WO2013160471A2 - Génération de données d'intersection - Google Patents

Génération de données d'intersection Download PDF

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Publication number
WO2013160471A2
WO2013160471A2 PCT/EP2013/058805 EP2013058805W WO2013160471A2 WO 2013160471 A2 WO2013160471 A2 WO 2013160471A2 EP 2013058805 W EP2013058805 W EP 2013058805W WO 2013160471 A2 WO2013160471 A2 WO 2013160471A2
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WIPO (PCT)
Prior art keywords
time
data
manoeuvre
free flow
intersection
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PCT/EP2013/058805
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English (en)
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WO2013160471A3 (fr
Inventor
Arnold Mark MEIJER
Peter KROOTJES
Nicholas David Cohn
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Tomtom International B.V.
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Publication of WO2013160471A2 publication Critical patent/WO2013160471A2/fr
Publication of WO2013160471A3 publication Critical patent/WO2013160471A3/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/38—Electronic maps specially adapted for navigation; Updating thereof
    • G01C21/3804—Creation or updating of map data
    • G01C21/3833—Creation or updating of map data characterised by the source of data
    • G01C21/3841—Data obtained from two or more sources, e.g. probe vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/38—Electronic maps specially adapted for navigation; Updating thereof
    • G01C21/3804—Creation or updating of map data
    • G01C21/3807—Creation or updating of map data characterised by the type of data
    • G01C21/3815—Road data
    • G01C21/3819—Road shape data, e.g. outline of a route
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/38—Electronic maps specially adapted for navigation; Updating thereof
    • G01C21/3804—Creation or updating of map data
    • G01C21/3833—Creation or updating of map data characterised by the source of data
    • G01C21/3844—Data obtained from position sensors only, e.g. from inertial navigation
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096877—Systems involving transmission of navigation instructions to the vehicle where the input to the navigation device is provided by a suitable I/O arrangement
    • G08G1/096888—Systems involving transmission of navigation instructions to the vehicle where the input to the navigation device is provided by a suitable I/O arrangement where input information is obtained using learning systems, e.g. history databases

Definitions

  • the invention relates to a method of generating data in relation to one or more intersections in the area covered by an electronic map as well as a data product storing such data, and system, a server and a navigation device on which part or all of the method may be implemented.
  • the invention relates to determining a time delay incurred when performing a particular manoeuvre at an intersection in a given time period.
  • All map features are typically defined in a co-ordinate system that corresponds with or relates to the GPS co-ordinate system, enabling a device's position as determined through a GPS system to be located onto the relevant road shown in a map and for an optimal route to be planned to a destination.
  • each such road segment has associated therewith speed data for that road segment which gives an indication of the speed at which a vehicle can travel along that segment and is an average speed generated by the party that produced the map data.
  • the speed data is used by route planning algorithms on PND's on which the map is processed. The accuracy of such route planning thus depends on the accuracy of the speed data. For example, a user is often presented with an option on his/her PND to have it generate the fastest route between the current location of the device and a destination. The route calculated by the PND may well not be the fastest route if the speed data is inaccurate.
  • the map data also contains a time allowance for performing particular manoeuvres at intersections between road segments.
  • time allowances or "time delays” may be expressed as a "cost", being a property of the given manoeuvre.
  • a time delay may be relatively high for a manoeuvre which involves a vehicle having to enter, or cross, a heavy-traffic road, that has right-of-way.
  • the time delay may be relatively low for a manoeuvre which involves taking a straight path across the intersection.
  • the time delays (or "transit times") can be used to allow more accurate routes to be planned by devices using the map data.
  • time delays at intersections is also of interest in other, non-route planning applications.
  • knowledge of delay at intersections association with given manoeuvres is useful when planning infrastructure, ensuring efficient intersection control, etc, and may be used in the context of optimizing road geometry, intersection control and dynamic traffic management.
  • While embodiments of the present invention are described with reference to road segments. It should be realised that the invention may also be applicable to other navigable segments, such as segments of a path, river, canal, cycle path, tow path, railway line, or the like. For ease of reference these are commonly referred to as a road segment, but the broader term “navigable segment” may replace the term "road segment” where used.
  • time delay data was obtained from fixed road-side sensors or loop detection systems.
  • the use of such systems is inflexible, as data can only be obtained where appropriate sensing infrastructure is present, and considerable expense can be involved in maintaining such systems.
  • Such systems are not well suited to providing detailed manoeuvre level time delay data at intersections.
