Procedure and system for traffic control at a level crossing

Abstract

The invention relates to a method for traffic control at a level intersection where traffic routes cross and the blocking and passage phases of the traffic routes are controlled by controlling a signal system by means of a controller, wherein at least one inbound traffic route leads to the intersection and is directed onto at least one outbound traffic route leading away from the intersection, wherein the method in a first traffic control mode of the controller comprises the following steps: - Detecting a flow capacity in the outflow traffic path starting from the traffic junction using at least one sensor of a sensor system, wherein the flow capacity defines a number of traffic participants that can be accommodated by the outflow traffic path without causing congestion at the traffic junction, and - Controlling the traffic signal system by means of a control system such that a passage phase is set for the inbound traffic route depending on the outflow capacity.

Description

[0001] The invention relates to a method for traffic control at a level intersection where traffic routes cross and the blocking and passage phases of the traffic routes are controlled by controlling a signal system, wherein at least one inbound traffic route leads to the intersection and is directed onto at least one outbound traffic route leading away from the intersection.

[0002] The invention also relates to a traffic control system at a level intersection with a signaling system for regulating blocking and passage phases, a control system for controlling the signaling system and a sensor system with at least one sensor.

[0003] A level crossing is a location where several traffic routes of the same type intersect. Such a crossing, particularly in road traffic, has at least three traffic routes, of which at least two are designed to form an inflow to the crossing. At least one of the traffic routes is designed to form an outflow away from the crossing. If the traffic routes are not all one-way, such a crossing is generally designed so that all traffic routes form both an inflow and an outflow. In other words, such a traffic route forms both an inflow and an outflow.

[0004] At such a traffic junction, a corresponding regulation is therefore necessary to determine how vehicles approaching the junction should behave in order to avoid collisions between vehicles crossing within the junction. Such a regulation in road traffic could, for example, be a roundabout or a rule of thumb like "right before left" in traffic-calmed zones. In these situations, road users know how they must behave to avoid a collision with other crossing vehicles.

[0005] At busier intersections, however, different control systems are needed not only to prevent collisions and accidents, but also to ensure a smooth and efficient flow of vehicles through the intersection. Special signaling systems, such as traffic lights or traffic signals, are used for this purpose.

[0006] Every roadway that forms an approach to a traffic junction has a signal at the junction. This signal, which is part of the traffic signal system, regulates the blocking and passage phases of the corresponding roadway through the junction by displaying a signal, such as a light signal or a sign. A commonly used traffic signal system is a traffic light system, where both the blocking and passage phases are indicated by a single light signal. If a passage phase is displayed for an approaching roadway, a blocking phase is generally displayed for an intersecting approaching roadway (with the exception of left-turning traffic from a roadway on the opposite side of the junction).

[0007] The simplest form of control for such a signaling system is a time-controlled system. Each approaching traffic route is granted a passage phase for a certain period, while the other approaching traffic routes that cross the flow direction of the approaching traffic route with a passage phase are granted a blocking phase for this period.

[0008] The disadvantage here is that such a time-controlled traffic signal system does not take into account possible, unforeseen traffic jams, meaning the intersection can no longer fulfill its actual function of ensuring efficient traffic flow. Other road users, such as cyclists or pedestrians, are often affected as a result.

[0009] To achieve more demand-oriented control, a traffic-dependent, rule-based traffic control system (vRS) is used at busy intersections. This system uses data from detectors, such as induction loops embedded in the roadway, to dynamically control the closure and passage phases of individual traffic lanes.

[0010] Fig. Figure 1 shows various positions and functions of induction loops as detectors, as used for traffic-dependent, rule-based traffic control (vRS). At a traffic junction 10, there are a total of four traffic lanes 12, 14, 16, 18, of which the first traffic lane 12 is designed as an approach lane to the traffic junction 10, while the third traffic lane 16 is designed as an outflow lane away from the traffic junction 10. The traffic junction has a traffic signal system, with a signal transmitter S2 located at the end of the first traffic lane 12 in the area of ​​the traffic junction 10, which in the exemplary embodiment of the Fig. 1 the traffic light signal shows “red” and thus a closure phase for road users on the access road 12 is initiated.

[0011] The induction loop DA acts as a request detector located near the stop line of the traffic signal system or signal head. The traffic control system (vRS) can use this detector to determine whether a vehicle is positioned at the detector's location. This information allows a specific phase to be requested. For example, if a vehicle is detected at detector DA, a green phase can be set for approach traffic route 12 by setting signal head S2 to "green".

