EP2105900A2 - Verfahren und Vorrichtung zur Steuerung einer Fahrzeugflotte - Google Patents

Verfahren und Vorrichtung zur Steuerung einer Fahrzeugflotte Download PDF

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Publication number
EP2105900A2
EP2105900A2 EP20090156009 EP09156009A EP2105900A2 EP 2105900 A2 EP2105900 A2 EP 2105900A2 EP 20090156009 EP20090156009 EP 20090156009 EP 09156009 A EP09156009 A EP 09156009A EP 2105900 A2 EP2105900 A2 EP 2105900A2
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EP
European Patent Office
Prior art keywords
vehicle
time
passage
eff
control means
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP20090156009
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English (en)
French (fr)
Inventor
Jean-Pierre Ancelin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CAPSYS
Original Assignee
CAPSYS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CAPSYS filed Critical CAPSYS
Publication of EP2105900A2 publication Critical patent/EP2105900A2/de
Withdrawn legal-status Critical Current

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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
    • G08G1/087—Override of traffic control, e.g. by signal transmitted by an emergency vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles

Definitions

  • the present invention relates to the field of management of signaling means assigned to locations, for example intersections, so as to improve the fluidity of the circulation.
  • the present invention aims to manage and improve the fluidity of the circulation of a fleet of vehicles, for example buses, coaches, trams, that we want to make priority or non-priority in particularly with respect to other circulations or passages.
  • the present invention proposes a method and system for managing a fleet of vehicles in which the conditions or circumstances of circulation of a vehicle depend in real time, with a view to adaptive management, on the conditions or circumstances of the vehicle. circulation of at least one vehicle that preceded it.
  • the present invention relates to a method of managing a fleet of vehicles to pass to a particular place on a path, being subject to at least one means of passage control, including authorization or prohibition of passage, delivered by at least one signaling means assigned to that particular location; wherein at least one remaining reference time (Dr / ref) for the vehicles respectively to travel on the path to said particular location (Pp) determines a reference activation time (Ta / ref) for determining a desired activation time (Ta / s) of said passage control means; wherein, for each vehicle traveling on the path, a time difference (E) between either the desired activation time (Ta / s) of said passage control means is an effective activation instant (Ta).
  • said correction can be adapted so that said time difference (E) is equal to or tends towards a reference or reference value or deviation (E / cons).
  • said setpoint can be adjustable.
  • a correction program can be included in a device embedded on each vehicle.
  • a correction program can be included in a stationary device.
  • a plurality of signaling means including said signaling means assigned to said particular location and comprising at least one other signaling means, may be able to deliver pass control signals according to a selective control program; the setting or adaptation of this control program may be such that activation of the control means of said control means assigned to said particular location tends to occur at said desired activation time.
  • said correction can be performed according to several calculated time differences relating to several previous vehicles.
  • the vehicles may be equipped with an onboard device comprising a geographical location means, a radio communication means and a calculation means.
  • the present invention also relates to a method of managing a fleet of vehicles to pass to a particular place on a path, being subject to at least one means of passage control, including authorization or prohibition of passage delivered by at least one signaling means assigned to that particular location; wherein a device is embedded on each vehicle and is equipped with signal transmitting / receiving means; a stationary device is connected to said signaling means and is equipped with a signal transmission / reception means; and means detects the instant of passage (Tp / eff) of a vehicle at said determined location and connected to the stationary device.
  • the device embarked on each vehicle generates and emits at least one approach signal (Sapp) containing at least one estimated remaining duration (Dr / est) for this vehicle to travel on the path to said location.
  • the stationary device generates, after receiving an approach signal (Sapp) from a vehicle, an effective activation signal (Sa / eff) of the passage control means at an effective activation instant (Ta / eff );
  • the stationary device calculates, for each vehicle, a time difference (E) between, on the one hand, either the desired activation instant (Ta / s) of said passage control means or an effective activation instant (Ta / eff ) of said passage control means depending on the desired activation time (Ta / s) and on the other hand the actual passage time (Tp / eff) of the vehicle at said particular location (Pp), or a time difference (E) between on the one hand the desired activation time
  • the stationary device can generate and transmit a correction signal (Scor) after receiving an approach zone input signal generated and transmitted by the on-board device on each vehicle prior to the transmission of the signal. approach (Sapp).
  • Cor correction signal
  • the onboard device on each vehicle can generate and emit a plurality of successive approach signals containing successive estimated remaining durations based on remaining reference times and said correction value, and the stationary device can generate an effective activation signal of the passage control means after receiving the last approach signal of a vehicle or according to the different successive approach signals.
