FR3118258A1 - METHOD FOR MANAGING THE PRIORITY OF PASSAGE AT THE LEVEL OF A CROSSROADS - Google Patents

Abstract

The invention relates to a method (100) for managing the right of way at an intersection. The invention proposes to take into consideration the unexpected events which can occur on a crossroads during the approach of a priority vehicle and which can disturb the crossing of the crossroads. In particular, the invention proposes to control the ignition signal of the traffic light associated with the priority vehicle, taking into account the nature and the impact of these unexpected events. For this, the invention proposes to modify the scheduling of the switching on of the traffic lights at the intersection, only if this proves to be necessary. Figure to be published with abstract: Figure 2

Description

METHOD FOR MANAGING THE PRIORITY OF PASSAGE AT THE LEVEL OF A CROSSROADS

The invention relates to priority intervention on signal steering control systems for traffic regulation. In particular, it relates to a method for managing the right of way at an intersection, one of the traffic lanes of which is suitable for the passage of at least one public transport vehicle.

Below we describe the known prior art from which the invention has been developed.

We know from patent FR2852724A1 a priority management method for a public transport vehicle at an intersection.

In this method, during a primary detection step, the arrival of a public transport vehicle is detected at a predetermined position upstream of the intersection.

From this moment, an appropriate signal is used to order the lighting of the traffic light associated with the public transport vehicle to authorize its passage.

In practice, the signaling of the intersection is modified so as to first prohibit the passage of movements that are antagonistic to the movement of the public transport vehicle, and then authorize the passage of the public transport vehicle.

This process makes it possible to accurately define the predetermined position from which the correct moment of switching on the traffic light associated with the public transport vehicle results, while maintaining the regularity of its speed as well as possible.

However, one of the drawbacks of this method is that it is executed in a predefined and irreversible manner, even if an unexpected event occurs, which would disturb the crossing of the crossroads, after the detection of the arrival of the public transport vehicle. In this case, the phases of the safety sequence of turning on and off the traffic lights can be very long and cause loss of time in addition to irritation, both for users and for public transport.

However, it is known that such events are frequent, come from multiple origins, and occur at many crossroads.

Thus, such a process can lead to the lighting of the traffic light associated with the passage of the public transport vehicle, while the latter is unable to cross the intersection.

In addition, today, public transport vehicles are no longer the only priority vehicles. However, the current process only considers public transport vehicles and does not take into consideration other priority vehicles such as police vehicles or ambulances.

The invention aims to overcome these drawbacks.

The invention relates in particular to a method for managing the priority of passage at a first intersection in which at least two antagonistic traffic movements intersect or oppose each other, at least one of which is suitable for the passage of at least a public transport vehicle. In particular, the first intersection includes priority signaling. According to the invention, the method comprises:
- a step of detecting the arrival of the public transport vehicle at a first predetermined position upstream of the first intersection, so as to trigger a predetermined countdown, called delay before ignition, during which the public transport vehicle approaches priority signalling,
- a first step of obtaining at least one environmental condition associated with the first intersection,
- a comparison step between the environmental condition and at least one predetermined comparison value, and
- a step of suspending the continuation of the priority management method as a function of the comparison step, so that one returns to the first step of obtaining after a predetermined updating period.

In a first embodiment of the invention, the predetermined comparison value is obtained from a rule-based expert system.

In a second embodiment of the invention, the predetermined comparison value is obtained from a previously trained learning model.

In a first implementation, the suspension step comprises driving a driving assistance signal, SAC, associated with the priority signalling.

In an example of the first implementation, the suspension step further comprises a step of modifying a flashing frequency of the SAC to a frequency, called slow frequency, which is substantially lower than a predetermined fixed frequency of the SAC.

In a second implementation, the suspension step further comprises a step of decrementing a current value of the delay before ignition by a predetermined decrement value.

In a third implementation, the method further comprises a step of continuing the priority management method according to the comparison step.

In an example of the third implementation, the tracking step comprises driving the priority signaling from a current value of the delay before switching on.

In a fourth implementation, the method further comprises a second step of obtaining at least one environmental condition associated with at least one second crossroads different from the first crossroads.

In a fifth implementation, the method is implemented by a system comprising a remote central control server and at least one crossroads controller arranged at the level of the first crossroads, the remote central control server is configured to generate the orders at run by the intersection controller.