[0012] The induction loop DZ acts as a time gap detector, used to measure time gaps between vehicles. This time gap can be used by the vRS (vehicle signaling system) to decide whether a phase should be extended or aborted. If a pass phase is set for the approach traffic route 12, i.e., signal S2 is green, measuring time gaps allows the system to determine whether the pass phase should be maintained by displaying green or whether it should be switched to a block phase by signaling red at signal S2.

[0013] The induction loop DA1 is a backflow detector located in the approach to the inflow traffic route. It lies outside the usual or assumed backflow length and is therefore intended to detect only very extreme and prolonged backups. If a backup is detected, a longer green light signal is displayed (in the example for S2) to allow the backup to dissipate up to the detector.

[0014] The DA2 induction loop acts as a congestion detector at the beginning of the outflow traffic path. It is typically installed at closely spaced intersections. If a congestion is detected, the inflow into the congested area (in this example, the outflow path) is throttled by shortening the corresponding release times at the preceding intersection. In this example, the release time for S2 would be shortened if the outflow is blocked.

[0015] If, for example, the fourth traffic route 18 is also an inflow route that leads to the outflow route 16, then the two traffic routes 12 and 18, as inflows, compete with traffic route 16, the outflow route. If a backup occurs in outflow 16, the vehicles in the inflow routes 12 and 18 would have to wait at their respective stop lines until outflow 16 can accommodate vehicles during a passage phase. This corresponds to the current regulation of the road traffic code, according to which vehicles may only enter an intersection if this intersection can be cleared within the passage phase.

[0016] However, if this only occurs when a passage phase for one of the traffic routes is activated, the freed-up area in the outflow 16 would be occupied by vehicles from that route each time, leaving no free capacity during a passage phase for the other traffic route. To allow traffic to still flow out of the inflow, vehicles typically behave unlawfully and enter the intersection, even though exiting the intersection during the passage phase is clearly impossible. The intersection is then blocked for other traffic routes, for example, traffic route 14 by vehicles from traffic route 12, resulting in a backup in traffic route 14 even though the outflow assigned to traffic route 14 is not blocked. This problem cannot be solved with the DA2 induction loop.

[0017] It is therefore an object of the present invention to provide an improved method and system for traffic control at at-grade intersections, with which the problem of blockage of the intersection due to a backup in the flow caused by irregular behavior of road users can be avoided.

[0018] The problem is solved according to the invention by the method of claim 1 for traffic control at a level intersection. Advantageous embodiments of the invention are then found in the corresponding dependent claims.

[0019] According to claim 1, a method for traffic control at a level crossing is proposed, where traffic routes intersect and the blocking and passage phases of the traffic routes are controlled by a signaling system via a controller, wherein at least one approach traffic route leads to the intersection and is directed onto at least one exit traffic route leading away from the intersection. In a first traffic control mode of the controller, the method according to the invention comprises the following steps: - Detecting a flow capacity in the outflow traffic path starting from the traffic junction using at least one sensor of a sensor system, wherein the flow capacity defines a number of traffic participants that can be accommodated by the outflow traffic path without causing congestion at the traffic junction, and - Controlling the traffic signal system by means of a control system such that a passage phase is set for the inbound traffic route depending on the outflow capacity.

[0020] Accordingly, at least one sensor of a sensor system detects a flow capacity in the outflow traffic path, where the flow capacity defines the number of road users that can be accommodated by the outflow traffic path without causing a backup at the traffic junction. This flow capacity is defined starting from the traffic junction in the direction of flow, preferably up to the end of any backup that has formed on the outflow traffic path.

[0021] The traffic control system is then activated by the controller in such a way that a passage phase is set for the approaching traffic route depending on the current flow capacity. Preferably, the flow capacity is always determined shortly before the passage phase for the approaching traffic route is set, in order to always obtain a current value for the flow capacity.

[0022] The duration for which the passage phase for the approaching traffic route is set can be calculated in advance based on the outflow capacity. The signaling system, more precisely the signal transmitter for the approaching traffic route, is then controlled so that a passage phase is set for the previously calculated duration. This is always advantageous when the signaling system does not have any additional detectors for identifying vehicles.

