RU111330U1 - TRAFFIC CONTROL SYSTEM AT MULTI-BAND CROSSROADS - Google Patents

Abstract

 A traffic control system at multi-lane intersections, comprising at least three traffic control devices - one for each input of a controlled intersection transport, each of which includes a traffic light with at least one additional section and at least one a pedestrian traffic light, a transport detector, which are connected to the road controller, and a block of special requirements for the directions of traffic intended for each lane, characterized in that each at least , one additional section of the traffic light is equipped with a shutter drive unit, and the unit of special requirements for the directions of traffic intended for each lane is configured to change the information requirement, while the unit of the shutter drive and the unit of special requirements for the directions of traffic intended for each lane are connected with the road controller, and the shutter drive assembly is connected to at least one additional section of the traffic light.

Description

A useful model relates to the field of traffic control at regulated intersections with an assessment of the level of road safety of an intersection by its conflicting loading depending on the intensity of traffic and pedestrian flows. In particular, the utility model can be used where at least one of the streets of the intersection with an intersection or an adjacency in each direction has at least three-way traffic and above, and the other two-way traffic and above.

Known traffic control system for pedestrian flows at intersections during two-phase and multiphase cycles of vehicles traveling (Fig. 3.3 ÷ 3.8, p. 43 ÷ 50. Kremenets Yu.A., Pechersky MP, Afanasyev MB Technical means traffic management: Textbook for universities. - M.: IKC "Akademkniga", 2005. - 279 p.).

The most common two-phase traffic control system in practice divides in time conflict intersections in traffic and pedestrian flows (CCI) (“transport-transport” and “transport-pedestrian”) into two groups with an acceptable level of traffic safety for “conflict loading”. With such a control system, in traffic management schemes, turns of traffic flows (TP) to the left, right, and then through pedestrian flows (PP) are allowed in the presence of conflicts in accordance with the procedure provided for by the Rules of the Road of the Russian Federation. The legal resolution of these conflicts is normalized within acceptable limits when: - the intensity of the left-turning TP through the oncoming TP does not exceed 120 auth / h .; - the PP intensity at one crossing does not exceed 900 people / h, and the intensity of the left- and right-hand traffic flows does not exceed 120 auth / h. A disadvantage of the known traffic control system at intersections is that it does not exclude centers of increased accident rate for real traffic conditions at intersections when their dynamic “conflict loading” increases, that is, the normalized conflict at the points of “leakage” of traffic flows is exceeded - between themselves and - with pedestrian flows.

A known traffic control system at multilane adjustable intersections with multiphase junction of traffic and pedestrian flows - with "seepage" and "without seepage" (p. 9, 10; p. 21-27; p. 61-76. Plotnikov AM Development traffic management schemes for traffic and pedestrian flows at regulated intersections. Textbook for universities. - SPb .: Nestor-Istoriya, 2010. - 110 p., 58 ill.). A copy of the closest analogue is given in the Appendix to the present description of the application.

This system implements multiphase traffic light control by pedestrian flows at multilane intersections in the variants: with “acceptable” - and with “conflict-free” separation of conflicting pedestrian flows using, respectively, three-phase and four-phase traffic management schemes (SOD).

The specified traffic control system at a multi-lane intersection is selected as the closest analogue.

The well-known traffic control system at a multi-lane adjustable intersection includes a road controller, traffic lights with left and right additional sections, pedestrian traffic lights, blocks of special requirements for directions of traffic - “left”, “straight” and “right”. Each road sign of special requirements for driving directions in a lane from a block of special requirements for directions of traffic is installed above each corresponding lane on approaches to stop lines of a multilane intersection. The number of such road signs is determined by the number of traffic lanes at each entrance of the intersection. The number of blocks of special requirements for the directions of traffic is determined by the number of entrances of the regulated intersection, for example: three blocks are needed for an intersection with an adjoining (ie “T” -shaped) and four blocks for an intersection with an intersection. Vehicle detectors, for example, video detectors, can be installed above all stop lines, covering all access lanes to an adjustable intersection through virtual frames or magnetic frames. The closest analogue solves the unambiguous separation of conflicting CCIs in time in two versions: the first with an acceptable - and the second with an increased level of requirements for road safety. The first option allows, within the limits of regulatory safety requirements, conflicting maneuvers of traffic flows between themselves and with pedestrians (that is, "seepage"), and the second one does not allow conflicting maneuvers for seepage and implements the technology of the concept of "zero mortality" - the desired limit to road safety.

