Methods for reducing local environmental pollution caused by vehicle emissions

Abstract

The invention relates to a method for reducing the local environmental pollution caused by vehicle emissions in urban areas (10). The method according to the invention is characterized in that a traffic control system (3) controls traffic-guiding infrastructure (4) depending on the vehicle-specific emission values ​​such that vehicles (1) traveling out of the city are given preferential treatment with regard to traffic flow the higher their vehicle-specific emission value.

Description

[0001] The invention relates to methods for reducing the local environmental pollution caused by vehicle emissions in urban areas.

[0002] German Patent DE 20 2020 103 543 U1 describes a priority system for traffic control. Vehicles with higher emissions are given preferential treatment in traffic in order to reduce local emissions.

[0003] German patent DE 10 2005 047 333 A1 discloses a method for route planning and a navigation device for this purpose. This method uses emission criteria (i.e., emissions released or emitted by the vehicle) and / or immission criteria (i.e., pollutant levels, noise pollution, or similar factors present in the area of ​​the planned route). Thus, the vehicle's impact on the environment is factored into the route calculation, resulting in a route plan that is particularly advantageous from an environmental perspective.

[0004] German patent DE 102017 002 107 A1 describes a special operating mode for a vehicle, which is selected depending on local emission levels. If there is a particularly high level of pollution in a certain area, the vehicle is used in this special operating mode to prevent further increases in pollution. The disadvantage is that this special operating mode can potentially lead to significant restrictions in driving behavior.

[0005] From DE 10 2008 025 707 A1 it is known to determine traffic guidance information for a vehicle from several position and time data.

[0006] DE 10 2022 113 738 A1 describes a method for monitoring a road area of ​​an infrastructure. The focus here is on monitoring the road area for hazards.

[0007] For further information on the state of the art, reference can also be made to DE 10 2017 220 033 A1, which describes a method for vehicle navigation. In this method, environmental characteristics of the vehicle, such as the vehicle's emission value, are incorporated into the route selection.

[0008] The object of the present invention is to provide a method for reducing the local environmental pollution caused by vehicle emissions in urban areas, which significantly reduces the local environmental pollution without restricting traffic.

[0009] According to the invention, this problem is solved by a method with the features in claim 1, and in particular in the characterizing part of claim 1. Advantageous embodiments and further developments of the method according to the invention are set forth in the dependent claims.

[0010] The method according to the invention essentially aims to reduce local environmental pollution caused by vehicle emissions. The term "emission" refers to the pollution emanating from the vehicle. It is therefore independent of its location within the urban area and is always found in the immediate vicinity of the vehicle itself. Pollution from emissions is generally airborne and can be caused by environmental factors such as pollutants, noise, odors, and the like. Three aspects are particularly crucial: carbon dioxide emitted by the vehicle, particulate matter emitted or generated by the vehicle, and nitrogen oxide pollution.

[0011] The method according to the invention attempts to control these emissions via a central traffic control system in such a way that the local environmental impact remains as low as possible. The term "immission" is also used for local environmental impact. Immission refers to the pollution at the point of impact. In conjunction with the definition of emissions presented above, this pollution, if it originates from vehicle emissions, would generally be airborne and is caused by the environmental pollution emitted or generated by the vehicle. The point of impact is a single location or a local area. To record local environmental impact or immission values, local measuring stations, e.g., at major intersections, can be installed.

[0012] In the method according to the invention, the central traffic control system is used to control traffic-guiding infrastructure, which includes at least traffic lights and signal systems, depending on the vehicle-specific emission values. The method according to the invention requires that these traffic-guiding infrastructure elements be controlled in such a way that vehicles traveling outbound are given preferential treatment with regard to traffic flow the higher their vehicle-specific emission value. Essentially, the aim is to guide vehicles moving outbound and causing correspondingly high emission levels out of the city as quickly as possible. For this purpose, the traffic-guiding infrastructure is controlled in such a way that these vehicles progress more quickly in the traffic flow and thus leave the urban areas more rapidly. They are therefore given, where possible, a "green wave" at the traffic light intersections they pass.This means they cause fewer of their comparatively high vehicle emissions in critical inner-city areas.

[0013] This involves determining the position and direction of travel of each vehicle based on position data and the planned route from the vehicle's navigation system and transmitting this information directly or indirectly to the traffic control system. In this particular scenario, the traffic control system can, for example, centrally plan a "green wave" along the vehicle's planned route to give the vehicle priority, provided the route planning takes it out of urban areas.

