Highway traffic signal local controller

• US 5,257,194 A
• Filed: 04/30/1991
• Issued: 10/26/1993
• Est. Priority Date: 04/30/1991
• Status: Expired due to Term

• Current Assignee: Mitsubishi Corporation
• Original Assignee: Mitsubishi Corporation
• Inventors: Sakita, Masami
• Primary Examiner(s): Chin, Gary
• Application Number:
  US07/694,013
• Time in Patent Office: 910 Days
• Field of Search: 364/436, 364/437, 364/438, 340/911, 340/913, 340/914, 340/916, 340/917, 340/919, 340/924
• US Class Current: 701/117
• CPC Class Codes: F02B 2075/027 four
• CPC Class Codes: G08G 1/081 Plural intersections under common control

Abstract

A highway traffic control method is shown in which the control method (80) and phasing scheme (82) are defined and recall switches are set (84) every cycle of operation. In time-of-day control methods (FIGS. 14 and 15) timing parameters (86) also are defined every cycle, and common cycle length and planned offset are computed (90) at the local master controller (16). Offset deviation is measured (94) and used along with the computed cycle length for adjustment of the local signal timing (96). Following execution of signal control, the control method, phasing scheme and timing parameters are defined and recall switches set in preparation for the next cycle of operation. In the traffic-responsive method, traffic data from local detectors are obtained and processed (100) and, using this data, signal timing parameters are computed using linear programming (102). In the traffic-adaptive method (FIG. 20 ) real-time detector information is processed (226) and used for further adjustment of signal timing parameters (228). Inputs for the linear programming solution (114) include incoming and saturation flow rates (110) and data from a movement-phase matrix M (126) which defines the relationship between movements and phases. Matrix M is generated using data from a green-green conflict matrix G (128) which identifies conflicting traffic movement. Linear program constraints for less preferred movements (118) are made equalities to reduce the number of multiple solutions. Linear programming is used to obtain maximum, optimum, and minimum cycle lengths and green times. Provision is made for adjustment of linear program solutions if the solution is not acceptable (178, 192 and 206). If the linear program has no solution (172, 188 and 202) maximum, optimum and minimum cycle lengths and green times from time-of-day tables are used.

Claims

1. A signal indication switching method for use in controlling traffic signal indicators for control of traffic movements at an intersection, which method includes linear programming solutions for maximum, optimum and minimum cycle lengths and maximum, optimum and minimum phase times, said method comprising;

generating a movement-phase matrix, M, having data elements for defining the relationship between movements and phases where M_ij =1 indicates that movement i is included in phase j, and M_ij =0 indicates that movement i is not included in phase j, wherein each of said movements identifies a green display of said traffic signal indicators for a single traffic movement at said intersection and each of said phases identifies a green display of said traffic signal indicators given to a combination of traffic movements at said intersection,

constructing linear constraints using data elements from the movement-phase matrix, M, incoming and saturation flow rates, and lost time constants for each movement to be implemented during the next cycle of traffic movements,

computing said maximum, optimum and minimum cycle lengths and maximum, optimum and minimum phase times using the said linear constraints in linear programming solutions thereof,

using said computed maximum, optimum and minimum phase times for determining maximum, optimum and minimum movement green times for movements to be implemented, and

using the maximum, optimum and minimum green times and said maximum, optimum and minimum cycle lengths, to obtain signal timing parameters for control of said signal indicators at the intersection.

2. A method as defined in claim 1 including identifying movements to be implemented in the next cycle of traffic movements using inputs from traffic detectors and recall switch status information in said step of constructing linear constraints.

3. A method as defined in claim 2 including using pedestrian pushbutton data in said step of constructing linear constraints to identify said movements to be implemented.

4. A method as defined in claim 1 including identifying less preferred traffic movements, and

making equalities of said linear constraints for said less preferred traffic movements for reducing the probability of obtaining more than one of said linear programming solutions.

5. A method as defined in claim 1 including,

sequentially obtaining said linear programming solutions for said maximum, optimum and minimum signal phase times and cycle lengths.

6. A method as defined in claim 5 wherein,

if the linear programming solution for said maximum cycle length is determined to be too short, then

adjusting the maximum cycle length and green times to acceptable minimum values of said maximum cycle length and green times,

adjusting the optimum cycle length and green times to acceptable minimum values of said optimum cycle length and green times,

adjusting the minimum cycle length and green times to acceptable minimum values of said minimum cycle length and green times, and

using the adjusted minimum values for obtaining said signal timing parameters.

