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EP0293724B1 - Méthode pour la conception par mesure technique de l'intensité du trafic routier - Google Patents

Méthode pour la conception par mesure technique de l'intensité du trafic routier Download PDF

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Publication number
EP0293724B1
EP0293724B1 EP88108270A EP88108270A EP0293724B1 EP 0293724 B1 EP0293724 B1 EP 0293724B1 EP 88108270 A EP88108270 A EP 88108270A EP 88108270 A EP88108270 A EP 88108270A EP 0293724 B1 EP0293724 B1 EP 0293724B1
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European Patent Office
Prior art keywords
traffic
signal
jam
alpha
compensation
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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.)
Expired - Lifetime
Application number
EP88108270A
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German (de)
English (en)
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EP0293724A1 (fr
Inventor
Rolf Dr. Ing. Böttger
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Siemens AG
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Siemens AG
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Priority to AT88108270T priority Critical patent/ATE75869T1/de
Publication of EP0293724A1 publication Critical patent/EP0293724A1/fr
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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
    • G08G1/081—Plural intersections under common control
    • G08G1/082—Controlling the time between beginning of the same phase of a cycle at adjacent intersections
    • 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
    • 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

Definitions

  • the invention relates to a method for measuring the intensity of road traffic according to the preamble of claim 1, wherein the distribution of this intensity over the circulation of the existing signal system is considered and used to optimize the (traffic-dependent) control.
  • a method for measuring the intensity of road traffic according to the preamble of claim 1 wherein the distribution of this intensity over the circulation of the existing signal system is considered and used to optimize the (traffic-dependent) control.
  • Such a method is known from DE-A-2 911 734.
  • measurable and calculable quantities are necessary, according to which the quality of the traffic flow can be assessed.
  • target functions for the optimization are, for example, the waiting time and the number of stops that occur or, if evaluated accordingly, also the additional fuel consumption caused by the signaling systems.
  • Optimal coordination in a road network depends above all on the traffic load, its distribution in the network and the turn-in and turn-off share of traffic at the various nodes.
  • the incoming traffic in the form of intensity distributions over the signal circulation is measured in such a way that it can be determined in which time interval of the signal circulation how many vehicles per time unit flow to the traffic signal, see FIG. 1.
  • the currently active signal circulation is divided into small time intervals (eg 2 seconds). After each time interval has elapsed, it is determined how many vehicles have passed the detector in the respective interval.
  • This original measured value thus represents the number of vehicles per time interval and is denoted by a n, i , where n is the number of the signal circulation and i the number of the time interval during the signal circulation in which the value was recorded.
  • This procedure is also known as exponential compensation or smoothing.
  • the value of the compensation factor ⁇ can also be selected depending on the rising or falling tendency of the original values in relation to the compensated values.
  • the use of the smoothing method has the advantage that balanced intensity distributions arise, which are largely free of very large, random and short-term fluctuations and contain characteristic, statistically reliable information about the traffic in the last five to ten signal cycles (depending on ⁇ ).
  • the metrological recording and preparation of the intensity distribution for the traffic arriving in the individual accesses is shown in FIG. 1.
  • the currently active signal circulation U here for example 60 seconds
  • the time intervals are denoted by i and are numbered accordingly.
  • i is the number of the signal circulation
  • i the number of the time interval during the signal circulation in which the value was recorded.
  • these original measured values can only assume a maximum of three states, namely 0.1 or 2.
  • a n, i continuously determined which is always kept up to date with the help of the last original measured value.
  • the influence of the original measured value on the mean is determined by the compensation method and its parameter ( ⁇ ).
  • the associated balanced intensity distributions (au) existing at the respective revolving point for the traffic arriving in the access road, divided into two-second intervals (i 1,2, ... 30), are recorded.
  • the greater frequency for the arrival of vehicles in the first half of the signal circulation compared to the second half can be clearly seen and is quantitatively expressed directly in the size of the balanced measured values.
  • the balanced intensity distribution is not only up to date at the end of a signal cycle, as shown in Fig.
  • the value of ⁇ determines the strength of the statistical balance.
  • ⁇ the strength of the statistical balance.
  • the coordination of nodes With every optimization, there must be a so-called target function, i.e. a quality measure for the traffic flow, the size or value of which is measured from the intensity distributions measured in each case, the associated signaling (temporal position and duration of the red and green periods) and their temporal assignment to one another and finally the discharge law related to the stop line can be calculated during the green time.
  • target function i.e. a quality measure for the traffic flow, the size or value of which is measured from the intensity distributions measured in each case, the associated signaling (temporal position and duration of the red and green periods) and their temporal assignment to one another and finally the discharge law related to the stop line can be calculated during the green time.
  • FIG. 2 shows the distribution of the traffic intensity and its development within three hours.
  • the balanced mean is shown on the ordinate a ⁇ shown in number of vehicles.
  • the abscissa shows the time of a round trip U in seconds, the first round trip and the last two signal round trips being 70 seconds, while all other intermediate runs are 90 seconds.
  • These statistically balanced intensity distributions follow the essential changes in the traffic distribution and load at a time interval dependent on the compensation factors ⁇ 1 and ⁇ 2. This is shown here in Fig. 2 from the beginning to the end of the morning peak for an access road that has to accommodate both heavy turn-in and straight-ahead traffic. At 6.15 a.m., the signaling system is still running for 70 seconds, the traffic is very light.
  • this group mainly consists of left-handers at the pre-intersection, who can only turn in after oncoming traffic has ended, but the proportion of right-hand turns is very small. Other conditions prevail around 8.15 a.m.
  • the traffic turning on the left Pre-intersection is only weak, on the other hand the traffic turning right has increased significantly. These right-handers are therefore more left-handers at the measuring point than before, and this explains the earlier start of the group.
  • Such subtleties in the traffic distribution at the pre-intersection can be easily determined in terms of measurement technology within this framework and the optimization method also responds with a corresponding recommendation for the optimal coordination if these conditions, as shown here in FIG Continue for 10 to 15 minutes.
  • This average number of vehicles during a signal circulation in the access can be determined both from the distribution of the traffic intensity and by other suitable measuring methods.
  • the time length of the intensity distributions is automatically shortened or extended in accordance with the new orbital period. After changing the round trip time, you have to wait a few round trips before the new measured intensity distributions are meaningful again.
  • this cycle or module function establishes a temporal relationship from the detector (measuring point MS) to the stop line HL or the traffic signal SG.
  • U in which ( K U ) is the largest integer ⁇ K / U.
  • mod U means that all amounts in parentheses (see above) that exceed or fall below the cycle from 0 to U are reduced or increased by a multiple of U so that 0 ⁇ F ⁇ U.
  • the method normally presupposes that the balanced distribution of the traffic intensity recorded by means of the signal circulation U moves towards the next stop line HL at a predetermined speed v (m / sec) or also determined via the detector assignment, and there is correspondingly time-shifted with respect to the measuring point MS arrives.
  • This residual build-up occurs if, for example, there is possibly only a short-term overload, ie if the inflow Z in circulation (sum over the associated intensity distribution) is greater than the maximum outflow A in the green time G.
  • the value of SR calculated in this way can still be checked by the current detector assignment. At each green end, such a determination of SR takes place.
  • FIG. 3 also shows how the time allocation F between the measured intensity distribution at the measuring point MS and the stop line HL changes depending on the residual congestion SR present in each case.
  • 3 shows various examples of different sized residual congestion SR1 to SR4, the shift F or (F-U) and the associated traffic management purely schematically.
  • the measuring point MS is arranged at a detector distance DA from the stop line HL, a revolution U is assumed to be 60 seconds here.
  • AW is the start-up shaft in the associated residual accumulation SR and v is the inflow speed to the end of the accumulation.
  • a free inflow to the stop line is shown on the left, in which the vehicles can travel through the inflow speed v (in meters per second) to the stop line HL.
  • a backflow SR1 is shown, which has the consequence that the time allocation FU here shifts by 9 seconds in the negative range in this example. This means that if the signal generator SG starts its green time at the stop line HL 9 seconds earlier than the start of the main group is determined at the measuring point, the main group will arrive at the end of the residual congestion SR1 exactly when the last vehicle is in there Has set movement. This avoids the unnecessary stopping of the main group.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Traffic Control Systems (AREA)

