to the safe distance to be kept of 2 seconds.

5 In the event of a major accident, system driving is generally discarded if it concerns all carriageways. If one or two lanes are still available, a bottleneck situation will arise, which will lead to traffic jams. The vehicle density detection will automatically reduce the advisory speeds both via navigation and the matrix signs and the traffic lights on the trafficbays ramp will minimize access to the highway.

10 Navigation will also be able to offer alternative routes. If the accident is of such a nature that the traffic on the inland roads gets stuck completely, it may be considered to allow the traffic to connect in the traffic jam on the highway. This is a decision that must be made by the local authorities.

In the event of a breakdown, the driver concerned must go to the emergency lane as quickly as possible. The driver will have to cross the solid line and will indicate this by means of flashing alarm lights.

For driving tests, the future road user will have to be able to insert the raft, both on the insert lane and on the switch points. Braking and reaction times must be as short as possible. Advisory speeds on the matrix boards are not 20 maximum speeds but mandatory speeds. The switched drive will also help to reduce the response time. Overtaking during peak hours is a thing of the past. The two-second rule of thumb must be a deep-rooted concept in terms of the distance to be kept and is variable at different speeds.

System driving offers a high safety guarantee, fast traffic flow and congestion-free driving. The 90% occupancy rate per kilometer prevents the mysterious congestion as a result of a slowdown delay.

Driving a system will greatly reduce both economic and environmental damage. Some damage could occur on the trafficbays driveway or dosing point with regard to a waiting time.

For optimum operation of system driving it is desirable to keep the number of carriageways in the area equal. Bottleneck operation must be prevented at all times.

Mandatory navigation is the Achilles heel for system driving according to the above criteria.

Driving a system does not tolerate road pirates, but requires a strict collective regime.

35 Police services must be able to respond adequately to this.

System driving is applicable in highly technologically developed countries such as the Netherlands, where the current infrastructure only needs to be expanded.

Claims (3)

1. New method of moving the large amount of traffic during the rush hours in an orderly, regulated, fast, safer and congestion-free way, where 5 mandatory speeds, an extensive detection network, mandatory navigation and road signaling have a coordinated task for road users. Move A to B. 2. A new method according to claim 1, characterized in that the traffic ports or traffic bays are essential as a dosing point with regard to admission to the motorway and in combination with the entire technology this is called "system driving". A new method according to claim 1, characterized in that economic and environmental damage caused by traffic jams will be considerably reduced. f036041