EP2824648A2 - Procédé de détection de l'état du trafic dans un réseau routier au niveau d'un carrefour commandé par un signal lumineux - Google Patents

Procédé de détection de l'état du trafic dans un réseau routier au niveau d'un carrefour commandé par un signal lumineux Download PDF

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Publication number
EP2824648A2
EP2824648A2 EP20140176063 EP14176063A EP2824648A2 EP 2824648 A2 EP2824648 A2 EP 2824648A2 EP 20140176063 EP20140176063 EP 20140176063 EP 14176063 A EP14176063 A EP 14176063A EP 2824648 A2 EP2824648 A2 EP 2824648A2
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EP
European Patent Office
Prior art keywords
time
vehicle
vehicles
traffic condition
traffic
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Withdrawn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
EP20140176063
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German (de)
English (en)
Other versions
EP2824648A3 (fr
Inventor
Vytautas Pranckus
Jürgen Mück
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.)
Siemens AG
Original Assignee
Siemens AG
Siemens Corp
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 Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP2824648A2 publication Critical patent/EP2824648A2/fr
Publication of EP2824648A3 publication Critical patent/EP2824648A3/fr
Withdrawn legal-status Critical Current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
    • G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0116—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from roadside infrastructure, e.g. beacons
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/042—Detecting movement of traffic to be counted or controlled using inductive or magnetic detectors