  • Another technique used to obtain time delay data uses positional data relating to the movement of a plurality of devices with respect to time when passing through the intersection. Such data may be known as “probe data”, and may be obtained from mobile devices such as PNDs with positioning, e.g. GPS, capability which have travelled through the intersection. Techniques using so-called “probe data” are described in WO 2010/063508, entitled “Method of Creating Map Data Comprising Transit Times for Intersections”.
  • a (computer implemented) method of generating data in relation to one or more intersections in a geographic area comprising: obtaining positional data relating to the movement of a plurality of devices with respect to time in the area; and,
  • the method further comprising:
  • a free flow time indicative of the time taken to perform the particular manoeuvre under free flow traffic conditions
  • a set of one or more time delays for the particular manoeuvre wherein the or each time delay is indicative of the time delay incurred when performing the manoeuvre in a given respective time period and is with respect to the free flow time
  • positional data obtained from devices performing a manoeuvre at an intersection is used to obtain a free flow time for performing the manoeuvre under "free flow" traffic conditions, and additionally, a set of one or more time delays for performing the manoeuvre in respect of one or more (different) given time periods.
  • the probe or positional data is used to determine the free flow time and the time delay for the manoeuvre.
  • the time delays are in respect of, e.g. relative to, the free flow time. It has been found that by determining a time delay by reference to a free flow time for a manoeuvre, where both the free flow time and time delay are determined using positional data i.e.
  • probe data as set out herein, then accurate and useful time delay data may be obtained for use, e.g. in infrastructure and route planning or other applications, without the constraints involved in prior art techniques using fixed sensors or loops.
  • the use of the positional data provides a cost effective and flexible technique, which allows time delay data and free flow data to be obtained readily, using existing databases of probe data, by analysing the data appropriately to obtain the data relating to the time periods and manoeuvres of interest. Time delay information may be obtained for any intersection/manoeuvre for which positional data is available.
  • time delay(s) and free flow time may be determined in accordance with the invention in relation to one, or preferably a plurality of manoeuvres at the or each intersection which is considered.
  • a set of time delay(s) and a free flow time may be determined for each possible manoeuvre at the or each intersection.
  • the positional data may be historical positional data that is not necessarily received specifically for the purposes of the present invention.
  • the data may be data obtained from an existing database of such "probe" data, from which the relevant data may be filtered out.
  • the step of obtaining the positional data may or may not comprise receiving the data from the devices.
  • the step of obtaining the data may comprise accessing the data, i.e. retrieving data that had previously been received and stored.
  • the method may further comprise storing the received positional data before proceeding to filtering the data and carrying out the other steps of the present invention.
  • the step of obtaining the positional data need not take place at the same time or place as the other step or steps of the method.
  • the positional data relates to the movement of the devices with respect to time, and may be used to provide a positional "trace" of the path taken by the device.
  • the data may be received from the devices or may first be stored.
  • the devices may be any mobile devices that are capable of providing the positional data and sufficient associated timing data for the purposes of the present invention.
  • the device may be any device having position determining capability.
  • the device may comprise a GPS or GSM device.
  • Such devices may include navigation devices, mobile telecommunications devices with positioning capability, position sensors, etc.
  • the device may be associated with a vehicle. In these embodiments the position of the device will correspond to the position of the vehicle.
  • the vehicle may be a powered or non-powered vehicle, such as an automobile, train, boat, bicycle etc.
  • probe data The data obtained from devices associated with vehicles or pedestrians respectively may be referred to as vehicle or pedestrian probe data.
  • a plurality of time-stamped position data is preferably captured/uploaded from a plurality of devices having positioning capability e.g. navigation devices, such as portable navigations devices (PNDs).
  • PNDs portable navigations devices
  • Techniques of analysing such data e.g. to obtain average speed data are known, for example as described in WO 2009/05341 1 ; the entire contents of which is enclosed herein by reference.
  • the steps of the present invention may be carried out in relation to one or more, or any ones of the intersections in the electronic map.
  • the intersection is an intersection of the electronic map being representative of an actual intersection.
  • the intersection may be an intersection between one or more navigable segments of the electronic map. It will be appreciated that a plurality of manoeuvres may be performed at the intersection.
  • a manoeuvre through the intersection herein refers to any given (legal) path through the intersection from an entrance point to an exit point.
  • the manoeuvre may be direction specific.
  • the manoeuvre may or may not involve a turning movement. For example, a manoeuvre may involve traversing an intersection along a straight path.