  • the present invention also relates to a management system of a fleet of vehicles to pass to a particular place on a path, being subject to at least one passage control means, including authorization or prohibition of passage , issued by at least one signaling means assigned to that particular location (Pp).
  • such a system may comprise a device embedded on each vehicle and equipped with transmission / reception means signals; a stationary device for controlling said signaling means and equipped with a signal transmission / reception means; means for detecting the actual passage time (Tp / eff) of a vehicle at said determined location and connected to the stationary device.
  • each vehicle may comprise means for generating and transmitting at least one approach signal (Sapp) containing at least one estimated remaining duration (Dr / east) for this vehicle to travel on the vehicle. journey, to this particular place (Pp).
  • Sapp approach signal
  • Dr / east estimated remaining duration
  • the stationary device may comprise means for generating, after receiving an approach signal (Sapp) from a vehicle, an effective activation signal (Sa / eff) of the passage control means. a moment of effective activation (Ta / eff).
  • the stationary device may comprise means for calculating, for each vehicle, a time difference (E) between, on the one hand, either the desired activation time (Ta / s) of said passage control means, or an actual activation time (Ta / eff) of said passage control means depending on the desired activation time (Ta / s) and on the other hand the effective time of passage (Tp / eff) of the vehicle auditing particular location (Pp), or a time difference (E) between the desired activation instant (Ta / s) of said passage control means and an effective activation instant (Ta / s).
  • E time difference
  • the stationary device (10) may comprise means for comparing this time difference (E) with a stored reference deviation (E / cons) in order to deduce a correction value (E / cor) and to transmit a correction signal (Scor) containing this correction value (E / horn);
  • the onboard device of each vehicle may comprise means for calculating said estimated remaining duration (Dr / est) from a stored reference remaining duration (Dr / ref) and as a function of the correction difference. (E / cor) contained in the received correction signal (Scor).
  • an intersection INT of traffic lanes comprising for example a main lane 1 in one direction and two secondary lanes 2 and 3 opening into the main lane 1.
  • the main lane 1 is equipped with a F1 traffic light and the two secondary lanes 2 and 3 are equipped with signal lights F2 and F3.
  • the INT intersection could have other traffic lights, such as pedestrian traffic lights.
  • the signaling lights F1, F2 and F3 are connected, for example by buried son, to a stationary management device 10 for example installed in a cabinet.
  • the stationary management device 10 comprises an electronic control unit 11 ensuring the change of state of the signaling lights F1, F2 and F3 and possibly other traffic lights.
  • control automat 11 can be programmed to selectively control the signaling lights F1, F2 and F3 according to a "normal" time cycle, determining passage authorization phases V1, V2, V3, disjoint or not overlapping temporally, such as these lights are established for example in the "green” to allow the passage in the intersection INT vehicles from channels 1, 2 and 3.
  • This cycle can be variable over time.
  • a fleet of priority vehicles Vpr is circulated, one at a distance from the others, for example public transport vehicles such as buses or trams, which it is desirable to circulate through the intersection INT priority with respect to the vehicles from the secondary roads 2 and 3, the signal light F1 defining a particular location Pp.
  • Each vehicle Vpr is equipped with an onboard management device 12 for example installed at the front.
  • each onboard management device 12 comprises an onboard electronic controller 13 and, connected to this controller, a geographical location means 14, for example of the GPS type.
  • the stationary management device 10 comprises a stationary communication means 15 connected to its electronic control unit 11 and, as shown in FIG. figure 3 each on-board management device 12 comprises an on-board communication means 16 connected to its automaton 13.
  • Each on-board communication means 15 and the stationary communication means 16 are adapted to communicate by radio, transmit and receive, to exchange data or information.
  • a time difference signal Scons containing a set time difference E / cons corresponding to the time difference between a desired activation time Ta / s of the signaling light F1 to "green” and a desired transit time Tp / s of a vehicle Vpr at the particular location Pp.
  • the time difference of setpoint E / cons is determined so that the signaling light F1 controlled by the stationary controller 11 preferably shifts to "green” when a vehicle Vpr arrives nearby, so that this vehicle can continue its operation. road continuously. Indeed, on the one hand if the signaling light F1 does not go "green” when a vehicle Vpr arrives nearby, this vehicle is forced to brake or stop, and secondly, if the F1 traffic light switches to "green” well before a VPR vehicle arrives nearby, a traffic jam situation occurs in intersection INT until the vehicle has passed.
  • the stationary controller 11 controls the signaling light to change to "green" at an effective activation time Ta / eff and the onboard management device 12 of this vehicle Vpr / n detects, thanks to its geographical location means 14, the actual time of passage Tp / eff of this vehicle Vpr / n at the particular location Pp and sends an effective passage signal Sp / eff containing this actual passage time Tp / eff to the stationary management device 10, that the device Stationary 10 captures.