The disadvantage of the closest analogue is the high length of the traffic light control cycle, which is limited by “patient expectation” within 120 seconds for drivers and 40 seconds for pedestrians. The high duration of the traffic control cycle leads to a traffic delay and a decrease in the intersection throughput in those daily time ranges where all left and right-hand traffic flows (or in certain combinations) do not exceed the standard level of acceptable safety.

In the process of the information research, no other traffic control systems were identified at a multilane adjustable intersection, in which each at least one additional section of the traffic light is equipped with a curtain drive unit, and the special requirements block for the direction of traffic intended for each lane is made with the possibility changes to information prescription

The objective of the utility model is to develop a traffic control system that maintains a given level of road safety at the maximum average throughput of an adjustable intersection.

The technical result that determines the solution of the problem is to provide the maximum average traffic capacity of the intersection while maintaining the normative level of requirements for road safety.

The technical result is achieved as follows.

A traffic control system at multi-lane intersections is proposed, including a road controller to which at least three traffic control devices are connected, one for each input of an adjustable intersection.

Each traffic control device includes a traffic light with at least one additional section, at least one pedestrian traffic light, a transport detector, which are connected to the road controller and a block of special requirements for the directions of traffic intended for each lane.

Unlike the closest analogue, each at least one additional section of each traffic light is equipped and connected to a curtain drive assembly connected to the road controller.

All blocks of special requirements for the directions of traffic intended for each lane are made with the possibility of changing the information requirements and are connected to the road controller.

The combination of these distinguishing features from the closest analogue is sufficient to achieve the specified technical result.

The figure 1 presents a traffic control system at a multi-lane intersection.

The principle of operation of the utility model is illustrated and illustrated by figures 2-8, which depict:

figure 2 - plan and equipment of the control system at a multi-lane intersection with the intersection of two streets;

figure 3 - four-phase SOD with a phase-wise principle of control without seepage, then program No. 1, which implements the technology of the concept of "zero mortality", where there is no conflicting load R = 0, and the duration of the traffic light cycle Тц = 127 s;

in figures 4 and 5, a three-phase SOD with a phase-by-phase control principle with leakage at the same duration of the traffic signal cycle Tc = 95 s, but with different numerical values of the conflicting load values, then for figure 4 program No. 2 option 1 - R ₁ = 3.6 units . (see Fig. 7 phase 3), and for Fig. 5 program No. 3 option 2 - R ₂ = 5.9 units. (see Fig. 7 phase 1);

figure 6 is a three-phase SOD with a phase-by-phase control principle with leakage only in traffic streams and with zero mortality for pedestrian flows, then program No. 4 with a traffic light cycle duration of TC = 86 s and a conflict load value of R ₃ = 3 units. (see Fig. 8);

figure 7 - phase diagrams with conflicting loading, which calculated the values of conflicting loads of the regulated intersection, respectively, for programs: No. 2 option 1 - R ₁ = 3.6 units. phase 3 (see figure 4) and No. 3 option 2 - R ₂ = 5.9 units. phase 1 (see figure 5);

figure 8 - phase diagrams 1 and 2 with conflicting loading, which calculated the conflicting load R = 3 units. for program No. 4 (see FIG. 6), and phase 3 for pedestrians is conflict-free.

All calculations of the numerical values of TC and R for the above-mentioned programs No. 1 ÷ No. 4 were made a priori according to the statistics of peak intensities for the CCI of an example of an intersection and were recorded in the memory of the library of hard calendar programs of the road controller in advance of work.