Other characteristics and advantages of the invention will be better understood on reading the following description and with reference to the appended drawings, given by way of illustration and in no way limiting.

There represents a crossroads.

FIG. 2 represents a method for managing the priority of passage according to the invention.

The figures do not necessarily respect the scales, in particular in thickness, and this for purposes of illustration.

Below, we describe a summary of the invention and the associated vocabulary, before presenting the disadvantages of the prior art, then finally showing in more detail how the invention overcomes them.

The invention proposes to take into consideration the unexpected events which can occur on a crossroads during the approach of a priority vehicle and which can disturb the crossing of the crossroads. In particular, the invention proposes to control the ignition signal of the traffic light associated with the priority vehicle, taking into account the nature and the impact of these unexpected events. For this, the invention proposes to modify the scheduling of the switching on of the traffic lights at the intersection, only if this proves to be necessary.

Thus, the invention relates to a method for managing the priority of passage at a first intersection.

By crossroads, we mean a place where at least two antagonistic traffic movements intersect or oppose each other.

There illustrates a first crossroads 10.

In the example of the , the first intersection 10 comprises a first lane 11 with two-way traffic S1, S2 and a second lane 12 with one-way traffic S3.

However, the first intersection 10 can comprise three, four or more traffic lanes, without requiring substantial modifications of the invention.

In the invention, the first intersection 10 comprises priority signaling which determines the priority of passage at the level of the first intersection 10. In other words, it is the state of the priority signaling which establishes the authorization or prohibition of passage at the level of the first intersection 10.

Below, and in a non-limiting manner, we describe various ways of carrying out priority signalling.

In a first way of proceeding, according to the regulations, priority signaling is luminous and uses panels which carry one or more colored lights.

In a second way of proceeding, according to the regulations, priority signaling is mechanical and uses signals made by means of a wing or a colored roundel.

Back to the , the first traffic lane 11 comprises two traffic lights 13 while the second traffic lane 12 comprises a single traffic light 14.

As a reminder, it will be noted that the safety sequence of turning on and off a traffic light 13, 14 comprises a cyclic succession of phases, in which each phase authorizes certain movements and prohibits others for vehicles and other users of the first intersection 10. The duration of each phase is generally fixed. However, it can also be variable, for example, depending on road traffic, to allow coordination of several crossroads between them or to give priority to certain types of vehicles. In addition, legal provisions generally regulate this duration and require, for example, that the lighting time of a traffic light does not last less than six seconds, known as the minimum of green, and that the extinction time of a traffic light is not longer than one hundred and twenty seconds. Finally, it should be noted that an interphase, called "safety time", separates the different phases of the safety sequence of switching on and off, to allow vehicles and users of the intersection to safely complete the movements undertaken before initiation of the next phase.

Below, and in a non-limiting way, we describe various examples of possible layouts of a crossroads.

In a first example, when the first intersection 10 comprises two one-way traffic lanes, the safety signaling comprises at least two traffic lights, namely, one traffic light for each traffic lane.

In a second example, when the first intersection 10 comprises more than two traffic lanes, the safety signaling comprises more than two traffic lights. In this case, the number of traffic lights will depend on the layout of the first intersection 10 and in particular on the direction(s) of traffic.

Below, and in a non-limiting way, we describe different ways of controlling the safety signaling at the level of the first intersection 10.

In a first way of proceeding of the invention, the safety signaling is controlled locally. In this case, the decision to control the safety signaling is taken directly at the level of the first intersection 10. In practice, for this purpose devices, called intersection controllers, are used to control the safety signaling.

In a second way of proceeding of the invention, the safety signaling is controlled from a central remote control server. In this case, the decision to control safety signaling is taken at the level of a remote central control server. Under these conditions, the decision-making can also take into consideration the safety signaling at other intersections located in the vicinity of the first intersection 10. In practice, intersection controllers are also used to control the safety signaling. However, in this way of proceeding, it is the remote central control server that generates the orders to be executed by the intersection controllers.

In the two ways of proceeding above, computer/electronic equipment of known type is used.

In the invention, at least one of the opposing circulation movements is suitable for the passage of at least one collective transport vehicle.

