RU2648561C2 - Dynamic system for formation of transport flows - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to the field of traffic regulation, namely, the formation of traffic flows. Dynamic system for the formation of traffic flows consists of a device, peripheral equipment and central equipment, with the hardware-software system that calculates the conditions for the implementation of the trip. After registration of an application in the system, a user selects a set of criteria for the trip, system calculates a number of routes and gives them to the user. If the user selects one of the proposed routes, system saves it and monitors the implementation of the route, After the trip end, the system calculates the actual costs of the trip. If the user is not satisfied with the proposed routes, then the user adjusts the reference criteria until the system offers the user a satisfactory route.

EFFECT: balance between the transport requirements of drivers and the capacity of the road network is provided, in compliance with traffic rules.

6 cl, 4 dwg

Description

The dynamic system for the formation of traffic flows is a system of interaction between drivers and relates to the field of road transport, namely, to the formation and informational impact on traffic flows. The technical result is a significant reduction in the conditions of occurrence of traffic congestion and collapse on the road network (UDS). The principle of the system’s operation is based on calculating the balance of interests of drivers as participants in the transport process and the capacity of the UDS, provided they comply with the rules of the road (SDA) and the requirements of the system.

The invention relates to the field of traffic regulation, namely the formation of traffic flows. The dynamic system for the formation of traffic flows refers to queuing systems (QS) with weak feedback and consists of an on-board device, peripheral equipment and central equipment with a software and hardware complex that calculates the conditions for the implementation of the trip. When registering in the system, the user indicates personal data and the data of his vehicle, after which a travel request is drawn up, which indicates the planned criteria and sets priorities between the criteria. Based on the application, the system generates a set of unique instructions, and the user can select only one of them. If the instruction is selected, then the application is registered as a unit of transport load. If the instructions are rejected, then the user changes the initial values of the application to receive new instructions. Interaction with the user continues until the application is registered, or the user refuses to interact with the system. The rules for generating system instructions provide a balance between the transport needs of drivers and the capacity of the road network, as part of the observance of traffic rules.

A number of systems and methods of individual information impact on drivers are known, the purpose of which is to regulate access to the UDS of each specific driver as part of the solution to the problem of preventing traffic jams and collapses (RU No. 2507583 C2, RU 2572279 C1, RU 2459262 C2, RU 2178585 C1).

The disadvantages of these systems are that users of such systems do not have the opportunity to plan their trips for the required time, and the choice of travel option is calculated based on only one criterion - destination. At the same time, a number of restrictions on the actions of the driver are provided in case of deviation from the route set by the system.

The closest technical solution to the claimed invention was proposed and protected on 05.22.2014 in the work "Improving the efficiency of the use of street-road networks based on the management of the formation of traffic flows." (RF patent No.RU 2507583 C2. “Method for organizing a navigation and traffic control system” Published: February 20, 2014). This solution differs from other similar systems in that the driver in his application for the trip reports the destination, and the calculation of the routes in the control center is based on the principle of finding the shortest route for each vehicle, which achieves Wardrop's user balance. However, within the framework of such a system, the problem of the occurrence of transport collapses may lie in the fact that the driver, both in the process of applying for a trip and in the process of making a trip, may have many other trip criteria and priorities between them, for calculation of user equilibrium. Moreover, both the criteria themselves and the priorities between them can be dynamic, i.e. unstable in time. Therefore, within the framework of such a system, this circumstance will always be a source of random disturbances, leading to the possibility of transport collapses.

The disadvantage of this method is that the driver, in addition to the shortest route, may have other priorities during the trip, which he cannot tell such a system well in advance of the trip for the time period he needs. With this method, each driver, after submitting an application for movement, the system automatically calculates the shortest route, and, directively, in the conditions of a transport collapse, indicates a ban on leaving with a countdown of the departure time for the route. In case of non-compliance with the requirements, it is assumed either an administrative penalty, or the driver is invited to pay for a permit to leave. Obviously, in the case of such payment for the right to leave, the driver may fall into the transport collapse through his own fault, because with his departure, he will exceed existing traffic. This method cannot be called useful for drivers and effective in preventing traffic collapses because Wardrop's user balance is calculated based on one criterion for the trip — the search by the system for the shortest route or travel time. However, in addition to the shortest route, drivers may have other priorities, such as: departure time, arrival time at the destination, travel time along the route (not necessarily the shortest), route (not necessarily the shortest), the cost of the trip itself, etc. criteria, in the same way as the search criteria for the shortest Wardrop route, it is also possible to paint the user balance. However, whichever of the above criteria the transport equilibrium is described, it will not be an effective means of preventing transport collapses until the drivers themselves have the opportunity to tell the system about the travel criteria they need and the priorities between them that are not taken into account by any existing system. Moreover, if we assume that the driver’s priority will be his own unique route, which he declaratively indicates to the system, and this priority will be the criterion for calculating user equilibrium, carried out according to the Wardrop principle, then it will not be possible to calculate such equilibrium within the framework of the specified system.