7. A method as defined in claim 5 wherein, if the linear programming solution for said maximum cycle length is determined to be too long, then

adjusting the maximum cycle length and green times to acceptable maximum values, and

using the adjusted maximum cycle length and green time values together with said linear program solutions for said optimum and minumum phase times and cycle lengths for obtaining said signal timing parameters.

8. A method as defined in claim 7 wherein,

if the linear program solution for said optimum cycle length is determined to be too short, then

adjusting the optimum cycle length and green times to acceptable minimum values of said optimum cycle length and green times,

adjusting the minimum cycle length and green times to acceptable minimum values of said minimum cycle length and green times, and

using the adjusted maximum, optimum and minimum cycle lengths and green times for obtaining said signal timing parameters.

9. A method as defined in claim 7 wherein,

if the linear program solution for said optimum cycle length is determined to be too long, then

adjusting the optimum cycle length and green times to acceptable maximum values, and

using said adjusted maximum and optimum cycle lengths and green times together with said linear programming solutions for said minimum phase times and cycle length for obtaining said signal timing parameters.

10. A method as defined in claim 5 wherein,

if the linear program solution for said optimum cycle length is determined to be too long, then

adjusting the optimum cycle length and green times to acceptable maximum values, and

using said adjusted optimum cycle length and green times together with said linear programming solutions for said maximum and minimum cycle lengths and phase times for obtaining said signal timing parameters.

11. A method as defined in claim 10 wherein,

if the linear programming solution for said minimum cycle length is determined to be too short, then

adjusting the minimum cycle length and green times to acceptable minimum values, and

using said linear programming solutions for said maximum cycle length and phase times, together with said adjusted optimum and minimum cycle lengths and green times for obtaining said signal timing parameters.

12. A method as defined in claim 10 wherein,

if the linear program solution for said minimum cycle length is determined to be too long, then

adjusting the minimum cycle length and green times to acceptable maximum values, and

using said linear programming solutions for said maximum cycle length and phase times, together with said adjusted optimum and minimum cycle lengths and green times for obtaining said signal timing parameters.

13. A method as defined in claim 5 including,

determining if any of said linear programming solutions for said maximum, optimum and minimum cycle lengths is unacceptable for being too long,

adjusting said maximum, optimum and minimum cycle lengths and associated green times determined to be unacceptable to acceptable maximum, optimum and minimum cycle lengths and associated green times, respectively, and

using said adjusted maximum, optimum and minimum cycle lengths and associated green times for obtaining said signal timing parameters.

14. A method as defined in claim 5 wherein,

if there is no linear programming solution for said maximum cycle length, then selecting maximum green times and cycle length, optimum green times and cycle length, and minimum green times and cycle length from tables of predetermined values thereof, and

using the predetermined values for obtaining said signal timing parameters.

15. A method as defined in claim 5 wherein,

if there is no linear solution for said optimum cycle length, then employ the signal timing parameters obtained for said maximum cycle length and green times for said optimum and minimum cycle lengths and green times.

16. A method as defined in claim 1 wherein the maximum signal phase time for phase j, t_max,j, is defined by finding t_max,1, t_max,2, . . . t_max,n that minimize ##EQU18## subject to constraints ##EQU19## for i=1, . . . , m traffic movements wherein:

C_max is the maximum cycle length,

t_max,j is the maximum signal phase time for phase j,

a_ij is the movement-phase matrix data element for the ith movement and jth phase,

q_i is the incoming flow rate for the ith movement,

s_i is the saturation flow rate for the ith movement,

r is a lost time coefficient, and

L_i is lost time for movement i.

17. A method as defined in claim 16 which includes identifying less preferred traffic movements, and

making equalities of said constraints for said less preferred traffic movements to reduce the probability of obtaining more than one linear programming solution for said C_max.

18. A method as defined in claim 16 wherein the optimum signal phase time for phase j, t_opt,j, is defined by finding t_opt,1, t_opt,2, . . . , t_opt,n that minimize ##EQU20## subject to constraints ##EQU21## for i=1, . . . , m traffic movements wherein c_opt is the optimum cycle length, and

t_opt,j is the optimum signal phase time for phase j.

19. A method as defined in claim 18 which includes identifying less preferred traffic movements, and

making equalities of said constraints for said less preferred traffic movements to reduce the probability of obtaining more than one linear programming solution for said C_opt.

20. A method as defined in claim 18 wherein the minimum signal phase time for phase j, t_min,n that minimize ##EQU22## subject to constraints ##EQU23## for i=1, . . . , m traffic movements wherein C_min is the minimum cycle length, and

t_min,j is the minimum signal phase time for phase j.