[0023] It is also conceivable that, after the passage phase for the approach road is activated, the number of road users crossing the stop line at the approach road is counted. This number of road users is then compared with the previously detected flow capacity, and the passage phase is terminated in a timely manner by activating a blocking phase. This ensures that only the number of road users who can be accommodated in the approach road based on its available flow capacity cross the stop line – more precisely, those who can be accommodated within the flow capacity defined by the gap, without causing or assuming a traffic jam at the intersection without unlawful conduct.

[0024] This means that the duration, or more precisely, the passage phase duration, for the passage phase of the approaching traffic route is no longer statically predetermined or dependent on sensors within the approaching traffic route, but is dynamically determined individually based on the flow capacity of the required traffic route. This passage phase duration can be dynamically determined before each passage phase based on the flow capacity, or it can be determined by counting the road users crossing the stop line during the passage phase. In the latter case, no predefined passage phase duration is determined; instead, the passage phase ends once the flow capacity of the road users crossing the stop line is reached, by controlling the signal system in such a way that a blocking phase for the required traffic route is initiated.

[0025] It may be possible to incorporate a tolerance to accommodate large vehicles, such as trucks up to 7.5 tons or more. Alternatively, a sensor system, such as an optical sensor or a sensor system for determining axle dimensions, could be used to detect the size of the vehicles and factor this into the calculation of the required flow capacity. In other words, the activation of the signaling system would also depend on the estimated size of the vehicles in conjunction with the detected flow capacity.

[0026] According to one embodiment, at least two approach traffic routes lead to the traffic junction, which are directed onto the common outflow traffic route leading away from the traffic junction, wherein the traffic control signal system is controlled by means of the controller in such a way that a first passage phase is set for the first approach traffic route depending on the outflow capacity, while the second approach traffic route receives a blocking phase, and that a second passage phase is set for the second approach traffic route depending on the outflow capacity, while the first approach traffic route receives a blocking phase.

[0027] In this embodiment, at least two traffic routes are designed as inflow routes such that they are directed onto a common outflow route leading away from the traffic junction. This means that the traffic participants on these two inflow routes compete for a common outflow route and its capacity, which the two inflow routes must share.

[0028] In this embodiment, both the passage phase of the first inflow traffic route and the passage phase of the second inflow traffic route are adjusted depending on the outflow capacity, so that the duration of the passage phase of both traffic routes varies depending on the outflow capacity and is individually adjusted depending on the outflow capacity.

[0029] Here too, it is conceivable that the number of road users crossing the stop line of the respective approach road is counted in order to regulate the throughput phase with regard to the flow capacity, depending on the number of road users crossing the stop line.

[0030] According to one embodiment, it is provided that the first transmission phase and the second transmission phase are adjusted depending on a transmission phase distribution.

[0031] This means, for example, that the same number of road users may exit from both inbound traffic routes towards the outbound traffic route, with the total number of road users depending on the outflow capacity of the outbound traffic route. The total number of road users that can be accommodated by the outflow capacity is therefore divided between the two inbound traffic routes, with this example resulting in a 50:50 distribution.

[0032] However, other traffic phase distributions are also conceivable, deviating from such a 50:50 distribution. Such an equal distribution can be disregarded if, for example, one of the approach routes is significantly more heavily trafficked than the other.

[0033] According to one embodiment, the transmission phase distribution is varied.

[0034] Varying the traffic flow phase distribution can, for example, be time-controlled to set a different distribution during peak hours than during off-peak or normal hours. It is also conceivable that a traffic flow phase distribution could be calculated based on a dynamically determined traffic volume.

[0035] According to one embodiment, it is therefore provided that a backflow characteristic value is determined for each inflow traffic route by means of at least one sensor of the sensor system, whereby the throughput phase distribution is set depending on the backflow characteristics of the inflow traffic routes.

[0036] Therefore, the longer the backflow in one of the inflow traffic routes, which can be determined, for example, by the backflow parameter, the more the throughput phase distribution is shifted towards this traffic route, so that this inflow traffic route receives a larger part of the discharge capacity in the outflow traffic route.

[0037] According to one embodiment, it is provided that when the outflow capacity in the outflow traffic route is zero, which no longer allows the intake of further road users without promoting a backup at the traffic junction, the signaling system is controlled by the control system in such a way that the inflow traffic routes leading to the outflow traffic route receive a blocking phase until a positive outflow capacity is detected in the outflow traffic route.

