RU72344U1 - ROAD MANAGEMENT SYSTEM - Google Patents

Abstract

1. A traffic control system comprising: an on-board equipment complex mounted on a mobile unit and configured to transmit control information via mobile radio to a control and monitoring complex; a control and monitoring complex configured to receive control information from the on-board equipment complex, determining the need to control the work of traffic lights on the basis of the received control information and the transmission of traffic control commands to the light complex traffic light control system installed at the traffic light and configured to receive traffic control commands from the control and monitoring complex and control the duration of the traffic light signals, the on-board equipment complex further includes a GPS global satellite positioning receiver, and the control information includes coordinates of the mobile unit determined by the specified receiver. 2. The system according to claim 1, characterized in that the on-board equipment complex includes a public packet radio transceiver GPRS, and the transmission of control information to the control and monitoring complex is carried out using a public packet radio communication GPRS.

Description

The technical field to which the utility model relates.

This utility model relates to traffic control systems by regulating the operation of traffic lights.

State of the art

In connection with the ever-increasing number of cars on city streets, the problem of regulating traffic in order to prevent traffic jams (traffic jams) has recently become more and more acute. Particular attention is paid to ensuring the schedule of ground public transport - buses, trolleybuses and trams.

The most common solution to this problem is to allocate a separate lane for public transport. However, such a solution is not always possible. In addition, even with a dedicated lane, traffic jams may occur, which leads to delays in public transport.

Various solutions are currently known to prevent delays in public transport at regulated intersections. Most of these solutions use various traffic control systems to provide public transport with the so-called “green wave”.

The main idea of the proposed solutions is to control the duration of the burning of traffic signals depending on certain parameters.

For example, German Patent No. 102 04 682 proposes a system for controlling traffic lights using control information. The mobile unit transmits the specified control information to the control system via a mobile radio network. The control system, depending on the transmitted control information, selects the corresponding record in the control table, and the selected record is used to control traffic lights.

As the closest analogue of the present utility model, the motion control system proposed in Great Britain Patent No. 1,375,813 is selected. The specified system includes a Central control module designed to control traffic lights containing data,

representing a model of the road network. The road network model contains the estimated time of arrival of the mobile unit at certain sections of the road network. The system also includes on-road mobile unit detection devices connected to a central control unit. These mobile unit detection devices transmit information about detected mobile units to the central control unit. Based on this information, the central control unit calculates the arrival time of the mobile unit at certain sections of the road network. If it is found that a certain arrival time differs from the estimated time, the central control module changes the duration of the traffic signals to ensure the timely arrival of the mobile unit.

The disadvantages of the described solutions include the need to install mobile unit detection devices on the roads. Such a solution is expensive in itself, because It requires mandatory organization of roadside infrastructure and mandatory coordination in all bodies, which requires a lot of time and effort. In addition to installing roadside infrastructure, connecting to the central control unit is also a complex and costly operation.

Utility Model Essence

The problem for which the present useful model is proposed is to create a traffic light control system devoid of the above disadvantages, namely, having a relatively low cost and being easy to install.

To solve this problem, a traffic control system is proposed that contains the following components:

- the on-board equipment complex installed on the mobile unit is made with the possibility of two-way data exchange: transferring control information via mobile radio to the control and monitoring complex and back to the on-board equipment complex on the results of decisions made;

- a control and monitoring complex made with the possibility of receiving control information from the complex of on-board equipment, determining the need to control the work of traffic lights on the basis of the received

control information, and transmission of traffic control commands to the traffic control complex;

- a set of traffic light control, configured to receive traffic control commands from the control and monitoring complex and control the duration of the burning of traffic signals;

- a complex for informing passengers at public transport stops about the estimated time of arrival of a mobile unit, made with the possibility of receiving relevant information from the control and monitoring complex and sending information about its condition (performance);

In addition, the on-board equipment complex further includes a GPS or GLONASS global satellite positioning system receiver, and control information includes the coordinates, direction and speed of the moving unit determined by the specified receiver.