Definitions

  • the invention relates to a method for detecting the traffic condition at a light signal-controlled node of a road network according to the preamble of claim 1.
  • the detection of the traffic condition at traffic signal controlled nodes, so whether an overload with greater backlog formation exists or not, represents a central task of intelligent traffic control systems. Only with the knowledge of the traffic condition, the capacity of the traffic signal system can be adapted to the traffic situation and the traffic flow optimized.
  • the known method may result in misalignments of the traffic condition on a lane of a driveway in some node topologies and arrangements of vehicle detectors.
  • the invention has for its object to provide a generic method with which the automated detection of the traffic condition is improved at a light signal controlled node.
  • the object is achieved by a method of the type mentioned above with the features specified in the characterizing part of claim 1.
  • the method is used to detect the traffic condition at a light signal-controlled node of a road network, which approach vehicles on a lane. Accesses to the junction may have one or more lanes that may be associated with particular directions of travel. Occupancy times of a vehicle detector associated with the lane, for example an induction loop, are measured. There are alternating blocking and release times of one or more of the lane assigned signal generator of a traffic signal system measured.
  • the traffic signal system comprises signal tracks assigned to the lanes which are controlled according to a signal program running in a control device. It is measured from the beginning of a blocking period, a filling time to a permanent occupancy of the vehicle detector.
  • Permanent occupancy may be defined, for example, as an occupancy of the vehicle detector that lasts longer than 10 seconds.
  • the measured filling time is compared with a predefinable reference filling time. As long as the filling time exceeds the reference filling time, the traffic condition is regarded as not overloaded.
  • the Referenz Stahl can be specified depending on the distance in which the vehicle detector is arranged upstream of a stop line of the lane, and may be, for example, 30 m to 60 m. Otherwise, the traffic condition is considered overloaded.
  • at least one exclusion criterion is checked when the reference filling time is exceeded. If the exclusion criterion applies, the rating of the traffic condition is changed and evaluated as not overloaded.
  • misjudgments are reduced over the actual prevailing traffic condition.
  • misjudgments can be caused by the stochastics of the measurement data. For example, it may be checked whether the speeds at which vehicles pass the vehicle detector after the start of the release time and whether the time gaps between the vehicle passages are consistent with the assumed overload.
  • the inventive method provides more reliable detection results of the traffic condition.
  • a vehicle can be defined as slow-moving if its occupancy time at the vehicle detector is greater than, for example, 1.5 s. If only a few, for example not more than two, slowly moving vehicles are detected after the start of the release time, there is a free flow of traffic. The rating of the traffic condition is then changed and evaluated as not overloaded.
  • a fast vehicle is detected by the vehicle detector at a time at which slow vehicles pass the vehicle detector in the event of an overloaded traffic condition.
  • this exclusion criterion only signal circulations are used, in which either the release time leads to a capacity of less than 10 vehicles or the utilization - ie the number of detected vehicles - less than 80% of the capacity. If a fast vehicle, which can be defined by an occupancy time of, for example, less than 0.6 s, is detected in this circulating signal, this can indicate a non-congested traffic condition.
  • the exclusion criterion applies only if the first fast moving vehicle is detected earlier than a predetermined time after the start of the release. Thus, if the first fast-moving vehicle belongs to those who would have to drive slowly due to an overloaded traffic condition, then the rating of the traffic condition is changed and evaluated as not overloaded.
  • the exclusion criterion is checked as to whether the vehicle detector detects time gaps between successive vehicles which are greater than would be assumed in the event of an overloaded traffic condition. If one assumes an overloaded traffic condition, the vehicles standing in the backwater will pass the vehicle detector at short intervals after the start of the release. If a time gap greater than a predetermined threshold is measured, this indicates an unconstrained traffic condition. However, only the time gaps between the first 70% of the vehicles, which could drive according to the capacity of the release time, are checked. In addition, the first two time gaps are not evaluated because these vehicles start from a standstill.
  • time gaps of vehicles are evaluated, which would have stood downstream of a branch point at which a lane branches into two or more lanes.
  • the time gaps between vehicles upstream of the branching point must therefore be disregarded because they already have large time gaps due to the traffic stream splitting at the branch point, which are not caused by an overload.
  • a time gap is measured, which lasts longer than a predetermined reference time gap. If the vehicle detector is not occupied at the end of the release time and this non-occupancy is longer than, for example Lasts 10 s, the traffic condition is not overloaded.
  • the traffic condition is considered to be overloaded if a dense sequence of vehicles is detected by the vehicle detector after the start of the release time.
  • An overloaded traffic condition may be present even though the fill time has exceeded the reference fill time.
  • An overloaded traffic condition exists when, after the end of the permanent occupancy, a predetermined number of vehicles passes the vehicle detector in close succession.
  • a dense sequence occurs when the last vehicle of this sequence passes the vehicle detector before the expiration of a predetermined time limit. The time limit results from the clearance time and the time the last vehicle would take to reach the vehicle detector from zero acceleration to its cruising speed.
  • the traffic condition is assessed as overloaded without further examination of exclusion criteria if the reference filling time is undershot and a dense sequence of vehicles is detected by the vehicle detector after the start of the release time. If two conditions that indicate an overloaded traffic condition are fulfilled at the same time, the method according to the invention is aborted without further checking of exclusion criteria and the traffic condition is regarded as overloaded. One or more exclusion criteria can be checked if only a dense sequence of vehicles but not below the reference filling time has been measured. As a result, detection results for the traffic condition are determined quickly and reliably.