[0014] The method according to the invention further provides that the traffic control system is configured to collect several vehicles with at least partially the same route and, on the corresponding sections of their routes, to guide them as a convoy, preferably out of the urban area with respect to traffic flow. Thus, various vehicles, all of which want to leave the city on the same route or at least partially the same route, are collected by suitable traffic light systems in order to guide them as a convoy, as if on a string of pearls, preferably through the traffic, in order to get them out of the inner-city areas, which tend to be more heavily burdened with emissions, as quickly as possible.

[0015] According to a highly advantageous advanced development, each vehicle can transmit its vehicle-specific emission values ​​directly or indirectly, for example via a backend server of the vehicle manufacturer, to the traffic management system. This allows the system to categorize vehicles, for example, into vehicles with high emissions (above a predefined limit) and vehicles with low emissions (below this limit). This categorization can also be made into multiple groups, enabling a more precise classification of vehicles based on their specific emission values.

[0016] In a very simple embodiment of the method according to the invention, it can be provided that the position and direction of travel of the respective vehicle are additionally detected via the traffic management infrastructure. For example, a camera system at a traffic light can detect individual vehicles and, for instance, identify them based on a categorization of the vehicle type and / or a direct assignment based on the license plate, and assign a class-specific or vehicle-specific emission value transmitted to the traffic control system. Based on the direction of travel and any recognizable turn signals, the traffic control system can then decide at each individual traffic light whether the corresponding vehicle is traveling outbound and thus receives preferential treatment at that traffic light or not.

[0017] In addition, according to a very advantageous further development of this variant of the inventive method, it can also be provided that the position of the vehicle, in particular with regard to the lane and relative to other vehicles, is further improved via vehicle-to-vehicle (Car2Car) or vehicle-to-infrastructure communication in order to be able to recognize the lane and the desired direction of travel even better and to be able to switch the traffic control infrastructure in an optimized way.

[0018] Furthermore, in regular cycles, for each intersection with traffic-controlling infrastructure or for each group of functionally interconnected traffic-controlling infrastructure elements, it can first be determined how many vehicles with which vehicle-specific emission value are on their way to the intersection or group, then, based on the vehicle-specific emission values ​​of vehicles whose vehicle-specific emission values ​​are above a limit value, i.e., which are classified as vehicles with higher emissions, a sum value of the emissions for route sections to the respective intersection or group is determined, then the route sections to the intersection or group with the highest sum value with regard to traffic flow are switched to "free passage" first.

[0019] The routes or sections of individual intersections or groups of functionally interconnected traffic lights, or similar elements, are evaluated to determine the area with the greatest need to divert vehicles with high emission levels as quickly as possible. The area with the highest emission levels is then prioritized for traffic flow, allowing vehicles to flow through it preferentially. In the next cycle, the same section of road may be prioritized, but typically a different section at the same or a different intersection or group of functionally interconnected traffic management infrastructure elements is selected.

[0020] According to an advantageous embodiment of the invention, it can be provided that, when a convoy is formed as described above, the system switches directly from "free passage" to "stop" after such a convoy has formed. This makes it possible to separate vehicles with high emission levels more quickly and to increasingly combine smaller convoys or groups of vehicles from different directions as the distance traveled increases, in order to direct precisely those vehicles out of the urban area via the green wave for which this is particularly beneficial from an emission perspective.

[0021] In order to avoid unduly disadvantaging other road users, a further very advantageous design may also provide for switching to "stop" after a defined maximum time of the "free passage" state, in order to give sufficient consideration in traffic to vehicles with low emission values.

[0022] Another aspect of the method according to the invention can also provide that immission values ​​from the surroundings of each vehicle are recorded and transmitted to the vehicle. These values ​​are processed in the vehicle's navigation system, allowing it to adjust route planning based on the immission values ​​so that urban areas with current immission values ​​below predefined limits are preferentially traversed. These predefined values ​​can, for example, be prescribed limits. Thus, if the immission value in a particular area of ​​the city is close to or even above the limit, the vehicle's route planning can be adjusted so that it takes a detour to traverse other urban areas with lower immission values, thereby ensuring a more even distribution of pollutant levels across different urban areas.

[0023] Further advantageous embodiments of the method according to the invention also become apparent from the exemplary embodiment, which, with reference to the figures, describes an exemplary example of the method according to the invention below.

[0024] This shows: Fig. 1 a schematic representation of the architecture underlying the method according to the invention; Fig. 2 a schematic map view of an urban area with its peripheral zones, in which various vehicles are traveling; Fig. 3 a schematic sequence of a preferred variant of the method according to the invention; and Fig. 4 a representation analogous to the one in Fig. 2 with corresponding procedure after Fig. 3 vehicles sorted into columns.

