US3593262A - A traffic control system for merge junctions - Google Patents

A traffic control system for merge junctions Download PDF

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Publication number
US3593262A
US3593262A US783598A US3593262DA US3593262A US 3593262 A US3593262 A US 3593262A US 783598 A US783598 A US 783598A US 3593262D A US3593262D A US 3593262DA US 3593262 A US3593262 A US 3593262A
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Prior art keywords
vehicle
control system
traffic control
merge
lamp
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US783598A
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English (en)
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Rolf Edmund Spencer
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EMI Ltd
Electrical and Musical Industries Ltd
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EMI Ltd
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/075—Ramp control

Definitions

  • NTROL SYSTEM FOR MERGE ABSTRACT In a traffic control system for a merge junction between first and second vehicular paths there is provided I 1 Claims, 8 Drawing Figs.
  • a flr l at of indicato s are ar. 8 ranged in succession along a length of the first path and in adl 1 new 50rd! vance of the junction; the indicators being to controlled by die 38 detecting means as to direct the creation of a moving gap in the traffic on the first path.
  • the moving gap is arranged to or- [561 Rehnnmciud rive at the merge junction simultaneously with the merging UNITED STATES PATENTS vehicle so that said vehicle can safely merge with the traffic on 3,188,927 6/1965 Woods 94/15 the firit path.
  • a traffic control system for a merge junction between first and second vehicular paths there is provided means for detecting movement of a vehicle along the second path towards the junction.
  • a first set of indicators are arranged in succession along a length of the first path and in advance of the junction; the indicators being so controlled by the detecting means as to direct the creation of a moving gap in traffic on the first path.
  • the moving gap is arranged to arrive at the merge junction simultaneously with the merging vehicle so that said vehicle can safely merge with the trafiic on the first path.
  • This invention relates to a traffic control system for a merge junction between first and second vehicular paths.
  • One difficulty associated with the control of road traffic is that encountered when traffic enters a main road from a side road. It has been proposed to detect a gap of a predetermined minimum length in the traffic stream on the main road while the gap is at some distance from the merge point, and to release a vehicle waiting on the side road at such a time that the released vehicle should reach the merge point at the same time as the gap in the main stream.
  • This system has the disadvantage that vehicles in the side road may have to wait for a considerable time before a gap appears in the mainstream and the further disadvantage that it depends on there being no significant change in the length and velocity of the gap between the point of detection and the merge point. if, as may often occur in prac ce, significant changes do take place, the vehicle reaching the merge point may find that the gap has already passed, has not yet arrived, or has been closed, and a dartgerous situation is created.
  • a traffic control system for a merge junction between first and second vehicular paths including first detecting means for detecting movement of a vehicle along the second path towards the junction and a first set of indicators, arranged in succession along a length of the first path, the indicators being so controlled by the detecting means as to direct the creation of a moving gap in the traffic on said first path, into which gap the vehicle can merge at the junction.
  • the present invention is intended for systems in which vehicles are driven only by disciplined drivers and it overcomes the above mentioned difficulties by commanding and maintaining a moving gap in the main traffic stream while causing the minimum disturbance to the main traffic stream.
  • a number of lamps are spaced along the main road and a gap to be made is denoted by lighting a group of adjacent lamps.
  • the gap length is determined by the interval between lamps and the number of lamps in a group.
  • Groups of lamps are illuminated in sequence in response to the movement of a vehicle on the side road so as to produce a moving group of lights, and the position and velocity of the group is so related to the position and acceleration of the vehicle on the side road that the moving group of lamps reaches the merge point at the same time as the vehicle.
  • FIG. 1 (which comprises FIGS. la to id) is a block diagram of a system for controlling traffic at a merge point in accordance with the invention
  • FIG. 2 (which 2a FIGS. 20 to 2c) of a typical traffic layout using the invention
  • FIG. 3 shows in more detail one of the lamp units used in the invention.
  • FIG. 2 this shows part of a traffic lsyout, a complex one being chosen to illustrate the capabilities of the invention.
  • a down lane DL handles traffic moving from left to right.
  • a bypass lane leads to a coach station denoted by platform 1.
  • an outlet lane branches from the bypass lane at point B and the bypass lane rejoins the main down lane at point C.
  • an up lane UL is bypassed between points D and F, a feeder lane joining the bypass at point E and a coach station. denoted by platform 2, being provided between points E and F.