[0038] In this embodiment, the system waits until sufficient flow capacity becomes available in the outflow traffic lane to accommodate additional road users. This prevents the intersection from being blocked by vehicles that have not yet completed their passage.

[0039] According to one embodiment, the control system calculates, based on the detected flow capacity, the maximum number of road users that can flow into the outflow traffic path without causing a backup at the traffic junction, and then sets at least one throughput phase depending on the calculated number of road users.

[0040] In this embodiment, the flow capacity is directly or indirectly converted to a number of road users, whereby, for example, the number of road users crossing the stop line can be determined during the individual passage phases and the passage phases can then be adjusted accordingly.

[0041] According to one embodiment, the control system switches from a second traffic control mode to the first traffic control mode when a backup in the outflow traffic path towards the traffic junction is detected by means of a sensor of the sensor system.

[0042] In this embodiment, the system is configured to operate normally in the second traffic control mode, which will always be the case when no congestion is expected at the intersection. This second traffic control mode could, for example, be a variable-rate system (vRS). Only when a first backup is detected in the monitored drainage channel will the system switch to the first traffic control mode and operate in this mode, thus taking into account the drainage capacity of the drainage channel.

[0043] The task is also solved with the traffic control system at a level intersection with a signaling system for regulating blocking and passage phases, a control system for controlling the signaling system and a sensor system with at least one sensor, wherein the system is set up to carry out the procedure described above.

[0044] The invention is explained by way of example with reference to the attached figures. They show: Fig. 1. Schematic representation of an intersection and the associated sensor / control system according to the state of the art; Fig. 2. Schematic representation of a traffic congestion problem according to the state of the art; Fig. 3 Schematic representation of the method according to the invention; Fig. 4 Detection using induction loops; Fig. 5. Detection using optical sensors.

[0045] In the Fig. Sections 2a to 2d show in detail the problem of backflow with a competing drain A. Fig. In sections 2a to 2d, the same four-armed signaled junction is shown at four different times T1 to T4.

[0046] The intersection's signaling system has a variable response system (vRS). Time steps T1-T4 exemplify the typical behavior of a vRS and road users when traffic flow is blocked in a drainage lane and no further flow is possible.

[0047] The green phase of signal S2 is determined based on the measured time gap criterion ZL of detector DZ1 (ZL < 3s = green is extended, ZL > 3s = green is aborted). The green phase duration of signal S3 is determined based on the measured time gap criterion ZL of detector DZ2 (ZL < 3s = green is extended, ZL > 3s = green is aborted). Vehicles on the approach N route may only pass the marker point straight ahead. Vehicles on the approach B route may also only pass the marker point straight ahead (from approach B to outflow A). Vehicles on the approach C route may only pass the marker point by turning right (from approach C to outflow A).

[0048] In T1 ( Fig. 2a) The route outflow A is at maximum capacity with four vehicles (A1, A2, A3, A4) and is backed up to the traffic junction (hatched area in the middle). From T1 to T2 ( Fig. 2a) Vehicle A1 can move away, allowing all other vehicles A2 to A4 to move up. This creates a "free area" F for another vehicle.

[0049] In T3 ( Fig. 2c) The vehicles approaching from lane B receive a green light. Vehicle B1 can use the available space F on the outbound lane A. Normally, vehicles B2 and B3 would have to stop before the stop line in lane B and signal S2, even though they are receiving a green light. However, the rule according to Section 11 Paragraph 1 of the German Road Traffic Regulations (StVO) applies here: one may only enter the intersection area if one can also exit it again.

[0050] Since inlets B and C flow into the same outlet C, they compete for the available capacity of outlet A. Assume that vehicles B2 and B3 behave according to the rules and do not enter the intersection, remaining at the stop line and S2 when the light is green, because outlet A is at maximum capacity. During the subsequent closure phase, when inlet B receives a red signal, a new available space opens up on outlet A. However, this available space would be used by vehicles from inlet C, as vehicles from inlet C receive a green signal in the meantime (while S2 shows red). Furthermore, assuming this sequence repeats itself in the same cycle, vehicles B2 and B3 would remain permanently at the stop line and would again be unable to proceed when the light is green on the next cycle.

[0051] To avoid this, vehicles B2 and B3 move illegally into the interior of the intersection, even though they cannot leave the intersection.