Public transport vehicle means public passenger transport systems. In practice, public transport vehicles generally have priority at traffic lights. In addition, the purpose of public transport vehicles is both to reduce air pollution and greenhouse gas emissions, and to combat urban congestion, by helping to transfer the modal shift from the private car to collective modes of transport.

Below, and in a non-limiting manner, we describe various examples of collective transport vehicles.

As is known, trams and High Level Service Buses (BHNS) are examples of collective transport vehicles.

Tramway is understood to mean a collective transport vehicle permanently guided and characterized by a rail vehicle (rolling iron on iron) or a road vehicle (rolling on tires with, for example, permanent guidance by rail) which circulates mainly on the road urban and which is operated by driving on sight.

By BHLS we mean a collective transport vehicle characterized by a road vehicle which provides a continuous level of service superior to conventional bus lines (frequency, speed, regularity, comfort, accessibility) and approaches the performance of trams. It can be guided (material or immaterial guidance) or unguided, with thermal, electric or hybrid motorization.

In one way of proceeding of the invention, all or part of the traffic lanes which are suitable for the passage of the public transport vehicle is also suitable for the passage of at least one so-called vehicle of general interest.

Below, and in a non-exhaustive manner, we describe various examples of vehicles of general interest.

In a first example, the general interest vehicle can be a priority general interest vehicle, such as vehicles of the police, gendarmerie, customs, fire and emergency services.

In a second example, the vehicle of general interest can be a non-priority general interest vehicle, but which benefits from passage facilities, such as medical transport ambulances.

In the invention, the other traffic lanes which are not suitable for the passage of the public transport vehicle are themselves suitable for the traffic of other types of vehicles or users, such as, for example, taxis, cars, trucks, cyclists, buses or pedestrians.

In the , in a step 110, the method 100, according to the invention, comprises detecting the arrival of the public transport vehicle at a first predetermined position upstream of the first intersection 10.

For this, the invention uses one or more detection devices of known type, and which are able to detect public transport vehicles.

Such devices include one or more sensors that may be road intrusive (eg, inductive loop sensor, magnetometer sensor, fiber optic sensor), non-intrusive (eg, microwave sensor using the Doppler effect and installed on the shoulder of the roadway, microwave sensor using two antennas and installed high up, facing or perpendicular to the traffic lane, laser sensor, active/passive infrared sensor, video sensor, active/passive acoustic sensor, satellite location sensor GPS type, SAE operating assistance system). These devices make it possible in particular to detect whether or not a vehicle is on a traffic lane. Furthermore, these vehicle detection devices also make it possible to detect the type of vehicle detected on the traffic lane.

In the example of the , the second traffic lane 12 comprises a first vehicle detection device 15, a second vehicle detection device 16, and a third vehicle detection device 17.

Below, we successively describe the different detection devices.

The first vehicle detection device 15 makes it possible to detect a public transport vehicle at a sufficient distance from the first intersection 10 to allow the lighting of the traffic light 14 sufficiently in advance in order to comply with all the safety constraints of the first intersection 10 and kinematics of the public transport vehicle.

For this, the first vehicle detection device 15 is generally installed at a distance from the safety signs, depending on a hypothesis of the speed of the public transport vehicle and its braking capacity. For example, a first vehicle detection device 15 will be installed at a distance of approximately 180 m from the first intersection 10, assuming a speed of 10 m/s of the public transport vehicle.

The second vehicle detection device 16 performs the same functions as the first vehicle detection device 15 and makes it possible to overcome any malfunction of the latter.

Finally, the third vehicle detection device 17 makes it possible to obtain confirmation of the arrival of the public transport vehicle at the traffic light 14.

Back to the , following the detection of the arrival of the public transport vehicle, a predetermined countdown is triggered, called the delay before ignition, during which the public transport vehicle approaches the traffic light 14 of the first intersection 10.

In particular, the delay before ignition corresponds to a theoretical duration necessary to light the traffic light 14. Indeed, when the current value of the delay before ignition is equal to zero, this authorizes the lighting of the green of the traffic light 14 to authorize the public transport vehicle to cross the first intersection 10.

In known manner, the delay before ignition is determined by taking into account all the maximum constraints to be observed at the level of the first intersection 10, such as the minimum green, the safety times, the lag times between traffic lights of the intersection, or even the scheduling of the steps of the prioritization of the public transport vehicle for its passage from the first intersection 10.