  • a deceleration lane is provided between point A and platform t to avoid the necessity for vehicles which intend to stop at platform 1 to slow down unduly before point A. It has been found that to bring a fully laden coach travelling at 30 mph. to a halt, taking into account the limits imposed on deceleration by passenger comfort considerations, a deceleration lane of 250 feet is adequate. As has already been mentioned, in order to minimize disturbance of the main stream, a vehicle intending to merge should, ideally, have reached the same speed as the main traffic stream by the time the vehicle reaches the merge point. in practice, however, this may not be possible.
  • a compromise is made by providing an acceleration lane of 550 feet. This will allow a fully laden coach to accelerate smoothly to 30 m.p.h. by the time it reaches merge point C.
  • a number of detector devices VI to V20 are located along the acceleration lane. Each device may, for example, take the form of an inductive loop buried in the road and connected to a vehicle detector unit, as shown in FIG. 1, the detector unit producing an output each time a vehicle passes over the loop to which it is connected. Such loops and detector units are well known and will not be described in detail. Suitable dimensions for the loop are 6 feet long by 4 feet wide, buried to a depth of 2 inches.
  • the spacing between the vehicle detector loops progressively increases with distance from platform 1. This, as will be explained more fully in due course, it to take account of the acceleration characteristics of vehicles leaving the platform.
  • lamp units L1 to L20 etc. spaced along the main down lane. Each lamp unit contains two lamps, one green and the other amber, in the case of units L1 to L15, and one green and the other red in the case of units L16 to L20.
  • Further vehicle detector loops V2] to V24 are spaced along the main lane following the merge point.
  • each vehicle detector unit apart from DZl to D24, is connected via s 2-gate to a bistable circuit. The latter controls two lamp drivers which switch two lamps in the lamp unit.
  • corresponding units have, as far as possible, been given the same reference numeral.
  • each bistable When in this state, Bl energizes lamp driver [A which switches on the A (amber) lamp of lamp unit L1.
  • the reset input of each bistable is connected to the output of the vehicle detector unit five places to its right i.e., the reset input of B1 is connected to D6, B2 to D7 etc.
  • Each bistable reset input is also connected to the vehicle detector units six and seven places to the right, i.e., to D7 and D8 in the case of Bl.
  • each bistable when in its reset or condition, energizes its associated lamp driver e.g. 1G, which switches on its lamp 0, (green).
  • the gap is controlled by the movement of the vehicle in the acceleration lane, this ensures that the gap will reach the merge point at the same time as the vehicle. It will be appreciated that if the vehicle detector loops in the acceleration lane were equally spaced, the series of amber lights would move slowly initially as the vehicle accelerated from rest. Drivers in the main lane would in these circumstances be suddenly confronted by a slowly moving series of amber lights and would be forced to brake sharply. To avoid this, the spacing of the vehicle detector loops is progressively increased in accordance with the acceleration characteristics of a typical vehicle so that the loops are crossed at a substantially constant rate, say one per second.
  • Vehicle detector loops V25 to V28 in the main lane and corresponding lamp units L22 to L25 in the acceleration lane provide an additional safety measure. If there is a slowly moving or stationary vehicle in the main lane approaching the merge point, it could be overtaken by the moving series of red lamps. The vehicle would then be in the "gap," and the driver might be unable to get out of it before it reached the merge point. However, as the slowly moving vehicle crosses vehicle detector loops V25 to V28, the corresponding lamp units L22 to L25 in the acceleration lane are changed to red to warn the vehicle in the acceleration lane of the danger. The driver of the merging vehicle can then reduce his speed so as to remain behind the red lights.
  • Lamps L22 to L25 are subsequently restored to green by the crossing of vehicle detector loops V2] to V24 by the main lane vehicle.
  • a steering bias detector SBD is provided to detect whether the driver of a vehicle proposes to turn left on to the outlet lane or right on to the main lane.
  • the driver may indicate this in one of several ways.
  • the vehicle may be provided with two inductive signalling loops, connected to the tratfic indicator light circuits of the vehicles and a pair of sensing loops provided on the ground.
  • the driver would be required to set the pin to follow either the leftor right-hand side of the slot, and the position of the pin could be detected, for example magnetically, to indicate the direction in which the vehicle intends to turn.
  • the steering bias detector detects a left turn
  • a signal is applied to a 1- gate G29 and to the set input of a normally reset bistable B29.
  • Setting B29 removes an input from each of gates G1 to G20 so preventing bistables B1 to B20 from being set when the vehicle crosses the vehicle detector loops V1 to V20.
  • the lamps L1 to L20 in the main lane therefore remain green.
