1/7/2016 9:36 AM VA:Frank OffermannTel: +49-(0)241-9669-252 B. JansenTel: +49-(0)241-9669-137Lecture Hannover-Verfahren Folie Nr. 1 Traffic Control Systems

04/21/23 15:17VA: Frank Offermann Tel: +49-(0)241-9669-252

B. Jansen Tel: +49-(0)241-9669-137 Lecture Hannover-Verfahren Folie Nr. 1

Traffic Control Systemsin

Germany

Dipl.-Ing. Frank OffermannDipl.-Math. Berthold Jansen



System Architecture

Traffic Control System North Rhine-Westphalia



System Architecturefor Automatic Detection and Control



Traffic Control in Germany

System approaches

• Stretch Control Systems

• Dynamic Route Guidance Systems

• Outlook: Integration of FCD



Overview on the Traffic Control Systems in North Rhine-Westphalia





Overview of the signs on the VMS-Gantries



Stretch Control Systemsin

North Rhine-Westphalia



120

120 120

120 120

120

VMS1

LDD1

LDD2

VMS2

LDD3

VMS3

LDD4

M-S1

V-S1

AP120

AP100

AP80

AP60

AP40

APWetness1

APVisibility1

APVisibility2

120

40

100 100

60 60

100 100

4040

120 Local datadetectionsensor(LDD-S)

Moisturesensor(M-S)

Visibilitysensor(V-S)

M-SLDD-S

Autom. Progr. Funnel(simplified)

Detectiontype

1

2

4

3

SICHT

APWetness2

Control ModelMeasurement sections



Control ModelDepiction of adjacent AP‘s on Speed Funnel

AQ1

MQ1

MQ2

AQ2

MQ3

AQ3

MQ4

NS1

SW1

80 80

60 60

SICHT

AQ1

MQ1

MQ2

AQ2

MQ3

AQ3

MQ4

NS1

SW1

? ?

AP120 AP100 AP80 APNaesse1

AP120 AP100 APNaesse1 APNaesse2 APSicht1

APSicht1

Connected areas

Expected Switching?Wetness

Wetness

WetnessVisibility

Visibility



Control ModelSpeed Funnel

Funnel (Definition) Supply of speed funnels for every possible automatic programme at the

VMS-gantries Exact specifications for the funnel what switching priorities shall be given to

the respective VMS-gantries.

AQ1

MQ1

MQ2

AQ2

MQ3

AQ3

MQ4

NS1

SW1

80 80

60 60

SICHT

AQ1

MQ1

MQ2

AQ2

MQ3

AQ3

MQ4

NS1

SW1

? ?

AP120 AP100 AP80 APNaesse1

AP120 AP100 APNaesse1 APNaesse2 APSicht1

APSicht1

zusammenhängende Bereiche

Expected Switching ?

Connected areas



Control ModelPriorities

Priorities• Overlapping of priorities of individual VMS due to adjacent funnels. VMS with

highest priority will be selected.• A certain priority can be given to each VMS dependent on the automatic

programme and on the VMS-gantry.

Default Priorities• If no priorities are assigned to the funnel the (system specific) default priorities

will be used.• Use of default priorities in case of special programmes.

Individual Priorities• Individual priorities will overwrite the default priorities in defined cases.



Control ModelSupply of up- and downstream VMS

Up- and Downstream VMS

Only downstream VMS are supplied (details about type and location).

Each VMS has no or only one downstream VMS.

The downstream VMS are used for the stretch-related comparison.

.

80 8080

80 80



Control ModelIterative Improvement of the Switching Requirement

Cross-section tuning for VMS Speeds shown on one VMS-gantry must

be increasing from the right to the left lane. Different restrictions on overtaking with

different priority exist which can be shown via VMS Type B and C.

Priority VMS-Type B VMS-Type C

1 general restriction on overtaking „Dark“

2 restriction on overtaking for lorries „Dark“

3 restriction on overtaking for lorries "4 t"

4 restriction on overtaking for lorries "7,5 t"

120 4080

120 120120

120 100100

120 10080

100100

60 8080

VMS-Type B

VMS-Type A

VMS-Type C



Control ModelStretch-related and cross-section-related comparison -

Example 1

4040

100100

8080

4040

8080

120120

to fill in gaps40 km/h difference

100 km/h at the beginning40 km/h difference


100100



Control ModelStretch-related and cross-section-related comparison -Example 2

4040

8080

120120



4040




4040

8080

120120



40

Speed increasing at the VMS-gantry




60

100100

120120


(only in case of speed doubling)

60speed increasing at

the VMS-gantry

120 120 120 10040 km/h difference

(only in case of speed doubling) 120 100



A40 Stau mit Vortrichter

Mon, 7. Mai 2001 10:47

Programm

Vor-Ort-Schaltung

Automatik-

Sonder-

Hand-

Helligkeitstufe (1-8)

ungestört gestört

freier Verkehrlebhafter Verkehrdichter Verkehrzähfließender VerkehrStaukeine Meßwerte