  • the reference filling time for a multi-lane access is The greater the number of vehicles that are counted during the filling time by a vehicle detector assigned to a neighboring lane, the greater the dynamic set is for a lane.
  • Traffic conditions and backlog on lanes of a multi-lane access to the hub influence each other.
  • An incoming traffic stream splits at a branching point to these lanes, wherein backtracking back to the branch point on a lane can block access to an adjacent lane.
  • vehicles upstream and downstream of associated vehicle detectors may change lanes.
  • the reference fill time for a lane is dynamically extended if vehicles from adjacent vehicle detectors are detected during the fill time. For example, for each detected neighboring vehicle, the reference filling time can be extended by 3 s.
  • the vehicle detector is checked for a circulating signal without measured continuous occupancy based on an occupancy rule, whether the vehicle detector was not occupied due to a resulting in his measuring range vehicle gap between stagnant, stationary vehicles, wherein a traffic is determined when applying the occupancy rule, which a permanent occupancy is assigned later.
  • a traffic is determined when applying the occupancy rule, which a permanent occupancy is assigned later.
  • This takes into account the fact that the vehicles from the beginning of the blocking period can set up behind the stop line so that the vehicle detector is not permanently occupied by any vehicle - so comes a vehicle gap above the measuring range of the vehicle detector.
  • the backwater has reached a length that would have caused a permanent occupancy after a corresponding filling time at another vehicle arrangement.
  • the vehicle is determined here, to which this permanent occupancy can be assigned, whereby the acquired measurement data are completed.
  • a time interval is determined for a signal circulation, within which a permanent occupancy possible is, is checked as occupancy rule, whether in the signal circulation before the beginning of the time interval, a predeterminable minimum number of vehicles is detected and during the time interval, no vehicle is detected.
  • the signal circulation starts at the beginning of the blocking time.
  • the time interval begins at the time when a permanent occupancy can be expected most, and is the product of a minimum gross time gap of consecutive vehicles, such as up to 1.8 seconds, and the quotient of the stop-to-vehicle detector distance and the average vehicle length, about 6 m.
  • the time interval lasts as long as the clearance time, which is calculated from the product of a reaction time per vehicle, about 1.0 s to 1.1 s, and the quotient of the distance from stop line to vehicle detector and the average vehicle length. If during this time interval no vehicle, but before a certain minimum number is detected, then this is interpreted as the presence of a non-occupancy due to vehicle gap over the vehicle detector.
  • the minimum number corresponds to the number of vehicles that can be set up from the stop line to immediately downstream of the vehicle detector.
  • the occupancy rule is additionally checked in accordance with the occupancy rule whether the first vehicle detected in the signal circulation after the time interval has been detected earlier than a predefined reference time. Also, a positive result of this test indicates a non-occupancy due to vehicle gap over the vehicle detector, since the first detected after the time interval vehicle must have been due to its short travel time to the detection immediately upstream of the vehicle detector.
  • a traffic jam is assigned a traffic jam number which assumes a first value in the overloaded traffic condition and a second value if the traffic condition is not congested, the course of the traffic jam number being smoothed over an observation period, and from the smoothed traffic condition Course of the traffic jam for a signal circulation a traffic jam length of a backlog of vehicles formed by a stop line on a lane is calculated. Based on traffic jams or similar characteristic values for a hub, traffic planning measures or control interventions can be undertaken.
  • the inventive method is provided for detecting the traffic condition at a light signal controlled node of a road network, which approach vehicles F on a lane L.
  • the lane L is divided at a branch point V in a lane L1 for left turn and an adjacent lane L2 for straight-ahead and right turn.
  • the lanes L1 and L2 are signalers S1 and S2 associated with a traffic signal system, which alternately emit an enable signal and a blocking signal after a running in a control unit signal program.
  • the blocking signal is emitted during a blocking period as a red, yellow or red-yellow light; the enable signal is emitted as a green light during a release time.
  • the lanes L1 and L2 are marked by a stop line H, which may be passed upon delivery of a release signal from vehicles F.
  • the stop line H must not be passed, so that approaching vehicle F have to line up upstream of the stop line H.
  • a backflow on vehicles F occurs on one or more of the traffic lanes L, L1, L2.
  • the traffic lanes L1 and L2 are assigned vehicle detectors D1 and D2 which are upstream at a distance d of approximately 10 m to 60 m the stop line H are arranged and formed, for example, as embedded in the road surface induction loops.
  • the vehicle detectors D1 and D2 have short measuring ranges of length l D and output an occupancy signal as long as the measuring range is occupied by a vehicle F, otherwise not. If a vehicle F lags the measuring range of a vehicle detector D1 or D2 for longer than a predetermined period of time, for example, longer than 10 s, this is referred to as permanent occupancy.
  • trajectories of vehicles F are shown approaching on a lane L of the stop line H. To the right, the time t is plotted, down the path traveled s. At H is the stop line, at a distance d upstream of the detector D1 with its measuring range of length l D.
  • the trajectories of the vehicle with a slope on the stop line H which corresponds to the current speed of the vehicle F abut - the greater the slope, the greater the speed.
  • the occupancy b of the vehicle detector D1 during the time t is shown below the path-time diagram. If a vehicle F passes, the occupancy b assumes the value 1, and if not occupied, the value 0.
  • the method according to the invention now measures the beginning and end of the release times t F , which are represented by a broad bar in the path-time diagram, and the blocking times t S , which are represented in the path-time diagram by a narrow bar, and the beginning and end of the occupancy times t b .
  • t S come to stop line H approaching vehicles F to a halt, which is recognizable by a horizontal course of the trajectory, and form a building queue.
  • only the trajectory f of the first vehicle F in the queue is designated.