Below, we present the drawbacks of the prior art that the invention attempts to remedy.

In current traffic control systems, as long as there is no detection of a public transport vehicle upstream of the intersection concerned, only the traffic lights associated with the other users of the first intersection are successively controlled. 10, and this, without turning on the traffic light 14 associated with the public transport vehicle.

However, when a public transport vehicle is detected approaching the first intersection 10, an appropriate signal is used to switch on the traffic light 14 associated with the public transport vehicle, to authorize its passage.

One of the drawbacks of the method of the prior art is that it is executed in a predefined and irreversible manner, even if an unexpected event occurs, which would disturb the crossing of the crossroads, after the detection of the arrival of the public transport vehicle. In this case, the phases of the safety sequence of turning on and off the traffic lights can be very long and cause loss of time in addition to irritation, both for users and for public transport.

Below, we show in more detail how the invention overcomes these drawbacks.

Consequently, the invention proposes a mechanism which, after the detection of the arrival of the public transport vehicle, makes it possible to suspend the execution of the method of the prior art when at least one unexpected event occurs, which would disturb the crossing of the first crossroads 10, known as EIP.

As such, in a step 120, the method 100 comprises a first obtaining of at least one environmental condition associated with the first intersection 10. In this way, the occurrence of at least one EIP can be detected.

Below, and in a non-limiting manner, we describe how to obtain an environmental condition associated with the first intersection 10 in order to detect the occurrence of an EIP.

In particular, one or more sensors for measuring environmental parameters of known type, which are suitable for measuring physical, biological and/or chemical parameters, can be arranged at least at the level of the first intersection 10.

Below, and in a non-limiting way, we describe different types of measurements of environmental parameters that can be obtained at the level of the first intersection 10 and/or in its surroundings.

In a first way of proceeding, step 120 comprises obtaining a measure of the state of the rail and road signaling, for example, from the signaling circuits that the operators and managers of public transport vehicles or of mobility commonly use.

In a second way of proceeding, step 120 comprises obtaining at least one measurement of the volume of traffic, for example, from traffic data collection sensors that the operators and managers of public transport vehicles or of mobility commonly use. For example, one or more sensors of the intrusive type of the roadway can be used (e.g. magnetic sensor, piezoelectric effect sensor, pneumatic tube sensor, strain gauge sensor, resistive sensor, fiber optic sensor ), non-intrusive (e.g., microwave sensor using the Doppler effect and installed on the shoulder of the roadway, microwave sensor using two antennas and installed high up, facing or perpendicular to the traffic lane, laser sensor, infrared sensor active/passive, video sensor, acoustic sensor active/passive).

In a third way of proceeding, step 120 comprises obtaining at least one measurement of the ambient sound level, for example, from acoustic sensors.

In a fourth way of proceeding, step 120 comprises obtaining at least one measurement of the level of pollution, for example, from air quality sensors.

In a fifth way of proceeding, step 120 comprises detecting the arrival of a vehicle of general interest, for example, from vehicle detection devices as described previously, as well as from specific equipment, of known type, which is on board the vehicle of general interest.

Below, and in a non-limiting manner, we describe how to obtain an environmental condition associated with another intersection which is different from the first intersection 10 in order to detect the occurrence of an EIP.

In a particular way of proceeding of the invention, the method 100 comprises a second step of obtaining at least one environmental condition associated with at least one second crossroads different from the first crossroads 10. In this case, it will be possible to have, at least least at the level of the second intersection, one or more sensors for measuring environmental parameters of the same type as those mentioned above. In this way, within the framework of this particular way of proceeding, the safety signaling of the first intersection 10 is controlled from a central remote control server, and the decision-making can take into consideration the environmental conditions which occur at the level other crossroads located in the surroundings of the first crossroads 10 and which can have an impact on the crossing of the public transport vehicle at the level of the first crossroads 10.

Below, we continue to show how the invention overcomes the disadvantages mentioned above.

Back to the , in a step 130, the method 100 comprises a comparison between at least one environmental condition and at least one predetermined comparison value.

In a first way of proceeding, the predetermined comparison value is obtained from a rule-based expert system, in which each environmental condition is associated with one or more rules. In this way, the experience of operators and managers of public transport or mobility vehicles can be used to deduce the rules.