Thus, since the coordinates of the moving unit are determined by the GPS or GLONASS global satellite positioning system, the need to install any additional devices for detecting moving units is eliminated.

In one embodiment of the utility model, the communication of the on-board equipment complex and the control and monitoring complex is carried out by means of packet radio communication of general use GPRS.

List of drawings

Other features and advantages of the present invention will become apparent from the following description, which contains links to the accompanying drawings, which illustrate an example implementation of the utility model, without introducing any restrictions. In the drawings:

figure 1 depicts a complex of on-board equipment;

figure 2 depicts a set of management and control;

figure 3 depicts a set of traffic light regulation;

Utility Model Implementation

In accordance with this utility model, a traffic control system contains the following components:

- a complex of on-board equipment;

- complex management and control;

- complex traffic light regulation.

It is optionally proposed to use a complex for informing passengers at public transport stops about the estimated time of arrival of a mobile unit.

The complex of on-board equipment (figure 1) is installed on a mobile unit and is a specialized computer 1, which in an automated mode solves the following tasks:

- determination of the location, direction and speed of the moving unit. This problem is solved by means of the built-in receiver 2 of the GPS or GLONASS system.

- data exchange with a complex of management and control. Such an exchange is carried out via mobile radio. In a preferred embodiment, the on-board equipment complex contains 3 GPRS module, and data exchange with the control and monitoring complex is carried out by means of packet radio communication of general use GPRS

In addition to these main tasks, the on-board equipment complex may also have additional functions, such as counting the number of passengers (passenger counter module 6), notifying the driver of the route and schedule (driver’s console 4), informing passengers of the next stop (board 5), connecting electronic fare payment systems, video surveillance systems in the passenger compartment and driver’s cab, emergency call from the driver to the dispatcher, etc.

Figure 1 shows a structural diagram of a complex of on-board equipment in accordance with a preferred embodiment. The on-board equipment complex includes the following components:

- GPS or GLONASS receiver 2, which determines the coordinates of the mobile unit;

- GPRS module 3, through which data is exchanged with the control and control center via a virtual private network (VPN) using Internet access provided by the mobile operator 7;

- internal asynchronous interfaces 8, 9, through which data is exchanged between the operating system and the GPS receiver and the GPRS module;

- a real-time operating system that manages the operation of all components of the on-board equipment complex;

- hardware, including at least a processor 10 and operational and non-volatile memory.

Figure 2 shows a structural diagram of a control and monitoring complex in accordance with a preferred embodiment. The management and control complex includes the following components:

- server 12 process control priority passes (Realtime server);

- server 13 database management (Online server);

- Router 11 local area network;

Realtime-server is a server of operational management and control of the system and performs the following functions:

- maintains constant communication with remote objects through the GPRS module;

- performs the calculation of the deviation from the schedule and the generation and transmission of traffic control commands to the traffic control complex.

The online server is a configuration and storage server of the system and performs the following functions:

- Provides data Realtime-server;

- stores operational information about the state of the system;

- Performs continuous monitoring of the system;

contains information about routes and geographical areas of priority

As a Realtime server and Online server, any of the servers currently offered on the market that have a hardware configuration corresponding to the above tasks can be used.

The router of the local area network is designed to connect the elements of the control and monitoring complex into a single local network. In a preferred embodiment, an Ethernet type network router is used, but other types of networks, including wireless, can also be used.

A virtual private network 14 (VPN) via the Internet is used to exchange data between the control and monitoring complex and the remote components of the system, namely, the on-board equipment complex and the traffic light control complex. The traffic light control system of FIG. 1 is designed to receive and execute traffic control commands from the control and monitoring complex and control the duration of the traffic light signals, and includes the following components:

- block 15 remote call priority travel;

- traffic light controller 16.

The traffic light control complex is a terminal that receives and processes traffic light control commands from the control and monitoring center and turns on the traffic light phase by closing the corresponding contacts on the external connector of the road controller in the connection option via the switching unit, or turns on the light signal phase by transmitting a command specified by the controller manufacturer through the serial asynchronous port of the road controller.