[0025] In the presentation of the Fig. Figure 1 shows an overview of an architecture for carrying out the method according to the invention. On the left side, three exemplary vehicles 1.1, 1.2, and 1.n are shown, which are collectively designated by 1. These are connected, for example, to a backend server 2 of the respective vehicle manufacturer, in this example, two different backend servers 2.1, 2.2, and vehicle manufacturers. The driver or owner of the respective vehicle 1 authorizes the service described below for reducing local pollution in a Fig. 2 depicted urban area 10 typically once via the manufacturer's backend server 2 of their vehicle 1. These backend servers 2 are now connected to a traffic control system 3, for example a traffic management system, which in turn controls traffic-guiding infrastructure elements 4. These can be, for example, as in the example of the Fig. Figure 1 shows the traffic lights labelled 4.1, 4.2 and 4.n.

[0026] In the variant of the procedure described here, the person driving vehicle 1 uses active route guidance via a navigation system in vehicle 1. Through the communication link between vehicle 1 and backend servers 2, as well as between backend servers 2 and traffic control 3, the overall system has information about where vehicle 1 intends to travel and its current location. If, for example, the lane of vehicle 1 cannot be precisely determined based on the satellite navigation data, further communication links can be used, for example, between different vehicles 1 or between vehicles 1 and stationary components, to improve position tracking accordingly.

[0027] The aim of the procedure is now to reduce local pollution in urban area 10 by means of this networking and the information available in the overall system, which also includes vehicle-specific emission values, i.e., the emissions emitted by the respective vehicle 1.1, 1.2, ... 1.n. ​​This particularly concerns nitrogen oxides, carbon dioxide, and particulate matter.

[0028] The goal is to quickly sort outbound vehicles 1, which cause correspondingly high vehicle-specific emissions, through various intersections and traffic lights into a kind of string of pearls, thereby enabling subsequent traffic light phases to be switched very efficiently to guide these vehicles, which are critical in terms of emission levels, out of the urban area 10 as quickly as possible. In the representation of the Fig. Figure 2, as already mentioned, depicts the urban area 10 with a large number of vehicles 1 located within it. Vehicles with odd indices 1.1 to 1.(2n+1) are shown in black, while those with even indices 1.2 to 1.(2n) are shown in white. The white vehicles 1.2 ... are intended to cause low vehicle-specific emission values, while the black vehicles 1.1 ... are intended to cause high emission values.

[0029] In addition to the buildings drawn with angular lines, which together with the streets and intersections are meant to symbolize the inner-city area, there is 10 on the edge of the depiction of the urban area. Fig. 2 to recognize that organic forms of trees 10 or the like can be seen here, which accordingly represent the outer area of ​​the city.

[0030] The prerequisite for the procedure described here is that all vehicles 1 actively participate in the procedure. Only such vehicles 1 are discussed and depicted below. The route of each vehicle 1 is known via its navigation system, allowing it to be checked whether this route leads out of urban area 10, thus falling under the scope of the procedure, or not, in which case it is excluded. Based on the predefined route, the overall system knows according to Fig. 1. Then, a priori, the system determines when each vehicle 1 will approximately arrive at the next traffic light 4, based on the traffic light cycle times. This allows for a relatively good rough plan. However, vehicles without a navigation system and vehicles without the service activated naturally complicate or distort the planning, as the overall system is unaware of them, yet they are still on the road. Therefore, the more vehicles 1 use the service and are traveling with an active navigation device, the better the method becomes.

[0031] Furthermore, the more traffic lights 4 a vehicle 1, or the total number of vehicles 1, passes on their way out of urban area 10, the more precise and effective the planning becomes. Ideally, the vehicles 1 are grouped into convoys, for which a "green wave" can then be activated from urban area 10.

[0032] The algorithm used for this incorporates the following data: Fig. 3 for each of the vehicles 1, its active route 6 from the navigation device, its vehicle-specific emission values ​​7, and its current position and lane 8 are entered into the process. The traffic control system 3 can then use this data to determine the respective route based on the current traffic situation and the traffic light sequences. In the next step, the traffic control system 3 triggers an individual adjustment of the switching times of the individual traffic lights 4 in order to subsequently create the column of vehicles 1 shown here as an example and labeled 9.