  • time delay for such a manoeuvre representing the time delay relative to a free flow time, as such a time delay may vary for different times of day, depending upon traffic levels, or, where a traffic signal is present, signal phasing, etc.
  • Positional data may be selected as relating to movement through the intersection by defining a boundary of the intersection. Positional data lying within the boundary of the intersection may then be taken to be data relating to travel through the intersection. This may be done by defining one or more locations providing the boundary. The locations may be defined with respect to navigable segments around or forming part of the intersection. The locations may be considered to be points which will be entrance or exit points to the intersection depending upon direction of travel.
  • One technique may involve applying a bounding box around the intersection, and considering positional data relating to movements within the bounding box as relating to travel through the intersection. The bounding box may be defined by reference to distance from a given reference location at the intersection or travel time to the reference location etc as described in WO 2010/063508. Determining whether positional data relates to a given manoeuvre through the intersection may be carried out by consideration of the entrance and exit locations of the device, e.g. by considering the positional trace of the route through the intersection.
  • the method of the present invention is carried out in relation to at least one manoeuvre at the intersection.
  • a time delay is carried out for a plurality of manoeuvres, or each possible manoeuvre, at the intersection.
  • the data is used to obtain both a free flow time and a set of one or more time delays for performing the manoeuvre as defined herein.
  • the step of filtering out the data may be carried out prior to or as part of the step of obtaining the free flow time or time delay, and data may or may not be filtered out separately for each determination.
  • the free flow time and/or the or each time delay is obtained at least in part using the positional data.
  • additional sources of historical or "live" data regarding movements of vehicles or pedestrians at the intersection might be used, such as data derived from loop detection or road-side sensors.
  • the free flow time and/or the or each time delay is obtained only using the said positional data obtained from the devices.
  • the free flow time for a manoeuvre is indicative of the time taken to perform the manoeuvre during a period of time in which there is no or substantially little traffic. This period may for example be one or more nighttime hours where the time taken to perform the manoeuvre may be less influenced by other users. Such freeflow times will still reflect the influence of speed limits, road layout and traffic management infrastructure for example.
  • the step of obtaining the free-flow time for the manoeuvre may comprise analysing positional data relating to the movement of devices that performed the manoeuvre within a given predetermined time period. The relevant data may be obtained by suitable filtering of the positional data by reference to time.
  • the time may be any reference time relating to a point at which a given position in the intersection is passed when performing the manoeuvre, for example.
  • the predetermined time period should be chosen appropriately so that it will include data relating to movements which are representative of movements made under free-flow conditions.
  • the time period will be relatively long, such as a 24 hour period, or longer. For example, a week long period, or even a month or longer period might be considered, if free flow conditions do not occur every day, or week, etc.
  • the step of obtaining the free-flow time for the manoeuvre may comprise analysing positional data relating to the movement of devices that performed the manoeuvre within a given predetermined time period, preferably wherein the free-flow time obtained by averaging the times taken by different devices to perform the manoeuvre in the given time period.
  • Determining the free flow time using the positional data relating to the movement of devices performing the manoeuvre in the given predetermined time period will involve consideration of the times taken by the devices to perform the manoeuvre in the given time period used for determining free flow time. In other words a "transit" time for passing through the intersection along a path involving the manoeuvre is obtained. This may carried out using the positional data and associated time data relating to the movement of a device, e.g. a positional trace in any suitable manner.
  • the method may comprise analysing the positional data relating to the movement of devices performing the manoeuvre in the given predetermined time period used in obtaining the free flow time to determine the time taken for the devices to perform the manoeuvre.
  • the time taken to perform the manoeuvre may be any suitable time, and may be obtained by considering the time taken for the device to move between two reference points at or before the start of the manoeuvre and at or after the end thereof.
  • the reference points may be any suitable points and may be upstream and downstream of the manoeuvre and indeed intersection.
  • the method comprises defining an entrance point and an exit point for the path through the intersection when performing the given manoeuvre, and analysing the positional data relating to the movement of devices performing the manoeuvre in the given predetermined time period used in obtaining the free flow time to determine the time taken for the devices to travel between the entrance point and the exit point.
  • the method preferably comprises obtaining data representative of a profile indicative of the times taken by different devices to perform the manoeuvre in the given predetermined time period for obtaining the free flow time.
  • the data may be the profile, or otherwise indicative thereof.
  • the profile may be a time distribution profile.
  • the free flow time may then be determined using the profile data, and preferably time distribution profile data.