The traffic light control complex does not have a direct connection with the onboard equipment complex and receives commands only from the control and monitoring complex. However, it is optionally possible to organize the transfer of information about the approach of the transport unit to the intersection directly to the traffic light control complex over the radio network in the allowed range of 433 MHz with the connection of an appropriate modem to the on-board computer and the installation of the corresponding modem in the traffic light control complex

FIG. 3 is a structural diagram of a traffic light control complex in accordance with a preferred embodiment. The traffic light control complex includes the following components:

- module 17 GPRS (through which data is exchanged with the control and monitoring center

- internal asynchronous interfaces through which data is exchanged between the operating system and the GPS receiver and the GPRS module;

- external asynchronous interfaces 18, through which the command is transmitted to the road controller in the connection option via the serial asynchronous port

- a switching module through which the command is transmitted to the road controller in the connection option via the serial asynchronous port

- a real-time operating system that manages the operation of all components of the on-board equipment complex;

- hardware, including at least a processor and operational and non-volatile memory.

As a traffic light controller, the system uses a standard road controller 16 with the ability to externally control phase switching.

The system operates as follows.

- priority travel is provided to a mobile unit having a lag behind the movement schedule more;

- Priority travel is provided by means of traffic control only at posts equipped with remote call devices;

- when simultaneously requesting priority travel of several mobile units to one road controller, a mobile unit located on a secondary road is given high priority.

The order of operation of the system in the presence of direct communication of the moving units with the priority control center is determined as follows:

The priority provisioning area is divided into virtual zones as follows:

Training zone - a special geographical area located at the entrance to the traffic light post, limited by the calculated coordinates, when it gets into it, preparation of traffic lights starts to enable the priority passage phase if all the conditions for providing priority passage are met;

Call zone - a special geographical area, located at the entrance to the traffic light between the PRE zone and the stop-line, limited by the estimated coordinates, when hit, a mobile unit will initiate a priority travel request;

Recovery zone - a special geographical area located after the intersection, limited by the calculated coordinates, when it enters the system, it restores normal traffic light regulation.

The calculated coordinates of the zones are calculated for each intersection individually, based on the organization of traffic, the intersection path of the intersection with a mobile unit, the architectural features of the intersection, the speed of the moving unit and the accuracy of determining coordinates in a given area. The calculated coordinates of the zones are applied to the electronic map and stored in the Online server.

The control center of the system performs continuous monitoring of the location and condition of mobile units using GPS technology with the display of their location on an electronic map of routes.

The data on the location of the moving units are recorded in the archive database and checked against the schedule to account for deviations from the schedule.

The calculation of the arrival time is based on the location of the mobile unit, the timetable and the amount of delay at stops associated with boarding and disembarking passengers.

After calculating the time of arrival of the mobile unit to the next stop, the control center transmits to the stop information boards the necessary information that is displayed on the LED panels.

If a deviation from the schedule is detected, the control center generates a priority travel request, indicating the time during which the special phase enable command must be executed by the remote control unit installed in the road controller. In case of successful execution of the command, the remote control unit sends a confirmation to the center.

Having received a command to turn on the priority travel phase, the control unit checks the time of request formation and the period of command execution. If the conditions are met, the remote control unit performs electrical switching of the contact for switching on the special phase of the priority passage in the connection option via the switching unit, or transmits a special command to the controller via the asynchronous serial port.

The remote control unit performs electrical switching of the contact for switching on a special phase of priority passage or transmits a special command to the controller via an asynchronous serial port.

Traffic control is carried out in accordance with the traffic control scheme, which is defined for this intersection and recorded in its passport. Processing of electrical signals at the switching contacts of special phases or processing of a command received via an asynchronous interface and the signal program is carried out directly in the road controller.