  • the sixth vehicle F of the queue comes to a standstill on the vehicle detector D1, which triggers a permanent occupancy.
  • the inventive method detects the traffic condition at the node per signal circulation, which begins at the beginning of the blocking time t S and ends with the end of the subsequent release time t F.
  • the computer-implemented method steps show the flowchart according to FIG FIG. 3 ,
  • step 10 a new signal circulation begins in each case.
  • step 11 the measured blocking times t S , release times t F and occupation times t b are read in as measured data.
  • step 12 the measurement data are completed when, for example, a permanent occupancy of the vehicle detector D1 can not be measured because a gap between two vehicles F of the queue s has formed over its measuring range. Please refer to the description below FIGS. 4 to 6 directed.
  • step 13 the parameters required for the traffic status determination are calculated from the measured data.
  • the filling time is measured, which lasts from the beginning of the blocking time t S to the permanent occupancy of the vehicle detector D1.
  • a reference fill time is calculated, which depends on the distance d of the vehicle detector D1 from the stop line H and dynamically on the number of vehicles F passing a vehicle detector D2 of the adjacent traffic lane L2 during the filling time.
  • the reference fill time specifies the minimum fill time when the traffic condition is not overloaded.
  • the last in the backwater vehicle F L of the lane L1 downstream of a branch point V which in a subsequent Release time t F is still the stop line will happen, and the time it takes from the beginning of the release time t F to reach the vehicle detector D1, determined.
  • a time limit is calculated for this period of time, which the last vehicle F L must at least be required when the traffic condition is not congested.
  • step 14 it is now checked whether during the blocking time t S, the section between the stop line H and the vehicle detector D1 quickly fills with vehicles F - that is, whether the filling time falls below the predetermined reference filling time.
  • step 15 it is checked in step 15 whether after the start of the release time t F a dense sequence of vehicles F is detected - ie whether the time required for the last vehicle F L from the beginning of the release time t F to the vehicle detector D1, the predetermined Time limit falls below. If this is also not the case, then the traffic state is evaluated in step 16 as not overloaded.
  • step 14 If an undershooting of the reference filling time is detected in step 14 and if the time limit is undershot in step 15, then the traffic status is evaluated as overloaded without further checking in step 17. This branch is in the flow chart FIG. 3 not shown.
  • the traffic condition is assumed to be congested, but is still subject to a check of exclusion criteria, by means of which an overloaded traffic condition can be excluded.
  • step 19 it is checked whether there are such fast vehicles among the vehicles F passing from the start of the release time t F to the vehicle detector D1 that occupy a non-congested traffic state. If so, the assumed rating of the traffic condition is changed and set to not congested in step 16.
  • step 20 it is checked in step 20 whether, from the beginning of the release time t F, only a few, slow vehicles F pass through the vehicle detector D1, which occupies a free traffic flow. If so, the assumed rating of the traffic condition is changed and set to not congested in step 16.
  • step 21 it is checked in step 21 whether the vehicle detector D1 at the end of the release time t F time intervals between consecutive vehicles F are detected, which are longer than a parameterized reference time gap. If so, the assumed rating of the traffic condition is changed and set to not congested in step 16.
  • step 22 it is checked in step 22 whether the vehicle detector D1 from the beginning of the release time t F time intervals between successive vehicles F are detected, which are greater than they would be assuming congested traffic condition, which is parameterized by a threshold for the time gap. If so, the assumed rating of the traffic condition is changed and set to not congested in step 16.
  • step 17 the evaluation of the assumed as congested traffic condition is confirmed because no exclusion criterion has been applied.
  • the signal circulation in question is assigned the rating of the traffic status as "not overloaded” according to step 16 or as "overloaded” according to step 17.
  • FIG. 4 shows a typical course of occupancy times t b of a vehicle detector D1 before a stop line H. From the start of the lock time t S pass the queue building vehicles F the vehicle detector D1 successively at a lower speed, which is reflected in longer occupancy times t b and increasing time gaps , up to a permanent occupancy. The permanent occupancy ends after a certain clearance time from the beginning of the release time t F , after which again vehicles F can pass the vehicle detector D1.
  • the signal circulation now defines a time interval t B within which a permanent occupancy is possible. The time interval t B starts at the time when a permanent occupancy can be most expected.
  • the time interval t B at the same time as the clearing time.
  • the clearing time starts at the same time as the release time t F.
  • the duration of the clearing time results from the product of a reaction time per vehicle, about 1.0 s to 1.1 s, and the quotient of the distance d from stop line H to vehicle detector D1 and the average vehicle length calculated.
  • Vehicles F is detected and during the time interval t B no vehicle F is detected. If this is true, it can be assumed that there is no occupancy because of a vehicle gap above the vehicle detector D1.
  • the minimum number corresponds to the number of vehicles F that can be set up from the stop line H to immediately downstream of the vehicle detector D1.
  • the time last of this minimum number of vehicles F is according to FIG. 5 assigned a permanent occupancy.
  • the occupancy rule checks whether the first vehicle detected in the signal circulation after the time interval has been detected earlier than a predefined reference time. Also, a positive result of this test indicates a non-occupancy due to vehicle gap over the vehicle detector, since the first detected after the time interval vehicle must have been due to its short travel time to the detection immediately upstream of the vehicle detector D1. This vehicle will comply with FIG. 6 a permanent occupancy subsequently assigned.
  • the measurement data is completed in step 12 and then further processed for purposes of traffic statistics or traffic control.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
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  • Traffic Control Systems (AREA)
EP20140176063 2013-07-12 2014-07-08 Procédé de détection de l'état du trafic dans un réseau routier au niveau d'un carrefour commandé par un signal lumineux Withdrawn EP2824648A3 (fr)