  • the stationary controller 11 calculates the time difference E between the actual activation time Ta / eff and the actual time of passage Tp / eff and compares this time difference E at the set time difference E / cons stored and keeps in a memory the difference which constitutes a relative time difference correction E / horn, which can be positive or negative.
  • the controller 13 of the on-board management device 12 calculates an estimated remaining duration Dr / is resulting from a program of correction of the remaining reference reference time Dr ref / ref based the relative time difference of correction E / cor relative to the vehicle Vpr / n.
  • This estimated remaining time Dr / est is equal to the remaining reference time Dr / ref corrected by the value of the relative time difference of correction E / horn.
  • the term of this estimated remaining duration Dr / est determines a desired activation time Ta / s at the "green" of the signaling light F1.
  • the stationary management device 10 then introduces the desired activation instant Ta / s into its cyclic control program of the signaling lights F1, F2 and F3.
  • this desired activation instant Ta / s arrives at any time during the "normal" control cycle and may be ahead or behind the normal passage to the "green" of the signaling light F1, being understood that in general the vehicle Vpr / m will reach the place of the signaling light F1 after one or more cycles.
  • the cyclic control program of the signaling lights F1, F2 and F3 of the stationary automaton 11 modifies or adapts its control cycle or cycles of the signaling lights F1, F2 and F3, so that the light signaling F1 actually goes to "green" at the desired activation time Ta / s, as shown in FIG. figure 5 , by reducing or increasing the different phases of signaling lights F1, F2 and F3.
  • This adaptation may be a function of the traffic circumstances of the intersection INT considered.
  • the stationary management device 10 does not transmit the relative correction time difference E / horn and the vehicle management device 12 according to Vpr / m generates an approach signal Sapp containing the instant d reference activation Ta / ref and transmits this approach signal Sapp when the vehicle following Vpr / m passes to a place Pa such that at this point it remains the remaining reference time Dr / ref so that it can make, on the path W, to the particular place Pp.
  • the stationary management device 10 determines an effective activation time Ta / eff of signaling light F1 to "green" by correcting the reference activation instant Ta / ref that it receives from the value of the relative time difference correction E / horn it holds in memory.
  • each onboard automaton 13 holds in its memory several remaining reference times spaced along its path W.
  • the onboard device 12 of each vehicle transmits and generates corresponding approach signals, from of which the stationary management device 10 successively modifies or adapts its control cycle (s) of the signaling lights F1, F2 and F3, so that the signaling light F1 effectively switches to "green" at the right moment for the vehicle. approaching.
  • the time difference E is calculated between the desired activation time Ta / s of the signaling light F1 and the actual time of passage Tp / eff of a vehicle at the particular location. pp.
  • the time difference E is calculated between the desired activation time Ta / s of the signaling light F1 and the actual activation time (Ta / eff) of said control means.
  • the time difference (E) may be weighted as a function of the actual activation time (Ta / eff) of said passage control means and / or of the desired activation time (Ta / s) and / or the actual time of passage (Tp / eff) of the vehicle at said particular location (Pp).
  • the correction difference E / horn used to effect the effective correction of the actual activation time Ta / eff of the signaling light F1 may result from a weighting of the calculated deviation and / or an integration of several prior effective correction differences, for example by calculating simple moving averages or by calculating exponential moving averages, giving more or less importance to the last differences taken into account.
  • the vehicle fleet Vpr can be made to cross several intersections and / or each intersection can be crossed by vehicles having different paths, for example to go straight, left or right.
  • the on-board automatic controllers 13 hold in their memory Se / z zone input signals and reference durations Dr / ref respectively corresponding to these intersections, identification codes and any other necessary data, transmittable to the devices.
  • stationary management associated respectively with the various intersections, and the stationary automata associated with the various intersections hold in their memory identification codes, transmittable to the on-board devices of the vehicles which respectively present themselves.
  • the correction difference E / horn may be different from the calculated deviation and may be a function of a reference or reference deviation.
  • the system which has just been described could be applied to deliver a passage authorization signal by any means other than a signaling light, for example by a barrier. It could also be applied to deliver a no-pass signal, for example by the selective control of a traffic light or a barrier.
  • the geographical location means 14 could be supplemented or replaced by any means, for example odometers, magnetic loops, capacitive loops, inductive loops or video processing means with image processing.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Traffic Control Systems (AREA)
EP20090156009 2008-03-26 2009-03-24 Verfahren und Vorrichtung zur Steuerung einer Fahrzeugflotte Withdrawn EP2105900A2 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0851939A FR2929433B1 (fr) 2008-03-26 2008-03-26 Procede et dispositif de gestion d'une flotte de vehicules