The utility model (FIG. 1) includes a road controller 1 and at least three motion control devices 2, one for each input of an adjustable intersection. Each traffic control device 2 includes a traffic light 3 with at least one additional section 4 (right / left turn of the vehicle), which is equipped with a drive unit for the shutter 5 and at least one pedestrian traffic light 6, transport detector 7, block special requirements for the directions of traffic intended for each lane 8, which is configured to change the information requirement. The traffic controller 1 is electrically connected to the traffic light 3 with at least one additional section 4 and with at least one pedestrian traffic light 6, a transport detector 7, a drive unit for the shutter 5 and a block of special requirements for the directions of traffic intended for each strip 8, configured to change the information requirement. Each drive unit of the shutter 5 is connected to the corresponding additional section 4 of the traffic light 3.

The traffic control system at multi-lane intersections is as follows.

The utility model is considered on a specific example (figure 2) of a multi-lane intersection with the intersection of two streets. The system consists of a road controller 1 (hereinafter DC 1), which is connected to four traffic control devices 2 (UUD 2).

Each of the four УУД 2 controls the traffic of pedestrian flows (CCI) at the individual inputs of the intersection: Entrance A, Entrance B, Entrance C and Entrance D, each entrance with three marked traffic lanes to enter the intersection or stop at stop lines ( bold line) to pedestrian crossings of the zebra type. All directions of traffic of pedestrian flows, shown in figures 2-8, are numbered from 9 to 12 - with assignment of letter indices in accordance with their binding to the intersection entrances, namely: for the movement of pedestrian flows signs 9a, 9b, 9c and 9d, and for the movement of traffic flows groups of designations in three lanes with the corresponding indices (10a, 11a, 12a), (10b, 11b, 12b), (10c, 10c, 12c) and (10c, 11c, 12c) are shown, which are shown on each block of special requirements for the directions of traffic intended for each lane, made with the possibility of changing the information requirement 8 (UDZ 8), respectively suspended above each traffic lane on braces or piers in front of each stop line of the corresponding intersection entrance.

The electrical communication lines of the road controller 1 with each element included in the motion control device 2 are not shown in FIG. 2, so as not to complicate the drawing of FIG. 2.

Dashed lines in all direct directions of traffic flow regulations (11a, 11b, 11c, 11g) for the outermost entry lanes to the left (10a, 10b, 10b, 11g) and to the right (12a, 12b, 12c, 12g) on UDZ 8 of Fig.2 conditionally indicate a change in the prescription - at the same time to direct movements with rotary movements or only to rotary movements.

Each UUD 2 consists of a blind drive unit 5 (ПШ 5), a traffic light 3 with right and left additional sections 4 (T.1.pl) - according to GOST R 52282-2004, where black shades are conventionally shown by shading on additional sections 4 for closing and opening the corresponding right and left additional sections of traffic lights 3 T.1.pl, with the aim of transferring it to another type of traffic lights 3 (TL) - according to GOST R 52282-2004, without right and left additional sections 4 and vice versa , pedestrian traffic light 6 (A.1) - according to GOST R 52282-2004, with corresponding by doubles 6, transport detector 7 (DT 7), to obtain data on the numerical intensity of vehicles for each selected lane in the form of current (and integral) information and transmit it to DK 1, a block of special requirements for the directions of traffic intended for each lanes, made with the possibility of changing the information requirement 8 (UDZ 8), in which traffic signs of the direction of movement along the lane are able to change the direction of movement of vehicles in each lane in the nomenclature range of their type 5. 15.2 - according to GOST 52290-2004.

For example, in the considered example in figures 2-8:

view of UDZ 8 Entrance A “left 10a - straight 11a”, “straight 11a”, “straight 11a - right 12a” changes the information prescription to view UDZ 8 Entrance A “left 10a”, “right 11a”, “right 12a”;

view of UDZ 8 Entrance B “left 10b - straight 11b”, “straight 11b”, “straight 11b - right 12b” changes the information prescription to view UDZ 8 Entrance B “left 10b”, “right 11b”, “right 12b”;

view of UDZ 8 Entrance to "left 10v - right 11v", "straight 11v", "straight 11v - to right 12v" changes the information prescription to the form of UDZ 8 Entrance to "left 10v", "right 11v", "right 12v";

view of UDZ 8 Entrance G “left 10g - straight 11g”, “straight 11g”, “straight 11g - right 12g” changes the information prescription to view UDZ 8 Entrance G “left 10g”, “right 11g”, “right 12g” and vice versa . At the same time, all traffic lights 3 from type T.1, where all additional sections 4 are closed with black curtains, respectively, go into type T.1.pl, where all additional sections 4 are open and vice versa.