  • the free flow time may be obtained solely by reference to the positional data obtained from the devices, or may involve the use of other positional data as described above.
  • the free flow time is obtained using the positional data and a reference time indicative of a free flow time.
  • the reference time is obtained from other source(s) than the positional data.
  • the reference time may be obtained using a theoretical calculation, or may be have been derived using road side sensor or fixed loop data, etc. It will be appreciated that as the free flow time is determined at least in part using the positional data relating to the movement of actual devices, it may automatically take into account factors influencing free flow travel time, such as layout and surroundings of the intersection, and provides more reliable and realistic timing than a value based solely on a theoretical calculation.
  • the reference free flow time may be a predetermined reference free flow time.
  • the reference free flow time may have been previously obtained for other purposes, rather than being determined specifically for the purposes of the present invention.
  • the reference free flow time is determined, e.g. calculated using (legal) speed limit value(s) governing the manoeuvre.
  • the free flow time is obtained using the time data obtained from the positional data, e.g. a time profile or time distribution profile data and a reference free flow time
  • the reference free flow time is used to select that data from the positional data which may be considered to relate to manoeuvres under free flow conditions.
  • the free flow time may be obtained using data for manoeuvres performed in a time within a given range of the reference free flow time. This may be carried out by reference to time distribution profile data.
  • the method comprises using time distribution profile data to obtain a percentile time and basing the free flow time on the percentile time.
  • the percentile time may be taken as the free flow time.
  • the free flow time is a percentile time obtained from said data indicative of the distribution profile of the times.
  • the percentile time may be chosen as appropriate to be indicative of the free flow time, for example, taking into account the predetermined time period used in obtaining the time data. In one arrangement the percentile time may be a 10th or a 5th percentile time or lower.
  • the free flow time obtained in this manner would be expected to be representative of a manoeuvre time that is not affected by signal controls where such controls are provided.
  • the free flow time is preferably obtained by averaging the data considered to relate to manoeuvres under free flow conditions, e.g. by consideration of the reference free flow time. Any form of averaging may be used.
  • the free flow time is preferably an average free flow time. Determining the set of one or more time delays for the given manoeuvre will involve determining a "transit" time for performing the manoeuvre in the time period to which the time delay is to relate. The time for performing the manoeuvre may be obtained in a similar manner to determining the free flow time for the manoeuvre, but instead by consideration of positional data relating to the movement of devices performing the manoeuvre in the given predetermined time period for which the time delay is to be by reference to.
  • This data may be obtained by suitable filtering of the positional data relating to movements of devices performing the manoeuvre at the intersection by reference to the time data associated with the positional data.
  • the method may comprise analysing the positional data relating to the movement of devices performing the manoeuvre in the given time period to determine the time taken for the devices to perform the manoeuvre.
  • the or each time period to which the time delay relates is preferably a shorter time period than the predetermined time period used in determining the free flow travel time.
  • the step of obtaining the free-flow time for the manoeuvre may comprise analysing positional data relating to the movement of devices that performed the manoeuvre within a given predetermined time period, and the step of obtaining the or each time delay for the manoeuvre may comprise analysing positional data relating to the movement of devices that performed the manoeuvre within a respective given predetermined time period that is shorter than the given predetermined time period used in obtaining the free flow time.
  • the time taken to perform the manoeuvre in the given time period for which the time delay is to be obtained may be any suitable time, and may be obtained by considering the time taken for the device to move between two reference points at or before the start of the manoeuvre and at or after the end thereof.
  • the reference points may be any suitable points and may be upstream and downstream of the manoeuvre and indeed intersection.
  • the method comprises defining an entrance point and an exit point for the path through the intersection when performing the given manoeuvre, and analysing the positional data relating to the movement of devices performing the manoeuvre in the given predetermined time period to determine the time taken for the devices to travel between the entrance point and the exit point.
  • the reference points used in the determination of the time when determining time delay should of course correspond to those used in determining free flow time for comparison purposes.
  • the time taken to perform the manoeuvre in the given time period is preferably obtained by averaging the times taken for different devices to perform the manoeuvre as indicated by the positional data for the relevant time period. Any form of averaging may be used.
  • time delay data and/or the free flow time data determined, (or the transit times used to obtain the time delays) may be subject to appropriate further processing, e.g. filtering and/or smoothing.
  • the method may comprise obtaining data representative of a profile indicative of the times taken by the devices to perform the manoeuvre in the given predetermined time period for obtaining the time delay.