In a second way of proceeding, the predetermined comparison value is obtained from a previously trained learning model. In this way, we can use the large amount of digital data produced regularly by the sensors placed at the crossroads to train a learning model and deduce the rules.

In step 140, based on step 130, method 100 includes suspending continuation of method 100 and returning to step 120 after a predetermined refresh time. Thus, it is understood that the process 100 will loop between steps 120 and 140, as long as the conditions are not met to continue the process 100.

Below, and in a non-limiting way, we describe how to determine whether to suspend the continuation of the method 100 and return to step 120.

In a first example, provision is made for returning to step 120 when, in step 130, the environmental condition is beyond the predetermined comparison value.

In a second example, provision is made for returning to step 120 when, in step 130, the environmental condition is below the predetermined comparison value.

Below, and in a non-limiting way, we give an example of the values that the predetermined update duration can take.

In one example, the predetermined refresh duration is less than or equal to five seconds, preferably less than or equal to one second.

Below, and in a non-limiting way, we describe what it means to suspend the continuation of the method 100.

In the invention, the suspension of the continuation of the process 100 means that the countdown of the delay before ignition is suspended.

Furthermore, when the method 100 is suspended, the step 140 further comprises a step of decrementing the current value of the delay before ignition by a predetermined decrement value.

Below, and in a non-limiting way, we give an example of the values that the predetermined decrement value can take.

In a first example, the predetermined decrement value is equal to the predetermined update duration.

In a second example, the predetermined decrement value is equal to one second.

Furthermore, in a particular case of step 140, when the method 100 is suspended while it is at the level of the third vehicle detection device 17, which is located to the right of the traffic light 14, the current value of the delay before ignition so that it is equal to zero. Indeed, in this particular case, it is considered that the public transport vehicle will not have enough time to stop and that it must be authorized to pass immediately from the first intersection 10.

In addition, step 140 also includes a step in which the information associated with the steps preceding the suspension of the continuation of the method 100, namely steps 120, 130 and 140, is recorded in a memory (not shown).

In particular, it involves recording the measurements associated with the environmental conditions, the results of comparisons of step 130 and the new current value of the delay before ignition.

It is also a question of recording the current value of an induced delay counter which is incremented by the predetermined decrement value each time the method 100 is suspended.

Below, we describe a particular way of informing the driver of a public transport vehicle of the suspension of the continuation of the process 100 and therefore of the probable occurrence of a delay in lighting the fire. signaling 14.

In a known manner, the traffic lights dedicated to the public transport vehicle are generally equipped with a driving assistance signal (SAC) to help the driver approach the intersections managed by traffic lights in the best conditions. possible by providing it with different information on the state of the ignition sequence and extinction of the associated traffic light 14. A SAC signal is generally made up of at least one symbol, the diamond of which, for example, generally indicates that the public transport vehicle has been taken into account by the intersection controller or the central remote control server of its passage request. In practice, the flashing of the diamond with a predetermined fixed frequency (eg half a second) informs the driver that his vehicle has been taken into account for crossing the intersection. In other words, the driver knows that his vehicle has been taken into account as long as the diamond flashes at this known predetermined fixed frequency.

Step 140 further comprises controlling the modification of the flashing frequency of the SAC signal to a frequency, called slow frequency, which is substantially lower than the predetermined fixed frequency mentioned above. In this way, the driver of the public transport vehicle is informed of a possible delay in ignition compared to his habits of passing through the traffic light of the intersection so that he/she can adopt driving for better comfort, greater fluidity and better safety. Thus, when the continuation of the process 100 is suspended, the public transport vehicle continues to circulate, but the driver is informed of a possible delay in crossing the first intersection 10.

Below, and in a non-limiting way, we give an example of the values that the slow frequency can take.

In one example, the value of the slow frequency is equal to one and a half seconds or more.

Below, and in a non-limiting way, we describe what it means to resume the continuation of the process 100 after a suspension.

In the invention, after a suspension, the resumption of the continuation of the method 100 means that the countdown of the delay before ignition is resumed, from its current value, so that the ignition of the fire can be controlled. signaling 14. As indicated above, the current value of the delay before ignition may have been modified during the detection of an EIP.