Lampen Zeichen gesamt

Betriebsart

Programm - Status

Helligkeit WVZ

Meßquerschnitte

Verkehrszustände

eigene

1000

1000

0,0 [mm/h Niederschlag]


4925 [Lx Helligkeit ]


Abf AS Freudenbergstrasse

13,440 km

12,550 km

11,610 km

10,610 km

9,910 km

9,130 km

8,330 km

7,520 km

MQ 0139

MQ/AQ 0134

MQ/AQ 0126

MQ/AQ 0116

MQ/AQ 0106

MQ/AQ 0099

MQ/AQ 0091

MQ/AQ 0083

MQ/AQ 0075

Abf AS BO-Werne

AK Bochum

Zuf AS BO-Harpen

Abf AS BO-Harpen

AS BO-Ruhrstadion

BO-Zentrum

13,290 km

12,340 km

11,100 km

9,910 km

8,780 km

7,900 km

7,293 km

MQ 0139

MQ/AQ 0133

MQ/AQ 0123

MQ/AQ 0111

MQ/AQ 0099

MQ/AQ 0088

MQ/AQ 0079

MQ/AQ 0073

013310: 44

012510: 44

011610: 44

011310: 44

009810: 44

009610: 44

008310: 44

007510: 44

009810:44

0133 10: 44

0123 10: 44

0111 10: 44

0098 10: 44

0083 10: 44

0079 10: 44

0075 10: 44



A40 Stau vor Baustelle

Mon, 7. Mai 2001 10:47

Programm

Vor-Ort-Schaltung

Automatik-

Sonder-

Hand-


ungestört gestört


Lampen Zeichen gesamt

Betriebsart

Programm - Status

Helligkeit WVZ

Meßquerschnitte

Verkehrszustände

eigene

1000






58,411 km

57,289 km

55,922 km

54,885 km

53,949 km

53,050 km

MQ/AQ 0584

MQ/AQ 0573

MQ/AQ 0559

MQ/AQ 0549

MQ/AQ 0539

MQ/AQ 0531

Tunnel Essen

AS E-Holsterhausen

AS E-Frohnhausen

AS MH-Heimaterde

AS MH-Heissen

58,771 km

58,302 km

57,042 km

55,663 km

54,917 km

53,643 km

MQ/AQ 0588

MQ/AQ 0583

MQ/AQ 0570

MQ/AQ 0557

MQ/AQ 0549

MQ/AQ 0536

B12 10: 44

B10 10: 44

B 8 10: 44

B 5 10: 44

B 4 10: 44

B 2 10: 44

B13 10: 44

B11 10: 44

B 9 10: 44

B 7 10: 44

B 6 10: 44

B 3 10: 44

B 1 10: 44



Ramp Metering

Example of the Integrated Traffic Control Center



Mon, 7. Mai 2001 10:31

Programm

Vor-Ort-Schaltung

Automatik-

Sonder-

Hand-


ungestört gestört


Strom gesamt

Betriebsart

Programm - Status

Helligkeit WVZ

Meßquerschnitte

Verkehrszustände

eigene

keine Regelung

keine Regelung

keine Regelung

Rotschaltzeit: 2s

keine Regelung

VWW 8

10: 29

VWW 7

10: 29

VWW 6

10: 29

VWW 5

10: 29

VWW 4

10: 29

VWW 3

10: 29

VWW 2

10: 29

VWW 1

10: 29

VWW14

10: 29

VWW13

10: 29

VWW12

10: 29

VWW11

10: 29

VWW10

10: 29

VWW 9

10: 29

VWW 0

10: 29

T+R

T+R

4,350 km

2,950 km

2,100 km

1,400 km

0,400 km

66,575 km

66,132 km

MQ/AQ 0044

MQ/AQ 0030

MQ/AQ 0021

MQ/AQ 0014

MQ/AQ 0004

MQ/AQ 0666

MQ/AQ 0661

T+R

BO-Stahlhausen

Dückerweg

BO-Wattenscheid

BO-Wattenscheid-W

Gelsenkirchen

4,925 km

3,950 km

2,950 km

2,100 km

1,130 km

0,400 km

67,041 km

66,007 km

MQ/AQ 0049

MQ/AQ 0040

MQ/AQ 0030

MQ/AQ 0021

MQ/AQ 0011

MQ/AQ 0004

MQ/AQ 0670

MQ/AQ 0660



ZR man. Schaltung

Mon, 7. Mai 2001 10:41

AQ nn

AQ nn

AQ nn

Betriebsart

manuell

halbautomatisch

nicht verfügbar

eigene

s 5Rotschaltzeit:

Rotschaltzeit:

Rotschaltzeit:

Rotschaltzeit:

VWW 6VWW 5VWW 4

VWW 3VWW 2VWW 1

VWW14VWW13VWW12

VWW11VWW10VWW 9

VWW 0

T+R

2,950 km

2,100 km

1,400 km

0,400 km

66,575 km

66,132 km

MQ/AQ 0044

MQ/AQ 0030

MQ/AQ 0021

MQ/AQ 0014

MQ/AQ 0004

MQ/AQ 0666

MQ/AQ 0661

Dückerweg

BO-Wattenscheid

BO-Wattenscheid-W

Gelsenkirchen

3,950 km

2,950 km

2,100 km

1,130 km

0,400 km

67,041 km

66,007 km

MQ/AQ 0040

MQ/AQ 0030

MQ/AQ 0021

MQ/AQ 0011

MQ/AQ 0004

MQ/AQ 0670

MQ/AQ 0660





Route Guidance System

Münster - Wuppertal



• What is the best way for the majority of drivers?• offline determination• based on the actual traffic

situation the road network availability may change (temporally, dynamically)-> optimisation problem

origin

destination

inflow

regular route

alternative route

Initial Situation



Basic principles of the Control System

switching request only in case of (danger of) congestion on the regular route

detour only in case of free alternative routes, i.e.– no congestion and no danger of congestion, also taking

into consideration the amount of diverted traffic

optimisation of an objective function



Components of the Objective Function

travel time

operating costs

risk of accident (congestion probability)



Determination of the Traffic State

0

1000

2000

3000

4000

5000

6000

q [Kfz/h]

50 100 k

[Kfz/km]20

40

80

60

100

120

v [km/h]

vf

k0

v0

q0

Basis:

Fundamental Diagram



Determination of the Traffic State

Division into stable / instable Traffic Flow

va

>= fa * v0 < fa * v0

stable traffic flow

=>

a

a

a vq

:k

instable traffic flow

=>

0

0

0*2 ,* : k

qk

qMinka

a



0

1000

2000

3000

4000

5000

6000

q [Kfz/h]

50 100 k

[Kfz/km]20

40

80

60

100

120

v [km/h]

vf

k0

v0

q0

Beispiel: Q = 4000 [Kfz/h] v = 66 [km/h] k = Q/v 60 [Kfz/km]

Estimation of Density in Case of Stable Traffic Flow



0

1000

2000

3000

4000

5000

6000

q [Kfz/h]

50 100 k

[Kfz/km]20

40

80

60

100

120

v [km/h]

vf

k0

v0

q0

Beispiel: Q = 4000 [Kfz/h] v = 32 [km/h] k = 4500/4000*90 101 [Kfz/km]

Estimation of Density in Case of Instable Traffic Flow



Prediction of the density

kp:= kp´ + kp´´ with

kp´:= * ka + (1-) * k´p-1

kp´´:= * (ka - k´p-1) + (1-) * k´´p-1with:

kp´ sliding mean value of the current interval

kp´´ sliding trend value of the current interval

k´p-1 sliding mean value of the previous interval

k´´p-1 sliding trend value of the previous interval

Exponential Smoothing and Trend Extrapolation



0

1000

2000

3000

4000

5000

6000

q [Kfz/h]

50 k

[Kfz/km]20

40

80

60

100

120

v [km/h]

vf

k0

v0

q0

kpka

Prognosis of the Density (kp )



Deriving of Predicted Velocities

Determination of the prediction values

kp

< fp * k0 > = fp * k0

stable traffic flow

=>p

f

fpk

k

vvvv *:

0

0

instable traffic flow

=>

pp

p kkkq

v**

: 00

qp := kp * vp



0

1000

2000

3000

4000

5000

6000

q [Kfz/h]

50 100 k

[Kfz/km]20

40

80

60

100

120

v [km/h]

vf

k0

v0

q0

Beispiel: k = Q/v = 60 [Kfz/km] Q = 4000 [Kfz/h] v = 66 [km/h]

Prognosis

of velocities and traffic volume

Stable Traffic Flow =>

p

f

fpk

k

vvvv *:

0

0



0

1000

2000

3000

4000

5000

6000

q [Kfz/h]

50 100 k

[Kfz/km]20

40

80

60

100

120

v [km/h]

vf

k0

v0

q0

Beispiel: k = 101 [Kfz/km] v = 4500 * 90/(101 * 101) 40 [km/h] Q = k * v 4000 [Kfz/h]

Prognosis of velocities and traffic volume

pp

p kkkq

v**

: 00

Stable Traffic Flow =>



Consideration of the Diverted Vehicles

determination of increased density in case of the switching of the alternative route

determination of the increased density on the regular route in case of the cancellation of the detour recommendation