  • the data may be the profile, or otherwise indicative thereof.
  • the profile may be a time distribution profile.
  • the time may then be determined using the profile data, and preferably time distribution profile data.
  • the step of obtaining the time delay for a given time period may therefore comprise obtaining data indicative of a distribution profile of the times taken by different devices to perform the manoeuvre in the respective time period, and using the time distribution profile data to obtain the time delay.
  • the time delay for a given time period is indicative of the time delay relative to the free flow time for performing the manoeuvre as determined using the positional data.
  • the time delay may be a difference between the free flow time and the time for performing the manoeuvre in the given period as determined using the positional data, or may be indicative of the relative delay in any other manner.
  • the step of obtaining the time delay for a given time period may comprise obtaining data indicative of an average time taken by different devices to perform the manoeuvre in the respective time period, wherein the time delay is representative of the difference between the determined average time and the free flow time obtained.
  • a set of one or more time delays is obtained for the given manoeuvre.
  • An intersection may have a plurality of time delays for a given manoeuvre associated therewith, e.g. with each time delay being representative of the time delay with respect to the free flow time when performing the manoeuvre in a different given time period.
  • time period(s) for which a time delay is obtained may be selected as desired. Time periods may correspond to a time of the year, day of the week and/or time of day. In some embodiments time delays are provided for performing a given manoeuvre at time intervals between 1 minute and 2 hours, between 5 minutes and 1 hour, between 10 minutes and 30 minutes or at time intervals of 15 minutes.
  • time delay is likely to vary depending on the time of day, the day of the week and even the time of year. Consequently the provision of multiple time delays is likely to give more accurate time delay prediction than a single time delay for a manoeuvre.
  • one or more alternative time delays are provided for a manoeuvre within corresponding time periods allowing selection of the most appropriate time delay at any given time based on one or more factors other than time dependent variation. Selection of an alternative time delay for use may be appropriate in particular situations, for example in different weather conditions, or where a particular event such as a football game is occurring. Such situations may be considered factors other than time dependent variation. Such situations may be considered atypical. As will be appreciated the provision of such alternative time delays may be dependent on the availability of sufficient historic positional data to create an accurate time delay.
  • alternative sets of time-dependent time delays are provided for the or each manoeuvre allowing selection of the most appropriate time delay based both on the time and on other factors. It may be for example that one set of time dependent time delays is used if the weather is dry and another set if there is rain.
  • Night may be a predefined period between set times, e.g. between substantially 1 1 pm and 6am.
  • time delays are obtained for substantially fifteen minute time intervals.
  • system and/or processor may be at least part of a server or a navigation device.
  • the processor 202 is operatively connected to and capable of receiving input information from input device 204 via a connection 210, and operatively connected to at least one of the display screen 206 and the output device 208, via respective output connections 212, to output information thereto.
  • the navigation device 200 may include an output device 208, for example an audible output device (e.g. a loudspeaker).
  • an audible output device e.g. a loudspeaker
  • input device 204 can include a microphone and software for receiving input voice commands as well.
  • the navigation device 200 can also include any additional input device 204 and/or any additional output device, such as audio input/output devices for example.
  • the processor 202 is operatively connected to memory 214 via connection 216 and is further adapted to receive/send information from/to input/output (I/O) ports 218 via connection 220, wherein the I/O port 218 is connectible to an I/O device 222 external to the navigation device 200.
  • the external I/O device 222 may include, but is not limited to an external listening device, such as an earpiece for example.
  • the navigation device 200 described herein can be a portable or handheld navigation device 200.
  • the navigation device 200 may sit on an arm 252, which itself may be secured to a vehicle dashboard/window/etc. using a suction cup 254.
  • This arm 252 is one example of a docking station to which the navigation device 200 can be docked.
  • the navigation device 200 can be docked or otherwise connected to the arm 252 of the docking station by snap connecting the navigation device 200 to the arm 252 for example.
  • the navigation device 200 may then be rotatable on the arm 252.
  • a button (not shown) on the navigation device 200 may be pressed, for example.
  • Other equally suitable arrangements for coupling and decoupling the navigation device 200 to a docking station are well known to persons of ordinary skill in the art.
  • the processor 202 and memory 214 cooperate to support a BIOS (Basic Input/Output System) 282 that functions as an interface between functional hardware components 280 of the navigation device 200 and the software executed by the device.