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DE102013215876 2013-08-12

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EP2824648A3 EP2824648A3 (fr) 2015-04-15

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016212759A1 (de) * 2016-07-13 2018-01-18 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zur Freigabezeitbemessung bei einer verkehrsabhängig steuerbaren Lichtsignalanlage
CN109448371A (zh) * 2018-11-05 2019-03-08 王晨 一种实时可变车道控制方法及控制系统
CN111161539A (zh) * 2020-03-13 2020-05-15 宜宾道安安防工程有限公司 专用车道通行控制系统及方法
CN115206086A (zh) * 2022-05-17 2022-10-18 北京交通大学 一种考虑拥堵空间排队与溢出的静态交通流分配方法
CN116363865A (zh) * 2022-12-22 2023-06-30 浙江大华技术股份有限公司 交通拥堵评估方法、装置、电子设备及存储介质

Citations (1)

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Publication number Priority date Publication date Assignee Title
EP1276085B1 (fr) 2001-07-11 2003-05-21 TransVer GmbH Procédé pour déterminer un index d'embouteillage et pour déterminer des longeurs de refoulement

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2187369A3 (fr) * 2008-06-04 2012-03-28 Roads and Traffic Authority of New South Wales Système de contrôle de signaux de trafic
DE102008030889A1 (de) * 2008-06-30 2010-01-14 Siemens Aktiengesellschaft Verfahren zur Schätzung einer Staulänge sowie Videodetektor zur Durchführung des Verfahrens
US8279086B2 (en) * 2008-09-26 2012-10-02 Regents Of The University Of Minnesota Traffic flow monitoring for intersections with signal controls
JP5477080B2 (ja) * 2010-03-15 2014-04-23 住友電気工業株式会社 渋滞判定装置及びコンピュータプログラム

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1276085B1 (fr) 2001-07-11 2003-05-21 TransVer GmbH Procédé pour déterminer un index d'embouteillage et pour déterminer des longeurs de refoulement

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016212759A1 (de) * 2016-07-13 2018-01-18 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zur Freigabezeitbemessung bei einer verkehrsabhängig steuerbaren Lichtsignalanlage
DE102016212759B4 (de) 2016-07-13 2019-01-24 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zur Freigabezeitbemessung bei einer verkehrsabhängig steuerbaren Lichtsignalanlage
CN109448371A (zh) * 2018-11-05 2019-03-08 王晨 一种实时可变车道控制方法及控制系统
CN111161539A (zh) * 2020-03-13 2020-05-15 宜宾道安安防工程有限公司 专用车道通行控制系统及方法
CN115206086A (zh) * 2022-05-17 2022-10-18 北京交通大学 一种考虑拥堵空间排队与溢出的静态交通流分配方法
CN116363865A (zh) * 2022-12-22 2023-06-30 浙江大华技术股份有限公司 交通拥堵评估方法、装置、电子设备及存储介质

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