Claims (5)

  1. Procédé pour enregistrer, par une technique de mesure, l'intensité du trafic routier au niveau de croisements commandés par des feux de signalisation, à l'aide de détecteurs de véhicules qui y sont installés, sous la forme d'une distribution d'intensité en fonction du cycle de commande des feux pour une optimisation de la commande de l'installation de signalisation, en fonction du trafic, et selon lequel
    le nombre (an,i) des véhicules est déterminé pendant chaque intervalle de temps (k) pendant chaque cycle (U) des feux de signalisation, pour une multiplicité d'intervalles de temps (i = 1, 2, ...) pendant un cycle des feux de signalisation possédant le numéro n, et selon lequel
    les valeurs de mesure d'origine (ani) sont soumises à une procédure de compensation statistique,
    caractérisé par le fait que l'on a

    a ¯ n,i = a ¯ n-1,i + α.(a n,i - a ¯ n-1,i )
    Figure imgb0023
     avec
    an,i   nombre des véhicules pendant l'intervalle de temps i du cycle n des feux de signalisation,
    a ¯
    Figure imgb0024
     n,i   valeur compensée statistiquement pour l'intervalle i du cycle n des feux de signalisation,
       α facteur de compensation pouvant être déterminé (0 < α ≦ 1), qui peut être choisi, sur la base d'une tendance, en fonction de la charge en trafic, et selon lequel l'association temporelle (décalage F en secondes) de la distribution de l'intensité du point de détection du trafic (point de mesure MS) au signal de trafic (ligne d'arrêt HL) est déterminée par la fonction module :