[0052] In T4 ( Fig. 2d) S2 has changed to red, and B3 and B2 are still inside the intersection. In T4, it can be seen that B4 is on the time gap detector DZ1. This means the time gap of DZ1 is ZL < 3s. Although no vehicle can pass the intersection at this moment, the green light for S2 is extended to the maximum clearance.

[0053] Vehicle C1 enters the junction from inflow C to allow it to move up the queue once vehicles from outflow A are flowing. This places another vehicle inside the junction.

[0054] According to traffic regulations, vehicle C1 should stop at S3 when the light is green, as it cannot leave the intersection. However, if vehicle C1 does this, it will encounter the same problem again on the next cycle. Therefore, it illegally enters the center of the intersection to try to get past vehicles coming from approach B. Because vehicles B2 and B3 are already inside the intersection, they block the passage for all vehicles approaching from approach N. This causes the congestion / traffic jam from exit A, approach B, and approach C to spread to uninvolved traffic on approach N. This creates a negative chain reaction that can also affect surrounding intersections.

[0055] In T4, there are stationary / backed-up vehicles in the center of the intersection. These vehicles are positioned on signalized crossings for cyclists and pedestrians. The vehicles obstruct the view of other road users. All road users stopped in the center of the intersection can no longer see the current signal status. This creates dangerous situations for cyclists, pedestrians, and other motorized traffic.

[0056] In the Fig. 3a to 3f, whose traffic scenario is similar to that of the Fig. In Figure 2, the same four-arm signalized traffic junction is represented in six different time steps T1 to T6. The traffic junction's signaling system is operated according to the method of the present invention – either continuously or only as needed.

[0057] The traffic junction has additional information obtained through detection, which allows it to determine how many vehicles are on outflow A and thus backed up. This enables it to determine how many additional vehicles could fit on outflow A. At signals S2 and S3 and their stop lines, the system can detect and count when a vehicle passes the stop line.

[0058] For example, if there are no traffic jams or completely blocked flows at the traffic junction, a conventional vRS with a time gap criterion is used to distribute the release times at the traffic junction according to demand.

[0059] Additional detection can reveal that in T1 ( Fig. 3a) Drainage channel A is completely blocked and flooded with vehicles A1 to A4. Once this is detected, the first traffic control mode is activated and the signaling system is operated according to the method of the present invention.

[0060] The basic idea is that the control system does not rely solely on inflow data, as is the case with a conventional vRS, but also, and primarily, uses outflow data to make control decisions. Furthermore, this control principle deviates from the standard procedures predefined for vRS.

[0061] At T1, it is detected that drain A is partially / completely blocked by vehicles and flooded. From T1 to T2 ( Fig. 3b) Vehicles A1 and A2 flow away from the outflow A, and vehicles A3 and A4 move upstream. This creates a free area F (flow capacity) in the outflow A, large enough for two vehicles.

[0062] Using a sensor (not shown) from a sensor system, this free area F is detected, and the maximum number of vehicles to be accommodated is calculated as the discharge capacity. This free area F can then be distributed among the inflow and B and C.

[0063] Here it is possible to define the percentage distribution of the free area as a parameter or to distribute it dynamically based on measured traffic data.

[0064] It is assumed that the free area F will be distributed equally between the two inflows B and C: Inflow B = 50% (one vehicle); Inflow B = 50% (one vehicle).

[0065] In T3 ( Fig. 3c) Inflow B receives a release or passage phase via signal S2. Signal S2 and the stop line detect that a vehicle, in this case vehicle B1, has crossed the stop line. Since each inflow (B, C) has been assigned a vehicle, signal S2 is set to red and a blocking phase is initiated after vehicle B1 has passed.

[0066] By displaying red on S2 after B1, it is ensured that only vehicles that can also leave again promptly enter the intersection area, which is in time step T4 ( Fig. Figure 3d) shows that vehicle B1, which originated from inlet B, has moved into the congestion and onto the open area. Since only one vehicle entered from inlet B, there remains a residual capacity of one vehicle in outlet A.

[0067] In T5 ( Fig. 3e) Inflows C and N receive a green signal, so both traffic routes have a passage phase. At signal S3 and the stop line, the passage of a vehicle, in this case C1, is detected after it has crossed the stop line. Since each inflow (B, C) has been assigned a vehicle, signal S3 turns red after vehicle C1 passes, and a blocking phase is initiated.

[0068] Since the inflow N is not directed towards the outflow A, but only in a straight line, a passage phase can still be set for the inflow N, even if the inflow C already has a blockage phase again.