  • BIOS Basic Input/Output System
  • the processor 202 then loads an operating system 284 from the memory 214, which provides an environment in which application software 286 (implementing some or all of the described route planning and navigation functionality) can run.
  • the application software 286 provides an operational environment including the Graphical User Interface (GUI) that supports core functions of the navigation device, for example map viewing, route planning, navigation functions and any other functions associated therewith.
  • GUI Graphical User Interface
  • part of the application software 286 comprises a view generation module 288.
  • the resolution of the data is increased by taking more samples, more memory is required to hold the data.
  • the resolution might be substantially every: 1 second, 10 seconds, 15 seconds, 20 seconds, 30 seconds, 45 seconds, 1 minute, 2.5 minutes (or indeed, any period in between these periods).
  • processor 202 may be arranged to upload the record of the whereabouts on a substantially real time basis, although this may inevitably mean that data is in fact transmitted from time to time with a relatively short period between the transmissions and as such may be more correctly thought of as being pseudo real time.
  • the navigation device may be arranged to buffer the GPS fixes within the memory 214 and/or on a card inserted in the port 228 and to transmit these when a predetermined number have been stored. This predetermined number may be on the order of 20, 36, 100, 200 or any number in between. The skilled person will appreciate that the predetermined number is in part governed by the size of the memory 214 or card within the port 228.
  • the record of the whereabouts comprises one or more traces with each trace representing the movement of that navigation device 200 within a 24 hour period.
  • Each 24 is arranged to coincide with a calendar day but in other embodiments, this need not be the case.
  • a user of a navigation device 200 gives his/her consent for the record of the devices whereabouts to be uploaded to the server 150. If no consent is given then no record is uploaded to the server 150.
  • the navigation device itself, and/or a computer to which the navigation device is connected may be arranged to ask the user for his/her consent to such use of the record of whereabouts.
  • the server 150 is arranged to receive the record of the whereabouts of the device and to store this within the mass data storage 160 for processing.
  • the mass data storage 160 accumulates a plurality of records of the whereabouts of navigation devices 200 which have uploaded data.
  • the mass data storage 160 also contains map data.
  • map data provides information about the location of road segments, points of interest and other such information that is generally found on map.
  • the time delay for a manoeuvre is defined as the difference between uninterrupted and interrupted travel times (transit times) through the intersection when taking a path involving the manoeuvre through the intersection.
  • Measurement of travel time occurs by measuring the time difference between the arrival and the departure at the intersection. To ensure minimal influence of external factors and driving behaviour, the arrival and departure locations should be far enough from the intersection to include the braking and acceleration behaviour in the measurement of the travel time. Delay is calculated by comparison of the measured travel time and the free flow travel time (the travel time if there was no interference on the intersection):
  • Eqn. 3 The described method is developed for isolated fixed-time signals but also provides delay calculation for vehicle actuated signals. Measurement of the green activation times, the length of the green phases, the signal sequence and the intensities for each separate cycle provides delay estimation for vehicle actuated signals. An exception for this model is the use of multiple green phases per signal sequence. This case can be included in the first term at Equation 2.
  • probe data may be obtained from GPS navigation devices associated with vehicles, or indeed, any other type of mobile device passing through the intersection with positioning capability.
  • vehicle navigation devices e.g. PNDs located in vehicles or integrated systems.
  • the use of GPS navigation devices is increasing rapidly providing the momentum needed for a network wide application of probe data in traffic studies.
  • Tom Tom International B.V. is one of the largest manufacturers of consumer GPS navigation devices in the world, and has been collecting probe data from GPS navigation equipment since 2007.
  • the data comprises location measurements of navigational equipment delivering a probe dataset on a global scale. Privacy filtering ensures that drivers remain anonymous and guarantees the privacy of users. Map-matching algorithms are used to increase the accuracy of the measurements and link the GPS location of vehicles to the road network, producing a network-wide probe dataset.
  • the probe data comprises GPS location measurements which are stored on the PND together with the time of the measurements.
  • the GPS receiver stores the location of the device during every second of a trip.
  • the present invention uses such probe data to derive delay times for manoeuvres at intersections, and indeed to identify the manoeuvres themselves.
  • the illustrated examples used probe data collected from consumer GPS navigation devices at two intersections in the Dutch city of Delft.
  • the traffic volume is also measured with loop detection equipment at traffic signals at the intersections and the green phases are monitored at the traffic control device. This enables reference time delay values to be obtained using conventional techniques as discussed above.