The beginning of the traffic control system at the multi-lane intersection (figure 2) is the inclusion of a power source, including after emergencies, when traffic lights control traffic and pedestrian flows (CCI) at the intersection is according to program No. 1 (figure 3). That is, the initial management of the intersection is always based on the technology of the concept of “zero mortality”. In this case, all UDZ 8 Entrance A “left 10a”, “straight 11a”, “right 12a” - UDZ 8 Entrance G “left 10g”, “right 11g”, “right 12g” have unambiguous directions of traffic and black curtains in front each additional section 4 traffic lights 3 T.1.pl (Input A) - T.1.pl (Input D) are opened by commands from the corresponding PN 5 Input A - PN 5 Input G. In an explanatory example, program No. 1 (figure 3 ), which controls the intersection, has a traffic light cycle duration Тц = 127с and a conflicting load R = 0, which are recorded in the memory of the hard calendar library Road's programs controller 1 in advance of the operation. Similarly, other control programs of the intersection No. 2 option 1 (figure 4), No. 3 option 2 (figure 5), No. 4 (figure 6) and No. 5 (yellow blinking) are recorded in the memory of DC 1. Cycle times and conflicting downloads for these programs are calculated similarly for the example of statistics of peak intensities and boundary normative intensities of left and right traffic flows of 120 auth / h and have the following meanings for program algorithms: No. 2 option 1 (Fig. 4) and No. 3 option 2 (Fig. 5) having the same TC = 95 s, but different R ₁ = 3.6 units. (Fig. 7 phase 3) and R ₂ = 5.9 units. (Fig. 7 phase 1); No. 4 (Fig.6) TC = 86s, and R = 3 units. (Fig. 8). Additional program No. 5 has a yellow flashing mode with a frequency of 1 Hz. This is the so-called night mode, it turns on and off according to the timer located in the recreation center 1.