In this case, if the current value of the delay before ignition does not allow the public transport vehicle to cross the first intersection 10 in time, then the driver of the public transport vehicle can be informed so that he/she he/she does not cross the first intersection 10 so that he/she will wait for the next on/off security sequence. For example, the flashing frequency of the SAC signal can be modified (e.g. by substantially increasing its frequency or by stopping the flashing) so that the driver of the public transport vehicle so that he/she do not cross the first intersection 10.

Below, and in a non-limiting way, we describe what happens when the process 100 is not suspended or is no longer suspended.

When the method 100 is not suspended or is no longer suspended, it continues in step 150 during which the lighting of the green of the traffic light 14 is ordered so that the public transport vehicle crosses the first intersection 10 Preferably, the moment at which the green window of the traffic light 14 begins and the moment when the public transport vehicle passes over the line of the traffic light 14 are recorded in the memory.

However, in a particular of step 150, the method 100 can again be suspended while the public transport vehicle is in the process of crossing the first intersection 10. In this case, it will be possible to order the ignition or the extinction of the traffic light 14 green according to a predefined strategy. Optionally, provision could also be made for the method 100 to return to step 120.

Then, in a step 160, mathematical magnitudes are calculated from the information stored in the memory.

Below, and in a non-limiting manner, we describe how to calculate the mathematical quantities.

In a first way of proceeding, we calculate a duration between the start of the window of green and the moment of passage of the public transport vehicle at the level of the line of fire.

In a second way of proceeding, an induced delay in the travel time of the public transport vehicle is calculated from the current value of the induced delay counter.

Thus the process allows the generation of three criteria which make it possible to qualify the quality of the priority and the kinematics of the tramway. The first criterion is the total duration of the suspension. The second criterion is the effective delay in lighting the fire of the public transport vehicle, due to environmental conditions. And the third criterion concerns the delay of the public transport vehicle in travel time.

We have described and illustrated the invention. However, the invention is not limited to the embodiments that we have presented. Thus, an expert in the field can deduce other variants and embodiments, on reading the description and the appended figures.

The invention may be subject to numerous variants and applications other than those described above. In particular, unless otherwise indicated, the various structural and functional characteristics of each of the implementations described above should not be considered as combined and/or closely and/or inextricably linked to each other, but on the contrary as simple juxtapositions. In addition, the structural and/or functional characteristics of the different embodiments described above may be the subject, in whole or in part, of any different juxtaposition or any different combination.

Claims (10)

Method (100) for managing the priority of passage at a first intersection (10) in which at least two antagonistic traffic movements intersect or oppose each other, at least one of which is suitable for the passage of at least one a public transport vehicle, the first intersection (10) comprising priority signaling, the method comprising:
- a detection step (110) of the arrival of the public transport vehicle at a first predetermined position upstream of the first intersection (10), so as to trigger a predetermined countdown, called delay before ignition, during which the vehicle public transport is approaching the priority signage,
- a first step of obtaining (120) at least one environmental condition associated with the first intersection (10),
- a comparison step (130) between the environmental condition and at least one predetermined comparison value, and
- a step of suspending (140) the continuation of the priority management method as a function of the comparison step, so that one returns to the first step of obtaining (120) after a duration d predetermined update. A method as claimed in claim 1 wherein the step of suspending (140) comprises driving a driver assistance signal, SAC, associated with the priority signalling. A method according to claim 2, wherein the step of suspending (140) further comprises a step of modifying a flashing frequency of the SAC to a frequency, called a slow frequency, which is substantially less than a predetermined fixed frequency of the SAC . A method according to any one of claims 1 to 3, wherein the step of suspending (140) further comprises a step of decrementing a current value of the delay before ignition by a predetermined decrement value. A method according to any one of claims 1 to 4, further comprising a step of tracking (150) the priority management method as a function of the comparing step. Method according to Claim 5, in which the tracking step (150) comprises driving the priority signaling from a current value of the delay before ignition. Method according to any one of Claims 1 to 5, in which the predetermined comparison value is obtained from a rule-based expert system. Method according to any one of Claims 1 to 5, in which the predetermined comparison value is obtained from a previously trained learning model. A method according to any of claims 1 to 8, further comprising a second step of obtaining at least one environmental condition associated with at least one second intersection different from the first intersection (10). Method according to any one of claims 1 to 9, in which the method is implemented by a system comprising a remote central control server and at least one intersection controller arranged at the first intersection (10), the central server remote control is configured to generate the orders to be executed by the intersection controller.