  • the output of gate G29 is applied to one input of a Z-gate G24, the other input being derived from the reset output of a bistable B22.
  • the output of G22 is applied to the reset input of a bistable B21 which controls two lamp drivers 21R and 216.
  • driver 210 is energized to switch on the green lamp of lamp unit L21.
  • the latter is located at the departure point of platform 1. It can therefore be seen that a driver cannot receive permission to proceed, as indicated by the green lamp, until his proposed turning direction has been detected.
  • the output of vehicle detector unit D1 resets bistables B21 and B22.
  • the departure lamp unit L21 is therefore changed to red to prevent another vehicle from leaving.
  • bistable B2 When the vehicle crosses V15, the output from D15 resets bistable B22. bistable B2] remains in the set condition and the departure lamp remains red until another vehicle indicates its proposed turning direction. Once a vehicle has indicated that it will turn left, it must be prevented from entering the main lane, as no gap will be provided for it.
  • the set output of bistable B29 is therefore applied via gates G25 to G20 to set bistables B25 to B28 so switching lamp units L22 to L25 at the end of the acceleration lane to red. This warns the driver not to proceed any further.
  • the vehicle enters the outlet lane it crosses a vehicle detector loop V29 so producing an output from detector unit D29 which resets bistables B29.
  • the resetting of B29 restores one input to gates G1 to G20 and also energizes a pulse generator PG whose output is applied via gates G30, (Bi and G32 to reset B25 to B28, restoring lamp units L22 to L25 to green. It will be noted that although the latter would normally be restored to green by vehicles crossing V2! to V24, this is prevented in this situation by gates G2l to G23 which are inhibited when B29 is in the set condition. It will be appreciated that if there is no outlet lane, or if it is located near the platform, the steering bias detector and bistable B29 may be dispensed with.
  • the apparatus shown in FIG. 1 is for the control of traffic in the down lane.
  • the apparatus for control of traffic in the up lane will be identical and need not be described.
  • the traffic layout is symmetrical as in FIG. 2, some lamp units in the down lane are in the same positions as lamp units in the up lane, and in such cases the two lamp units may be mounted in the same housing as shown in FIG. 2, and in more detail in FIG. 3.
  • all the equipment may be housed in a common cabinet which may, for convenience, be located at the platform.
  • the main power supply is connected to a power supply unit PS1 which produces the DC required by the electronic units.
  • Means may be provided to detect a fall in the DC supply and to switch over to the standby power supply PS2.
  • the lamps are connected to the AC supply by the lamp drivers which may comprise solid state AC switches such as triacs. Failure of the main supply will therefore result in the extinguishing of all lamps. it is for this reason that it is preferred to employ green lamps to indicate a clear condition rather than simply the absence of amber or red lamps. The absence of lamps will warn drivers that the control system is not operating and that they should proceed with caution.
  • a traffic control system for a merge junction between first and second vehicular paths including first detecting means for detecting movement of a vehicle along the second path towards the junction and a first set of indicators, arranged in succession along a length of the first path, the indicators being so controlled by the detecting means as to direct the creation of a moving gap in the traffic on said first path, into which gap the vehicle can merge at the junction.
  • a traffic control system including a second detecting means for detecting movement of a vehicle along said first path and a second set of indicators being so controlled by said second detecting means as to indicate the presence of the vehicle on said first path.
  • a traffic control system according to claim 1 wherein said indicators are so controlled by said first detecting means as to cause said gap to move with substantially constant velocity and to reach said junction at the same time as the joining vehicle.
  • a traflic control system in which the control of said first set of indicators by said first detecting means is arranged to take account of different velocities of vehicles on said two paths.
  • a trafirc control system in which the control of said first set of indicators by said first detecting means is arranged to take account of relative acceleration of vehicles on said two paths.
  • a traific control system in which said first detecting means comprises a plurality of vehicle deteeters arranged in succession along a length of the said second vehicular path.
  • a traffic control system wherein the spacing between successive yehicle detectors is to ssively Increased In accordance with a predetermme ve icle acceleration characteristic.
  • a traffic control system according to claim 6 wherein said vehicle detectors include inductive loops.
  • a tratfic control system according to claim 1 wherein said indicators comprise lamp units.
  • each lamp unit includes two lamps of different colors.
  • a traffic control system wherein the first lamp of each lamp unit is of one color, the second lamp of those lamp units nearer to the merge junction is of a second color, and the second lamp of those lamp units further from the merge junction is of a third color.