[0069] By turning red on the S3 after C1, it is ensured that only vehicles that can also leave again promptly enter the intersection area.

[0070] In T6 ( Fig. 3f) shows that outflow A is at maximum capacity with vehicles. One vehicle each from inflows B and C was able to pass through the intersection (B1 and C1). Vehicles coming from inflow N can continue their journey through the intersection without obstruction when the light is green.

[0071] This process can be repeated until the risk of congestion is resolved and a normal, time-gap-controlled process can resume.

[0072] Should the outflow A be temporarily completely or partially blocked, the inflows B and C will be set to red for a limited time, deviating from the standard procedure of a vRS, while at the same time everything can be set to green for all pedestrians (and, for example, alternating green for non-crossing cyclists) until a vehicle can enter outflow A again.

[0073] This makes it possible to increase road safety and to ensure fair traffic flow for all road users, even in traffic jams, which "rewards" compliant behavior by road users and does not encourage unlawful behavior.

[0074] Fig. Figure 4 shows the implementation using induction loops. Here, the two detectors D1 in the outflow A are used by a congestion estimator. The congestion estimator can determine how much available space for vehicles is still available in the outflow A.

[0075] The induction loops DZ1 and DZ2 are used to count the number of vehicles that have passed the respective stop line. This count allows the flow of vehicles onto outflow A to be monitored and regulated.

[0076] Fig. Figure 5 shows an implementation using optical sensors K1 to K3. Optical sensor K1 can determine how much available space for vehicles remains on the outflow A. Optical sensors K2 and K3 are used to count the number of vehicles that have crossed the respective stop line. This count allows the flow of vehicles onto the outflow A to be monitored and controlled.

Claims

[1] Method for traffic control at a level intersection where traffic routes cross and the blocking and passage phases of the traffic routes are controlled by controlling a signal system by means of a controller, wherein at least one approach traffic route leads to the intersection and is directed onto at least one outflow traffic route leading away from the intersection, wherein the method in a first traffic control mode of the controller comprises the following steps: - Detecting a flow capacity in the outflow traffic path starting from the traffic junction using at least one sensor of a sensor system, wherein the flow capacity defines a number of traffic participants that can be accommodated by the outflow traffic path without causing congestion at the traffic junction, and - Controlling the traffic signal system by means of a control system such that a passage phase is set for the inbound traffic route depending on the outflow capacity. [2] Method according to claim 1, characterized by , that at least two approach traffic routes lead to the traffic junction, which are directed onto the common outflow traffic route leading away from the traffic junction, wherein the signaling system for traffic control is controlled by means of the control system in such a way that a first passage phase is set for the first approach traffic route depending on the outflow capacity, while the second approach traffic route receives a blocking phase, and that a second passage phase is set for the second approach traffic route depending on the outflow capacity, while the first approach traffic route receives a blocking phase. [3] Method according to claim 2, characterized by, that the first transmission phase and the second transmission phase are set depending on a transmission phase distribution. [4] Method according to claim 3, characterized by , that the transmission phase distribution varies. [5] Method according to claim 4, characterized by , that for each inflow traffic route a backflow characteristic value is determined by means of at least one sensor of the sensor system, whereby the throughput phase distribution is set depending on the backflow characteristics of the inflow traffic routes. [6] Method according to any one of the preceding claims, characterized by, that if the outflow capacity in the outflow traffic route is zero, which does not allow the intake of any further road users without causing a backup at the traffic junction, the signaling system is controlled by the control system in such a way that the inflow traffic routes leading to the outflow traffic route receive a blocking phase until a positive outflow capacity is detected in the outflow traffic route. [7] Method according to any one of the preceding claims, characterized by , that by means of the control system, depending on the detected flow capacity, a number of road users is calculated that can flow into the outflow traffic route at most without causing a backup at the traffic junction, whereby depending on the calculated number of road users, at least one passage phase is then set. [8] Method according to any one of the preceding claims, characterized by, that the control system switches from a second traffic control mode to the first traffic control mode when a backup in the outflow traffic route towards the traffic junction is detected by a sensor of the sensor system. [9] Traffic control system at a level intersection comprising a signaling system for controlling blocking and passage phases, a control system for controlling the signaling system and a sensor system with at least one sensor, wherein the system is configured to carry out the method according to one of the preceding claims.

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