With the power on, DK 1 operates according to program No. 1 (Fig. 3) in real time for 3-5 traffic signal cycles. During this time, transport detectors ДТ 7 Input А - ДТ 7 Input Г measure the intensity of vehicles at each entrance lane of the intersection and transmit them to DC 1. It analyzes in which directions the intensities of the left- (10a, 10b, 10c, 10g) and right-turning ( 12a, 12b, 12c, 12d) of vehicles corresponds (does not correspond) to the normative traffic intensity. Depending on the result of the analysis, DK 1 adaptively selects one of the library programs No. 2 (figure 4), No. 3 (figure 5), No. 4 (figure 6). For example, on all the turning directions of movement (10a, 10b, 10v, 10g and 12a, 12b, 12v, 12g) the number of vehicles does not exceed 120 auth / h, then DK 1 correctly switches from program No. 1 (Fig. 3) to program No. 4 (Fig.6) through the alarm "circle red" during the time interval equal to the duration of the intermediate cycle 4C, for an illustrative example. During this time, the road controller 1 is replacing the original program number 1 (figure 3, where TC = 127s and R = 0) to program number 4 (figure 6, where TC = 86s and R = 3 units). At the same time, DC 1 gives signals to the blind drives PS 5 Input A - PS 5 Input G for black shutters to close all additional sections 4 in traffic lights 3 of type T.1.pl (Input A) - T.1.pl (Input G), which translates them respectively into type T.1 (Input A) - T.1 (Input D). Simultaneously with the closing of the black blinds, DK 1 gives commands for the simultaneous replacement of all the relevant directions of the UDZ transport 8 Entrance A “left 10a”, “right 11a”, “right 12a” - UDZ 8 Entrance G “left 10g”, “straight 11g”, “Right 12g” to the appropriate in UDZ 8 Entrance A “left 10a - straight 11a”, “straight 11a”, “right 11a - right 12a” - UDZ 8 Entrance G “left 10g - straight 11g”, “straight 11g”, “ straight 11g - right 12g. " The transition from program No. 4 (FIG. 6) to program No. 2 option 1 (FIG. 4, where Tc = 95s and R ₁ = 3.6 units) occurs after the detection of DT 7 Input A or DT 7 Input B exceeding the normalized threshold (more than 120 auth / h) in any of the turning directions of movement (figure 2) UDZ 8 Entrance A “left 10a”, right 12a ”or in UDZ 8 Entrance B“ left 10b ”, right 12b", and a signal about it in the recreation center 1. The latter synchronously and accordingly switches through the blind drives PS 5 Input A and PS 5 Input B two traffic lights 3 of type T.1 (Input A) and T.1 (Input B) to type T.1.pl (Input A) and T.1.pl (Input B) by opening the corresponding black curtains at the right and left additional sections 4 and synchronously changes the direction of traffic in each of the two UDZ 8 Entrance A "left 10a - straight 11a", "straight 11a", "right 11a - right 12a" and UDZ 8 Entrance B " to the left 10b - straight 11b ”,“ straight 11b ”,“ straight 11b - right 12b ”to the corresponding UDZ 8 Entrance A“ left 10a ”,“ straight 11a ”,“ right 12a ”and UDZ 8 Entrance B“ left 10b ”,“ straight 11b ”,“ right 12b ”. The transition from program No. 4 (FIG. 6) to program No. 3 (FIG. 5) is also similar to option 2, but only after detection of DT 7 Input B or DT 7 Input D exceeding the normalized threshold (more than 120 auth / h) in any of rotational directions of movement (figure 2) in UDZ 8 Entrance to "left 10v", "right 12v" or in UDZ 8 Entrance G to "left 10g", "right 12g" and issuing a signal about this in DK 1. The latter synchronously switches through drives blinds ПШ 5 Input В and ПШ 5 Input Г two traffic lights 3 from type T.1 (Input В), T.1 (Input Г) to type T.1.pl (Input B), T.1.pl ( Entrance D) through the opening of the corresponding black curtains to the right and left additional sections 4, and also changes the direction of traffic in each of the two blocks in the UDZ 8 Entrance to "left 10c - straight 11c", "straight 11c", "right 11c - right 12c" and in UDZ 8 Entrance G “left 10g - straight 11g”, “straight 11g - right 12g” to the corresponding in UDZ 8 Entrance into “left 10v”, “right 11v”, “right 12v” and into UDZ 8 Entrance G “ left 10g "," right 11g "," right 12g. "

In the case of switching the regulated intersection into program No. 5 from any other program by timer or in situations of two red signals burning simultaneously (main and understudy) in traffic 3 or pedestrian 6 traffic lights in any direction programmed in DC 1 to “red control”, then DK 1 translates all traffic lights 3 into type T.1 (Input A) - T.1 (Input D), and all UDZ 8 Input A - UDZ 8 Input D, regardless of their initial state, in the form of UDZ 8 Input A " left 10a - straight 11a ”,“ right 11a ”,“ right 11a - right 12a ”- UDZ 8 Entrance Г“ left 10g - ryamo 11d "," 11d right "," straight 11d - 12d to the right. "

Switching programs, from the above program options, in any sequence, or reverse switching, including from additional program No. 5 - the road controller 1 makes “red circle” alarms during the time interval with the duration of the intermediate clock cycle.

Existing industrial technologies and materials used make it possible to organize serial production of the proposed utility model for “T” -shaped (adjoining) intersections and street intersections, in particular if at least one of the streets has three or more lanes and the other has at least two lanes or more in opposite directions.

Thus, the proposed traffic control system at multi-lane intersections allows achieving the maximum average intersection throughput while maintaining the normative level of road safety requirements.

Claims (1)

A traffic control system at multi-lane intersections, comprising at least three traffic control devices - one for each input of a controlled intersection transport, each of which includes a traffic light with at least one additional section and at least one a pedestrian traffic light, a transport detector, which are connected to the road controller, and a block of special requirements for the directions of traffic intended for each lane, characterized in that each at least , one additional section of the traffic light is equipped with a curtain drive unit, and the unit of special requirements for the directions of traffic intended for each lane is configured to change the information requirement, while the curtain drive unit and the block of special requirements for the directions of traffic intended for each lane are connected with the road controller, and the shutter drive assembly is connected to at least one additional section of the traffic light.