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US783598A 1967-12-15 1968-12-13 A traffic control system for merge junctions Expired - Lifetime US3593262A (en)

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Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3750099A (en) * 1972-03-17 1973-07-31 R Proctor Pacing system for conveyances
US3783446A (en) * 1971-12-09 1974-01-01 J Mcgimpsey Traffic control system
US3872423A (en) * 1973-06-27 1975-03-18 American Enterprise Of Charlot Vehicle pacer system and a method of spacing moving vehicles along a traffic lane of a roadway
US3883842A (en) * 1973-05-29 1975-05-13 Anthony B Marmo Traffic staging control system
US3883098A (en) * 1972-09-06 1975-05-13 Messerschmitt Boelkow Blohm Arrangement for guiding together of two traffic streams
WO1987003989A1 (en) * 1985-12-26 1987-07-02 Robert Wulkowicz Traffic control system
US5134393A (en) * 1990-04-02 1992-07-28 Henson H Keith Traffic control system
US6434471B1 (en) * 1999-06-23 2002-08-13 Nissan Motor Co., Ltd. Vehicle spacing control system
US20040035315A1 (en) * 2002-08-21 2004-02-26 Bryan Richards Transit system
US20040260455A1 (en) * 2003-12-17 2004-12-23 Dort David Bogart Traffic control systems for vehicle spacing to dissipate traffic gridlock
US20050123348A1 (en) * 2001-01-08 2005-06-09 Van Der Poel Lucas L.D. Dynamic road marking system and road segment provided with said system
US20070299595A1 (en) * 2006-06-23 2007-12-27 Anthony Boldin Traffic control system and method
US20080180281A1 (en) * 2007-01-22 2008-07-31 Mergex Traffic Systems Company Intelligent system for managing vehicular traffic flow
US20090060647A1 (en) * 2007-09-04 2009-03-05 John Denison Traffic merging system
US20100134320A1 (en) * 2008-12-01 2010-06-03 Dan Shmuel Chevion Optimization of Vehicular Traffic Flow through a Conflict Zone
US20110156927A1 (en) * 2009-12-30 2011-06-30 Ulmer Gerald Vehicular traffic control system
US20190107433A1 (en) * 2016-03-22 2019-04-11 Motus Weighing Ab Weighing scale and methods thereof
US10562529B2 (en) * 2016-01-29 2020-02-18 Daniel Moulene Automatic transport system
CN116863721A (zh) * 2023-07-24 2023-10-10 武汉理工大学 一种“t”型交叉口车辆连续流控制方法及装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3188927A (en) * 1958-08-28 1965-06-15 Allan M Woods Traffic control means
US3304539A (en) * 1962-07-05 1967-02-14 Gen Signal Corp Freeway access ramp traffic control
US3384869A (en) * 1966-01-17 1968-05-21 Gen Signal Corp System for freeway access ramp traffic control

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3188927A (en) * 1958-08-28 1965-06-15 Allan M Woods Traffic control means
US3304539A (en) * 1962-07-05 1967-02-14 Gen Signal Corp Freeway access ramp traffic control
US3384869A (en) * 1966-01-17 1968-05-21 Gen Signal Corp System for freeway access ramp traffic control

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
Racing Light In Tunnel Etc. POPULAR SCIENCE MONTHLY March 1932 page 26, 340-41 *
Ramp Control Key To Freeway Efficiency THE AMERICAN CITY April 1969 page 138, 340-36 copies in search files, Group 230 *