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EP2105900A2 true EP2105900A2 (de) 2009-09-30

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109859517A (zh) * 2019-01-23 2019-06-07 深圳市九洲卓能电气有限公司 一种公交车线路调整系统
CN115762229A (zh) * 2022-11-21 2023-03-07 长安大学 动态泊位分配的多车型车辆进站引导方法、系统、设备及介质

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4573049A (en) * 1983-04-21 1986-02-25 Bourse Trading Company, Ltd. Traffic signal light control for emergency vehicles
FR2629614B1 (fr) * 1988-03-31 1990-11-16 Cga Hbs Equipement pour la commande de feux tricolores de carrefours routiers et procede pour sa mise en oeuvre
DE19842912B4 (de) * 1998-09-18 2005-02-03 Greenway Systeme Gmbh Verfahren zur Fahrwegfreischaltung für Einsatzfahrzeuge mit Sonderbefugnissen unter Nutzung des GPS-Systems und Steuereinrichtung zur Durchführung des Verfahrens
US7098806B2 (en) * 2002-08-15 2006-08-29 California Institute Of Technology Traffic preemption system
US6909380B2 (en) * 2003-04-04 2005-06-21 Lockheed Martin Corporation Centralized traffic signal preemption system and method of use
DE102005022171B4 (de) * 2004-09-27 2018-06-28 Deutsche Telekom Ag Vorrichtungen und Verfahren zur Steuerung des Verkehrs im Rahmen einer Großveranstaltung
US7573399B2 (en) * 2005-06-01 2009-08-11 Global Traffic Technologies, Llc Multimode traffic priority/preemption vehicle arrangement

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109859517A (zh) * 2019-01-23 2019-06-07 深圳市九洲卓能电气有限公司 一种公交车线路调整系统
CN115762229A (zh) * 2022-11-21 2023-03-07 长安大学 动态泊位分配的多车型车辆进站引导方法、系统、设备及介质
CN115762229B (zh) * 2022-11-21 2023-09-22 长安大学 动态泊位分配的多车型车辆进站引导方法、系统、设备及介质

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FR2929433B1 (fr) 2014-03-21
FR2929433A1 (fr) 2009-10-02

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