Having received a command to turn off the priority drive phase, the control unit checks the time of the request and the execution period of the command. If the conditions are met, the remote control unit performs electrical switching of the contact for switching off the special phase of the priority passage or transmits a special command for switching off the special phase of the priority passage to the controller via the asynchronous serial port.

If the command to turn off the priority drive phase did not arrive from the control and monitoring center in the calculated time, the remote control unit generates an entry in the internal log and does not switch the corresponding contacts or does not transmit the command via the asynchronous serial port.

In this case, the road controller completes the priority passage phase independently in accordance with the signal plan.

In some cases, logic is allowed in which a signal to turn off a special phase is not generated or processed, and the phase duration is determined by the calculation method and is implemented in the signal programs of the road controller.

The restoration of the traffic light control cycle is performed by the road controller in accordance with the signal plan, individual for each traffic light post.

The logic of the signal program of the road controller can compensate for the loss of time for the rest of the movement, leaving a green signal for a longer time.

The order of operation of the system in the presence of direct communication of the moving units with the road controller is determined as follows:

The priority provisioning area is divided into virtual zones as follows:

Training zone - a special geographical area located at the entrance to the traffic light post, limited by the calculated coordinates, when it gets into it, preparation of traffic lights starts to enable the priority passage phase if all the conditions for providing priority passage are met;

Call zone - a special geographical area, located at the entrance to the traffic light between the PRE zone and the stop-line, limited by the estimated coordinates, when hit, a mobile unit will initiate a priority travel request;

Recovery zone - a special geographical area located after the intersection, limited by the calculated coordinates, when it enters the system, it restores normal traffic light regulation.

The calculated coordinates of the zones are calculated for each intersection individually, based on the organization of traffic, the trajectory

the intersection of the intersection with a moving unit, the architectural features of the intersection, the speed of movement of the moving unit and the accuracy of determining coordinates in a given area. The calculated coordinates of the zones are printed on an electronic map and stored in the memory of the on-board equipment.

The on-board equipment complex performs continuous location monitoring and broadcasts its own identifier and identifiers of the zones in which it is located.

Having detected moving units in the visibility zone, the road controller contacts the control center to detect deviations from the schedule.

If a deviation is detected, the remote control unit performs electrical switching of the contact for switching on the special phase of the priority passage in the connection option via the switching unit, or transmits a special command to the controller via the asynchronous serial port.

Traffic control is carried out in accordance with the traffic control scheme, which is defined for this intersection and recorded in its passport. Processing of electrical signals at the switching contacts of special phases or processing of a command received via an asynchronous interface and the signal program is carried out directly in the road controller.

Having received the recovery zone identifier, the remote control unit performs electrical switching of the switch-off contact of the special phase of the priority passage or transmits a special command to turn off the special phase of the priority passage to the controller via the asynchronous serial port.

In some cases, logic is allowed in which a signal to turn off a special phase is not generated or processed, and the phase duration is determined by the calculation method and is implemented in the signal programs of the road controller.

The restoration of the traffic light control cycle is performed by the road controller in accordance with the signal plan, individual for each traffic light post.

The logic of the signal program of the road controller can compensate for the loss of time for the rest of the movement, leaving a green signal for a longer time.

Claims (2)

1. A traffic control system comprising: a set of on-board equipment installed on a mobile unit and configured to transmit control information via mobile radio to a control and monitoring complex; a control and monitoring complex made with the possibility of receiving control information from the on-board equipment complex, determining the need to control the work of traffic lights on the basis of the received control information and transmitting traffic control commands to the traffic light control complex; a traffic light control complex installed at a traffic light and configured to receive traffic control commands from a control and monitoring complex and control the duration of a traffic light signal, moreover, the complex of on-board equipment additionally includes a receiver of the GPS global satellite positioning system, and the control information includes the coordinates of the mobile unit determined by the specified receiver. 2. The system according to claim 1, characterized in that the on-board equipment complex includes a public packet radio transceiver GPRS, and control information is transmitted to the control and monitoring complex through a public packet radio communication GPRS.