Cited By (30)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3783446A (en) * 1971-12-09 1974-01-01 J Mcgimpsey Traffic control system
US3750099A (en) * 1972-03-17 1973-07-31 R Proctor Pacing system for conveyances
US3883098A (en) * 1972-09-06 1975-05-13 Messerschmitt Boelkow Blohm Arrangement for guiding together of two traffic streams
US3883842A (en) * 1973-05-29 1975-05-13 Anthony B Marmo Traffic staging control system
US3872423A (en) * 1973-06-27 1975-03-18 American Enterprise Of Charlot Vehicle pacer system and a method of spacing moving vehicles along a traffic lane of a roadway
WO1987003989A1 (en) * 1985-12-26 1987-07-02 Robert Wulkowicz Traffic control system
US4727371A (en) * 1985-12-26 1988-02-23 Wulkowicz Robert M Traffic control system and devices for alleviating traffic flow problems at roadway junction
US5134393A (en) * 1990-04-02 1992-07-28 Henson H Keith Traffic control system
US6434471B1 (en) * 1999-06-23 2002-08-13 Nissan Motor Co., Ltd. Vehicle spacing control system
US7025525B2 (en) * 2001-01-08 2006-04-11 Koninklijke Philips Electronics N.V. Dynamic road marking system and road segment provided with said system
US20050123348A1 (en) * 2001-01-08 2005-06-09 Van Der Poel Lucas L.D. Dynamic road marking system and road segment provided with said system
WO2004018276A2 (en) * 2002-08-21 2004-03-04 Bryan Richards Transit system
WO2004018276A3 (en) * 2002-08-21 2004-11-11 Bryan Richards Transit system
US20040035315A1 (en) * 2002-08-21 2004-02-26 Bryan Richards Transit system
US7047888B2 (en) 2002-08-21 2006-05-23 Bryan Richards Transit system
US20040260455A1 (en) * 2003-12-17 2004-12-23 Dort David Bogart Traffic control systems for vehicle spacing to dissipate traffic gridlock
US7092815B2 (en) * 2003-12-17 2006-08-15 Vrbia, Inc. Traffic control systems for vehicle spacing to dissipate traffic gridlock
US20070299595A1 (en) * 2006-06-23 2007-12-27 Anthony Boldin Traffic control system and method
EP2109843A2 (en) * 2007-01-22 2009-10-21 Mergex Traffic Systems Company, Dba The Mergex Group Intelligent system for managing vehicular traffic flow
US20080180281A1 (en) * 2007-01-22 2008-07-31 Mergex Traffic Systems Company Intelligent system for managing vehicular traffic flow
US7755510B2 (en) * 2007-01-22 2010-07-13 Mergex Traffic Systems Corporation Intelligent system for managing vehicular traffic flow
EP2109843A4 (en) * 2007-01-22 2012-03-14 Mergex Traffic Systems Company Dba The Mergex Group INTELLIGENT SYSTEM FOR MANAGING A VEHICLE TRANSPORT FLOW
US20090060647A1 (en) * 2007-09-04 2009-03-05 John Denison Traffic merging system
US20100134320A1 (en) * 2008-12-01 2010-06-03 Dan Shmuel Chevion Optimization of Vehicular Traffic Flow through a Conflict Zone
US7969324B2 (en) 2008-12-01 2011-06-28 International Business Machines Corporation Optimization of vehicular traffic flow through a conflict zone
US20110156927A1 (en) * 2009-12-30 2011-06-30 Ulmer Gerald Vehicular traffic control system
US10562529B2 (en) * 2016-01-29 2020-02-18 Daniel Moulene Automatic transport system
US20190107433A1 (en) * 2016-03-22 2019-04-11 Motus Weighing Ab Weighing scale and methods thereof
CN116863721A (zh) * 2023-07-24 2023-10-10 武汉理工大学 一种“t”型交叉口车辆连续流控制方法及装置
CN116863721B (zh) * 2023-07-24 2024-01-23 武汉理工大学 一种“t”型交叉口车辆连续流控制方法及装置

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DE1814423B2 (de) 1972-06-22
GB1251188A (es) 1971-10-27
DE1814423A1 (de) 1969-07-24
FR1595061A (es) 1970-06-08

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