A known system (Patent No.RU 2572279 C1 “System for planning a multimodal trip route”), in which drivers are offered a choice of different routes.

The disadvantage of such a system is that the calculation of routes is carried out by the system according to only one criterion for the trip - the destination, and the driver does not have the opportunity to tell the system many criteria and priorities for his trip, and there is no way to tell the system about changing the destination, and other criteria and trip priorities during the trip.

A known system (Patent No.RU 2459262 C2. "Improved navigation device and method"), which provides for the mode of "free driving" after registration of the selected route by the user.

The disadvantage of such a system is that the calculation of routes is carried out by the system according to only one criterion for the trip - the destination, and the driver does not have the opportunity to tell the system many criteria and priorities for his trip, and there is no way to tell the system about changing the destination, and other criteria and trip priorities during the trip. Moreover, such a system does not provide for fixing deviations that the user may allow during the implementation of the selected route, respectively, such a system will not be able to inform all participants of the transport process about the causes and circumstances of the occurrence of traffic congestion and collapses, and to forestall the causes of their occurrence.

The proposed technical solution allows the driver to inform the system in advance about the purpose of their trip, indicating the priority conditions for its implementation, including the destination address of the trip, the period of time it was made, fuel consumption, etc.

Calculation of user equilibrium is carried out by the system according to the set of criteria and priorities of the trip, reported by drivers in applications for interaction with the system, which allows the system to more flexibly take into account the main goals of drivers' trips and calculate such travel options that will be closest to their preferences.

Figure 4 (see the section "Drawings and other materials") shows a table that shows the criterion differences of the proposed method from the closest analogue.

Figure 1 (see the section "Drawings and other materials") shows a block diagram of the functioning of the proposed method, characterized in that it has a conditional block that allows the driver to both approve the travel options proposed by the system and change the previously stated values of the planned trip criteria and priorities between them, until the system receives information from the driver about the travel option that suits him, which operates as follows:

Step 1: The driver is the user and subscriber of the system who has successfully completed the registration procedure, during which he indicated: a) personal data b) insurance data c) type and make of the vehicle d) state number e) brand of fuel e) brand of fuels and lubricants g ) vehicle mileage h) engine displacement, etc.

Step 2: The driver, by means of the dialog interface, on the peripheral data input-output device, informs the system of the coordinates of departure (building A) and destination (building B).

Step 3: The driver indicates the planned time of departure (T1) from K. And the time of arrival (T2) in K.

Step 4: The driver indicates one of the three priorities proposed by the system: time, route, cost. In this case, the driver, choosing in priority:

a) time. The driver indicates either the departure time or the arrival time. If he chooses the time of departure, then he neglects the time of arrival, and if he chooses the time of arrival, he neglects the time of departure. In any case, the system informs the driver well in advance of the trip about the start time of the trip, the route and the speed mode for each section of the route, the time of the parking session. At the same time, the driver neglects the remaining priorities: the route and the cost of the trip.

b) The route. The driver forcibly and strictly indicates to the system all sections of the planned route of the trip. At the same time, the driver neglects both the departure time, arrival time, and the cost of the trip. Or the driver tells the system to calculate the shortest route. Or the driver tells the system to tell him the best route.

c) Cost. The driver neglects both the time and the route of the trip.

d) The driver has the opportunity to indicate to the system several priorities simultaneously.

At the same time, the driver understands the following principle: the sooner he informs the system about his planned trips, the more he will potentially receive more favorable conditions for their implementation from the system.

Step 5: Based on the applications, the system forms an image of the traffic flow if all applications were carried out based on the total intentions of all drivers, as they are.

Step 6: The system generates (generates) prescriptions (instructions) of unique conditions for the implementation of transport intentions (trips) for each specific driver individually, based on the knowledge of the system about the UDS throughput and not allowing the likelihood of a transport collapse, i.e. not exceeding the transport intentions of all drivers over the UDS throughput and the loading of parking space.

Step 7: The system calculates the driver’s expenses for the trip: fuel, fuels and lubricants, travel time, standard hours of travel, etc.

Step 8: The driver receives information from the system in the form of many options for action (unique instructions) on the conditions for the implementation of transport intentions (trips), which he will have to strictly follow during the trip.

Step 9: If the driver is satisfied with at least one prescription (instruction) of the system from the many proposed, then the system fixes it in its knowledge base and monitors its implementation during the trip by means of the scale-coordinate device for determining the geographical position of the vehicle, and , in the event that the driver is not satisfied with any prescription proposed by the system, the application is automatically sent to the block for adjusting the source data (paragraph No. 2, No. 3) and / or priorities (paragraph No. 4) for changes neniya driver source application data, as long as the system is not designed for the driver suiting the prescription system and travel costs.