Modification of the Road Network Availability

congestion on the regular route free alternative route (even after the diversion of

the traffic) optimisation of the objective function



Congestion is detected, if

• the prognosis velocity vp falls below a certain threshold value

or if

• the density of the prognosis kp is higher than the threshold of k0 * f (congestion)

Danger of Congestion exists, if

• the prognosis density kp is between k0 * f(danger of congestion) and k0 * f(congestion)

Detection of Congestion and Danger of Congestion

0

1000

2000

3000

4000

5000

6000

q [Kfz/h]

50 100 k

[Kfz/km]20

40

80

60

100

120

v [km/h]

vf

k0

v0

q0

f(staugefahr) * k 0 f(stau) * k 0



Switching requirement only in case of congestion (or danger of congestion) on the normal route (at least one detection point with (danger of) congestion)

Rerouting only in case of free alternative route, that means– no congestion or no danger of congestion, considering also the

diverted traffic

Framework conditions for the calculation



Travel Time

f(qd,l,vp,aL,tp,tL)

Zt:=qd*[ Ivp*((1 - aL)*tp+aL*tL)]

Operational Costs

f(qd,l,vp,aL,fÄ,b1,b2)

Zb:=qd*[ (I

vp*b1+b2*l)*(1+aL*(fÄ-1))]

Risk of Accident

f(qd,f,fu,u)

Zu:=qd*[u*fu*u]

Evaluation of the Objective Function

Through Traffic (qd ) = Inflow * Divertable Share of Traffic * Degree of Compliance

travel time operating costs risk of accidents (congestion probability)



For each destination plan the selection of the most suitable route is based on the rerouting simulation

Frankfurt

Köln, Wuppertal

Zufluß

Normalroute

Alternativroute

Vollsperrung

Stau oder Staugefahr

Selection of the most suitable

destination plan



ABW-Netz

Münster

Herne Dortmund

Bochum

Wuppertal

Kamen

Unna

Westhofen

Reckling-hausen

Hagen

Hamm

Castrop-Rauxel

Witten

2

1

44

43

43

45

1

1

40

2

42

44

Wechselwegweiser

11

S = Störung

geschaltetesProgramm H = Hand

M = ManuellC = Closed LoopO = Open LoopA = Steuerung aus

CS

Verkehrslage

v= 0 km/hv< 30 km/hv< 60 km/h

dichtlebhaftnormalkeine Meßwerte

Meßwerterfassung

Anschlußstelle

Bundesautobahn mit:

Verkehrslage

Verkehrs-erfassung

Alternativrouten

Umlenkungsanteile auf dieserTeilstrecke

Autobahnweichen

LWL

Netz

Mon, 7. Mai 2001 10:51

C

0

C 0

C 1

M15

M

15

C

0 C

0



Zustand WWW Wuppertal

km 38,890km 38,477km 38,040

km 39,710

km 39,406

km 38,320

A43

A1

Bremen

Köln

A1

A46Düsseldorf

Münster

400 m

300 m1400 m

Meßquerschnitte

Wechsel- wegweisung

AK Wuppertal-Nord

gestörtungestört

Wegweiser

Dirigent

4

mit Programmnummer

4

15

15Mon, 7. Mai 2001 10:00



Enlarged Traffic Condition Analysis and Jam Detection via Integration of FCD

Outlook: Integration of FCD

Erfassungsabschnitt 2Erfassungsabschnitt 1

632 m 600 m

EQ 3 EQ 1 EQ 2

Fahrtrichtung



Fusion of Local and Mobile Traffic Data in a Fuzzy-Logik-Approach combining the Benefits of both kind of traffic data

Basis of FCD: GAT-StandardProblems of FCD:

– FCD only represends a spot check of the traffic Stream– it is not ensured, that there is a FCD Pentration in the analysis time frame statistical Analysis of the Repesentative of FCD is needed

Benefits FCD:– Exact Travel Time Estimation– Enlarged Traffic Condition Analysis (exspecially: Exact Location of Traffic Congestion; jam velocity etc.)




Fusion of Local and Mobile Traffic Data in a Fuzzy-Logik-Approach combining the Benefits of both kind of traffic data

Problems of local Data:– represents only the traffic conditions at the data collection point Uncertainties in the transmission of local data to the related

section

Benefits local Data:– Traffic condition Analysis is ensured for all analysis time frames by the Integration of local Data

– Data is collected for the whole traffic stream, and not only just for a spot check (FCD)




Traffic Control Systems in Germany

Thank you very much for your attention

Documents

1/7/2016 9:36 AM VA:Frank OffermannTel: +49-(0)241-9669-252 B. JansenTel: +49-(0)241-9669-137Lecture Hannover-Verfahren Folie Nr. 1 Traffic Control Systems