  • Figure 6c illustrates the manoeuvres 1 -12 possible at the second intersection.
  • Figure 6d illustrates schematically the location of fixed loop traffic detectors at the intersection which are used in determining some comparative data.
  • the speed limits at the first intersection comprise 70km/h on the main stream (East link) and 50km/h on the secondary streams.
  • the speed limits at the second intersection comprise 70km/h on all links.
  • intersection 1 handles a total traffic volume of 27000 vehicles per day and intersection 2 handles a total traffic volume of 17000 vehicles per day.
  • loop detection is not placed at direction 7, 8 and 12.
  • loop detection is not available at directions 2 and 3.
  • the probe data relating to the travel of vehicles across each intersection was analysed, and probe traces combined and stored as manoeuvres in the form of turning movements at the test case intersections based on the time of crossing, the covered distance and GPS accuracy at the time of measurement.
  • each individual measurement was analyzed and linked to the most probable location on the road based on the chosen route of the vehicle.
  • the resulting dataset comprises for each turning movement the moment of arrival at the intersection, the moment of departure from the intersection and the Origin-Destination (OD) of the movement.
  • the OD distribution defines the ratio of the total traffic volume at the intersection per turning movement within a specified time period.
  • the OD distribution was calculated for both intersections. Probe counts were assessed per turning movement and the distribution calculated for the complete intersection.
  • the measurement of turning movements started with the selection of an appropriate probe data sample size, i.e. the number of measurements/traces.
  • the sample size is determined by the number of probe measurements and increases with the length of the data collection period.
  • the sample size chosen balanced using a large enough sample to obtain a smooth distribution, and avoiding excessively large sample sizes which require longer collection periods. This may lower the level of detail and enable seasonal changes to affect the distribution of turning movements.
  • An optimal sample size may be obtained by considering the average absolute error of all individual movements. In the example, it was found that around 950 measurements gave rise to an appropriate dataset.
  • the measurement of time delay was carried out as follows using the probe data.
  • the probe data was used to directly measure the time taken by vehicles to perform particular manoeuvres at the intersections (the "transit time” for the intersection when performing the manoeuvre).
  • the manoeuvre e.g. turning movement
  • the time was determined by reference to an arrival and departure location at the intersection, the transit time being the time taken to pass from the arrival to the departure location when performing the given manoeuvre therebetween. This was done by consideration of Tenure and T aiTiV ai.
  • the arrival and departure locations were taken to be sufficiently far from the intersection to include the braking and acceleration behaviour of vehicles in the transit time. This was repeated for all time periods of interest.
  • the free flow time (T fre e fiow) was obtained as follows. Based on the local speed limits a reference free flow travel time was calculated. In an iterative process the lowest measured travel times according to probe data relating to movements across the intersection (in a given predetermined time period for obtaining free flow travel time) are identified as free flow movements within a 95% probability interval of the reference free flow travel time. This was an average of 2% of all intersection crossings in the test performed. The average transit time of the free flow turning movements is selected as the free flow travel time. Factors which influence the free flow travel time such as the layout and surroundings of the intersection are automatically taken into account as the free flow is determined based on probe data. The time period for determining free flow travel time was taken to be sufficiently large to include a meaningful proportion of probe data which related to free flow type movements.
  • Equation 1 provides the delay per probe vehicle movement when performing the manoeuvre of interest for a given time period.
  • the individual probe vehicle delays from a complete three month period were combined to create the average delay distribution per day.
  • the average delay was calculated for 15 minute aggregation intervals. This was done between 07:00 and 21 :00. For the analysis only working days are taken into account to create a clear picture of the differences between rush hour and off peak conditions.
  • Methods may be used to reduce the amount of noise and locate trends in the distribution obtained using the probe data.
  • a moving average filter and a Savitzky-Golay filter are selected for the smoothing of the probe delay distribution.
  • Figure 8 shows the application of a moving average and a Savitzky-Golay filter to the average delay per 15-minute time period for left turning OD movement 3 at intersection 1 between 07:00 and 21 :00.
  • the smoothing process results in a reduction of noise and the probe distribution shows more resemblance to the results of the time-dependent stochastic delay model.
  • the trends in the distribution are clearly visible and the variance is lowered.
  • the smoothing process also reduces peaks in the distribution resulting in data loss. In the example this results in a maximum peak reduction of 35% for the Savitzky-Golay filter and 60% for the moving average filter.
  • the devices may utilise any kind of position sensing technology as an alternative to, or indeed in addition to, GPS.