Step 10: The system monitors the driver's compliance with the requirements of the system, which the driver approved, during which the deviations that the driver allows during the trip are calculated.

According to the description of Figure 1, it is possible to develop a QS with the following functionality.

During registration in the QS, the user (driver) indicates his personal data and the data of his vehicle, after which the driver draws up a travel application containing the following set of travel criteria and priorities:

a) Planned departure time T1 (or time frame ΔT1)

b) Planned arrival coordinate

c) Planned arrival time T2 (or time frame ΔT2)

d) Planned route

e) Planned speed mode V (or speed range ΔV)

f) Planned travel costs, cost

g) Planned duration of the parking session

h) Planned travel priorities between criteria [a-g]

After receiving the application, on the basis of its data, as well as data on the UDS throughput and similar registered applications of other users, a QS is generated and sent to the user a set of (1 to n) instructions, each of which has a unique set of criteria to be approved by the user :

- Approved departure time (or time frame ΔT1)

- Approved Arrival Coordinate

- Approved arrival time (or time frame ΔТ2)

- Approved route

- Approved speed mode (or speed range ΔV)

- Approved trip cost

- Approved duration of the parking session

and the user can select only one of them. In the event that the user selects 1 of n instructions proposed by the system, this means that he approved and agreed to fulfill all its criteria, and his application is considered registered in the QS as a unit of transport load, i.e. one application belongs to one instruction, and the QS monitors compliance with its implementation, during which possible deviations that the user can allow are recorded. If the user rejects all the instructions, then the QS offers the user to change the criteria and priorities of the trip in the submitted application to receive new instructions. Interaction with the user continues until the application is registered, and the QS monitors its implementation, or the user refuses to interact with the QS. The rules for generating QS instructions provide a balance between the transport needs of drivers and the capacity of the road network, as part of the observance of traffic rules.

According to Figure 2 (see the section "Drawings and other materials"), a diagram is shown showing the initial data for calculating a traffic forecast system by a system, characterized in that the driver, when registering, is able to indicate to the system about the characteristics of the vehicle, a set of criteria and priorities between them in their applications for movement, on the basis of which the system predicts future traffic based on the options for future trips approved by drivers.

According to Figure 3 (see the section "Drawings and other materials"), a diagram of the interaction of equipment intended for drivers, consisting of an information carrier with a data input-output device, a scale-coordinate device for determining the geographical position of a vehicle with a system equipment consisting of a server, is shown data processing, the server of the formation of the image of traffic flows, the server of the data archive, the data transmission system and automated places of the operator and system administrator, Yasha that allows the driver to be in constant communication with the system both during the negotiation trip options, as well as during the implementation of the trip.

Thus, the proposed system is aimed at achieving a sustainable balance between the transport needs of all drivers and the capacity of the UDS within the framework of compliance with traffic rules, which does not limit the final actions of drivers. The functionality specified in the description can be supplemented, for example, at the request of users, with the importance of priorities between the criteria, and also integrate the functions of existing navigation systems and advanced systems with elements of artificial intelligence.

The proposed system will be able to withstand the possibility of transport collapses provided that at least 95% of all drivers as participants in the transport process are included in its users and they comply with the requirements of the system.

Claims (6)

1. A dynamic system for the formation of traffic flows, containing devices for determining the location of the vehicle and the characteristics of the vehicle, input / output devices and the transmission of graphic and textual information through which the application for the trip is transmitted to the system, and central equipment that calculates the conditions for the implementation of the trip based on data on the sum of all applications of drivers, characterized in that the system is configured to accept a set of criteria from drivers the list and priorities between them, calculating and transferring to drivers many options for implementing the trip, each of which contains a unique set of criteria, changes or adjustments, at any moment of movement, criteria and priorities between them, to calculate a more optimal variant of movement, fixing the final result in the database knowledge and control over the implementation of the option until the end of the trip, not applying sanctions against the driver, in case of deviation from the proposed option, calculation of the actual costs of the trip building after the trip. 2. The system according to p. 1, characterized in that the calculation of traffic forecasts is based on the probability of fulfillment by drivers of the approved system requirements. 3. The system according to p. 1, characterized in that it allows the driver to plan and book their trips in advance for the required period of time with the possibility of prepayment of road services: parking lots, toll roads. 4. The system according to p. 1, characterized in that it allows the driver to receive in advance a calculation of the forecast of material and intangible costs for the implementation of each system-proposed travel option. 5. The system according to claim 1, characterized in that there is a voice call to the system. 6. The system according to p. 1, characterized in that it informs all participants in the transport process about the causes and circumstances of the occurrence of transport collapses in real time.

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