    F = ( 1 v . Max (0,DA - SR,6) - SR/AN) modulo U
    Figure imgb0025

    avec
    v   vitesse d'arrivée du flux (en m/s jusqu'à la fin de l'embouteillage)
    DA   distance entre le détecteur et la ligne d'arrêt (en m)
    SR   longueur de bouchon (bouchon résiduel) en fonction des véhicules (Fz)
    AN   paramètres de démarrage pour le bouchon (résiduel) en Fz/s
    U   durée du cycle (en s).
  2. Procédé suivant la revendication 1, caractérisé par le fait que le bouchon résiduel (SR) est calculé sur un cycle U des feux de signalisation à partir de la somme (Z) relative à la distribution d'intensité correspondant au flux arrivant, et à partir du flux maximum de départ (A) pendant la durée (G) du feu vert jusqu'à la fin du feu vert, conformément à la relation suivante :

    SR = Max (0,Z - A) = Max (0,Z - G . S)
    Figure imgb0026
     avec
    SR =   durée du bouchon (résiduel) en nombre de véhicules
    G =   durée du feu vert en s
    S =   flux de saturation (en Fz/s).
  3. Procédé suivant la revendication 2, caractérisé par le fait que la valeur calculée du bouchon résiduel (SR) est contrôlée au moyen de la valeur d'occupation actuelle du détecteur, qui peut être déterminée selon un procédé connu.
  4. Procédé suivant la revendication 1 ou 2, caractérisé par le fait qu'il est prévu deux facteurs différents de compensation a1 et a2 et, dans le cas d'une tendance croissante des valeurs de mesure d'origine an,i > a n-1,i, on choisit le premier facteur de compensation a1 (par exemple a1 = 0,25) et, dans le cas d'une tendance descendante an,i a n-1,i, on choisit le second facteur de compensation a2 (par exemple a2 = 0,125) pour la compensation.
  5. Procédé suivant la revendication 4, caractérisé par le fait qu'une tendance croissante des valeurs de mesure d'origine an,i > a n-1,i, la procédure de compensation statistique s'effectue conformément à la relation :

    a ¯ n,i = Min (a n,i ; a ¯ n-1,i + a1 . a n,i ).
    Figure imgb0027
EP88108270A 1987-05-27 1988-05-24 Méthode pour la conception par mesure technique de l'intensité du trafic routier Expired - Lifetime EP0293724B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88108270T ATE75869T1 (de) 1987-05-27 1988-05-24 Verfahren zur messtechnischen erfassung der intensitaet des strassenverkehrs.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3717982 1987-05-27
DE3717982 1987-05-27

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EP0293724A1 EP0293724A1 (fr) 1988-12-07
EP0293724B1 true EP0293724B1 (fr) 1992-05-06

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Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH678667A5 (fr) * 1990-09-12 1991-10-15 Serel France
DE4106024C1 (fr) * 1991-02-26 1992-04-02 Siemens Ag, 8000 Muenchen, De
DE4415737A1 (de) * 1994-05-04 1995-11-23 Siemens Ag Verfahren zur laufenden Messung der aktuellen Verkehrsströme an einem Verkehrsknoten
DE19650844C2 (de) * 1996-11-27 2003-09-25 Mannesmann Ag Verfahren zur Ermittlung von Fahrtroutendaten
GB2373619A (en) * 2001-03-23 2002-09-25 Golden River Traffic Ltd Measurement of traffic density
DE102005024953A1 (de) 2005-05-31 2006-12-07 Siemens Ag Verfahren zur Ermittlung von Abbiegeraten in einem Straßennetz
DE102008045631A1 (de) * 2008-09-03 2010-03-11 Siemens Aktiengesellschaft Verfahren zur Koordinierung von lichtsignalgesteuerten Knoten in einem Straßennetz
CN112533140B (zh) * 2020-11-24 2021-10-12 天津市赛英工程建设咨询管理有限公司 一种基于指数的共享单车分布情况评估方法

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH470039A (de) * 1968-04-10 1969-03-15 Jauk Johann Verkehrsabhängig gesteuerte Verkehrssignalanlage
DE2739863A1 (de) * 1977-09-05 1979-03-15 Siemens Ag Verfahren zur gruenzeitbemessung bei verkehrsabhaengig steuerbaren strassenverkehrssignalanlagen und einrichtung zur durchfuehrung des verfahrens
DE2911734C2 (de) * 1979-03-26 1982-06-24 Siemens AG, 1000 Berlin und 8000 München Verfahren zur Messung von Verkehrsstörungen
DE3608890A1 (de) * 1986-03-17 1987-09-24 Siemens Ag Verfahren zur koordinierung von strassenverkehrssignalanlagen
DE3621842A1 (de) * 1986-06-30 1988-01-07 Siemens Ag Verfahren zur verkehrsabhaengigen gruenzeitbemessung in strassenverkehrssignalanlagen

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DE3870709D1 (de) 1992-06-11
EP0293724A1 (fr) 1988-12-07
ATE75869T1 (de) 1992-05-15

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