  • the devices may utilise other global navigation satellite systems, such as the European Galileo system. Equally, it is not limited to satellite-based systems, but could readily function using ground- based beacons or other kind of system that enables the device to determine its geographic location.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Databases & Information Systems (AREA)
  • Image Analysis (AREA)
  • Navigation (AREA)
  • Traffic Control Systems (AREA)

Abstract

Un procédé de génération de données en relation avec une ou plusieurs intersections dans une zone géographique comprend l'obtention de données de position relatives au déplacement d'une pluralité de dispositifs par rapport au temps dans la zone. Pour une ou plusieurs manœuvres particulières au niveau de l'intersection ou de chaque dite intersection, le procédé comprend le filtrage des données de position pour obtenir des données de position relatives au déplacement des dispositifs effectuant la manœuvre particulière au niveau de l'intersection, et l'analyse des données de position pour obtenir un temps d'écoulement libre indicatif du temps nécessaire pour effectuer la manœuvre donnée dans des conditions de trafic fluide, et un ensemble d'un ou de plusieurs retards pour la manœuvre donnée. Le retard ou chaque retard est par rapport à une période de temps donnée, le retard ou chaque retard étant indicatif du retard encouru lors de l'exécution de la manœuvre dans la période de temps respective par rapport au temps d'écoulement libre. Le procédé comprend en outre la mémorisation de données indicatives du retard ou de chaque retard en association avec des données indicatives de la manœuvre, de l'intersection et de la période de temps à laquelle il est associé.
PCT/EP2013/058805 2012-04-27 2013-04-26 Génération de données d'intersection WO2013160471A2 (fr)

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US9672759B2 (en) 2015-05-11 2017-06-06 Here Global B.V. Probe based identification and validation of roundabout junctions
US9766081B2 (en) 2015-05-12 2017-09-19 Here Global B.V. System and method for roundabouts from probe data using vector fields
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EP2136345A1 (fr) * 2007-02-27 2009-12-23 Toyota Jidosha Kabushiki Kaisha Serveur de calcul de temps de déplacement, dispositif de calcul de temps de déplacement de véhicule et système de calcul de temps de déplacement

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Publication number Priority date Publication date Assignee Title
WO2015118278A1 (fr) 2014-02-07 2015-08-13 Nicolas Ugolin Procédé utilisant l'énergie thermique solaire couplée à des plasmas et dispositif associé
US10829837B2 (en) 2014-02-07 2020-11-10 Nicolas Ugolin Method using plasma-coupled solar thermal energy and related device
US10533863B2 (en) 2014-10-10 2020-01-14 Here Global B.V. Apparatus and associated methods for use in lane-level mapping of road intersections
US11761789B2 (en) 2014-10-10 2023-09-19 Here Global B.V. Apparatus and associated methods for use in lane-level mapping of road intersections
US10054450B2 (en) 2014-11-21 2018-08-21 Here Global B.V. Method and apparatus for determining trajectory paths on a transportation structure
US9672759B2 (en) 2015-05-11 2017-06-06 Here Global B.V. Probe based identification and validation of roundabout junctions
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US9766081B2 (en) 2015-05-12 2017-09-19 Here Global B.V. System and method for roundabouts from probe data using vector fields
US10928211B2 (en) 2015-11-23 2021-02-23 Here Global B.V. Method and apparatus for selectively qualifying trajectories in regards to a determination of travel time for a maneuver
EP3673472A4 (fr) * 2018-10-16 2020-07-01 Beijing Didi Infinity Technology And Development Co., Ltd. Système d'optimisation de système de signaux adaptatifs de scats utilisant des données de trajectoires
JP2021503105A (ja) * 2018-10-16 2021-02-04 ベイジン ディディ インフィニティ テクノロジー アンド ディベロップメント カンパニー リミティッド 軌跡データを用いてｓｃａｔｓ適応信号システムを最適化するシステム
AU2018278948B2 (en) * 2018-10-16 2020-11-26 Beijing Didi Infinity Technology And Development Co., Ltd. A system to optimize scats adaptive signal system using trajectory data
US11210942B2 (en) 2018-10-16 2021-12-28 Beijing Didi Infinity Technology And Development Co., Ltd. System to optimize SCATS adaptive signal system using trajectory data
US10755564B2 (en) 2018-10-16 2020-08-25 Beijing Didi Infinity Technology And Development Co., Ltd. System to optimize SCATS adaptive signal system using trajectory data

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