21. A method as defined in claim 20 which includes identifying less preferred traffic movements, and

making equalities of said constraints for said less preferred traffic movements to reduce the probability of obtaining more than one linear programming solution for said C_min.

22. A method as defined in claim 16 wherein said lost time coefficient, r, is defined as

23. A method as defined in claim 1 wherein the step of obtaining signal timing parameters includes,

adjusting the maximum, optimum and minimum green times and maximum, optimum and minimum cycle lengths for coordinating control of traffic at the intersection with traffic at other intersections within a group of intersections.

24. A method as defined in claim 1 which includes adjusting said saturation flow rates by a weather coefficient for reducing said saturation flow rates during inclement weather condition.

25. A method as defined in claim 1 wherein the step of generating a movement-phase matrix, M, includes using data elements from a green-green conflict matrix, G, which indicate conflicting pairs of traffic movements.

26. A method as defined in claim 1 wherein the step of obtaining signal timing parameters for control of signal indicators includes adjusting said optimum green times and said optimum cycle length within limits of said maximum and minimum green times and maximum and minimum cycle lengths to accommodate a common cycle length and to catch up with a planned offset.

27. A method as defined in claim 26 which further includes adjusting said signal timing parameters within said limits in response to real-time detector information.

28. A signal indication switching method for use in controlling traffic signal indicators for control of traffic movement at an intersection, which method includes the following machine-implemented, non-metal, steps,

defining the signal status for each movement by a signal status vector, A_t, which indicates the remaining green plus intergreen times for green movements,

when one or more remaining green plus intergreen times becomes less than a predetermined value, δ

_t, creating a zero-one lose vector, S₁, in which a data element of 1 indicates that the movement will lose green,

creating a zero-one gain vector, S_g, in which a data element of 1 indicates the movement to gain green,

creating a zero-one remain vector, S_r, in which a data element of 1 identifies the movement(s) that will keep the green,

determining whether or not the movement identified by the gain vector, S_g, should be skipped,

if the movement identified by the gain vector, S_g, should not be skipped, then determining whether or not the new movement identified by the gain vector, S_g, will conflict with the remaining green movement(s),

if the movement identified by the gain vector, S_g, does not conflict with said remaining green movement(s), then defining new green times for use in the new movement, and

employing said new green times in controlling said traffic signal indicators.

29. A method as defined in claim 28 including, checking for traffic arrivals at said intersection during the intergreen period and reexamining the skipping decision to determine whether or not a movement planned to be skipped will not be skipped.

30. A method as defined in claim 28 wherein the step of creating said gain vector, S_g, includes taking the outer product of the lose vector, S₁, and a transition matrix, P, said transition matrix identifies transitions between movements.

31. A method as defined in claim 28 including determining whether or not the movement identified by said gain vector, S_g, conflicts with remaining green movements identified by the remaining vector, S_r, by checking said remaining green movements and said movement identified by said gain vector against data elements of a green-green conflict matrix which indicates conflicting pairs of movements.

32. A method as defined in claim 28 wherein the step of determining whether or not the movement identified by the gain vector, S_g, should be skipped includes determining whether or not a recall switch for the movement identified by the gain vector S_g, is set or not set.

33. A method as defined in claim 28 including, in response to real-time data from traffic detector means responsive to traffic receiving a green signal from said traffic signal indicators, extending green time by adding to remaining green time of the signal status vector, A_t.

34. A signal control method for use in a traffic control system which includes a plurality of local controllers for control of traffic signal indicators at a plurality of intersections along an artery within an area and, including a local master controller operatively connected to each of said local controllers, said method comprising

at the local controllers, defining local signal timing parameters including maximum, optimum and minimum cycle lengths and maximum, optimum and minimum green times for each movement to be implemented at the associated intersection,

computing at the local master controller a common cycle length using said optimum cycle lengths from said local controllers,

computing at the local master controller planned offset times for each of the local controllers,

at the local controllers, adjusting said local optimum green times and optimum cycle length within limits of said local maximum and minimum green times and maximum and minimum cycle lengths using the common cycle length and the planned offset times to coordinate operation of said traffic signal indicators at said plurality of intersections.

35. A signal control method as defined in claim 34 including further adjusting said local signal timing parameters within said limits in response to real-time detector information.

36. A signal control method as defined in claim 34 wherein the step of defining local signal timing parameters includes selecting said parameters from a time-of-day table.

37. A signal control method as defined in claim 34 wherein the step of defining local signal timing parameters includes computing said local signal timing parameters every traffic control cycle.

38. A signal control method as defined in claim 37 wherein said local signal timing parameters are computed using linear programming methods.