[0033] In detail, the algorithm determines for each individual intersection how many vehicles with which emission values ​​are on the respective routes leading to the intersection. It then prioritizes those road segments with the highest total emissions, weighting vehicles leaving the city more heavily than others. Specifically, it considers only those vehicles (1.1 to 1.(2n+1) with higher emission values, i.e., vehicle-specific emission values ​​above a predefined threshold. The road segment with the highest total emissions is therefore initially set to green by its traffic lights (4), allowing vehicles (1.1 to 1.(2n+1) with high emission values ​​identified in this cycle to pass through with priority.

[0034] The system then checks whether further vehicles (1.1 to 1.(2n+1) with high emission values ​​are approaching directly, or whether another section of the route has a higher total value. Depending on the result, the first section of the route is either left green (clear) or switched from green (proceed) to red (stop) in order to first switch the other section of the route, which has the highest total emission value at that time, to green.

[0035] To ensure that other road users with low emission levels can also move about, a maximum time is defined after which a switch from red to green must take place at the latest, so that other sections of the route can also be used largely "normally".

[0036] A potentially direct switchover, after a column 9 of vehicles 1.1 to 1.(2n+1) with high emission values ​​has passed traffic light 4, can ensure that column 9 is extended as much as possible, since vehicles .1 to 1.(2n+1) with high emission values ​​entering at a subsequent intersection will almost automatically join this column 9. The longer the journey, i.e., the more intersections or traffic lights 4 are passed, the larger column 9 of vehicles .1 to 1.(2n+1) with high emission values ​​becomes.

[0037] A secondary objective, which arises almost automatically via the planned navigation routes in the navigation system in the individual vehicles 1, is that vehicles 1 with identical exit routes from the urban area 10 also join or merge into this column 9 in the best possible way.

[0038] In the presentation of the Fig. 4. This is analogous to the representation in Fig.Figure 2 shows that the vehicles .1 to 1.(2n+1) with high emission values, which are shown in black, as well as the uncolored white vehicles with low emission values, have each lined up in columns 9, whereby the outbound columns 9 of those vehicles .1 to 1.(2n+1) with high emission values ​​can be guided quickly and efficiently out of the urban area 10 via a suitable traffic light system.

[0039] A supplementary or, in particular, alternative aspect, which also requires active route guidance via a navigation system, could involve the continuous collection and transmission of emission data to the vehicles throughout the entire urban area. If, based on the planned route, it is foreseeable that driving through a particular area will contribute to an increase in an already very high emission level, then the vehicles will be guided by their navigation systems, and possibly a central server that connects them, along the shortest possible detour. The aim of this detour is to ensure that the vehicles drive through areas with significantly lower measured emission levels, thereby keeping the local emission levels as low as possible and evenly distributed across the entire urban area.

[0040] In total, the necessary detours naturally result in a higher overall traffic load. However, peak loads can be absorbed, which, depending on the concept, can be helpful in avoiding fines from the city. For the vehicle user, this can mean the advantage of receiving a credit as a reward for accepting these detours, since they are helping the city avoid or at least minimize fines for exceeding traffic limits.

Claims

[1] Method for reducing the local environmental impact of vehicle emissions in urban areas (10), wherein a traffic control system (3) controls traffic-guiding infrastructure (4) depending on the vehicle-specific emission values ​​such that vehicles (1) are treated more preferentially with regard to traffic flow the higher their vehicle-specific emission value is, characterized by, that vehicles traveling outbound (1) are given preferential treatment with regard to traffic flow, wherein the position and direction of travel of the respective vehicle (1) is recorded on the basis of the position data and the planned route from the navigation system of the vehicle (1) and is transmitted directly or indirectly to the traffic control (3), and wherein the traffic control (3) is set up to collect several vehicles (1) with at least part of the same route and to direct them as a convoy (9) preferentially out of the urban area (10) with regard to traffic flow on the matching parts of their routes. [2] Method according to claim 1, characterized by , that each vehicle (1) transmits its vehicle-specific emission value directly or indirectly to the traffic control system (3). [3] Method according to claim 1 or 2, characterized by, that the traffic control (3) at least targets traffic lights (4) as traffic-guiding infrastructure. [4] Method according to claim 1, 2 or 3, characterized by , that the position and direction of travel of the respective vehicle (1) is at least indirectly recorded via the traffic control infrastructure (4). [5] Method according to any one of claims 1 to 4, characterized by , that in addition to the position of the vehicle (1) from its navigation system, vehicle-to-vehicle communication or vehicle-to-infrastructure communication is used to optimize the detected position of the vehicle 1. [6] Method according to any one of claims 1 to 5, characterized by, that in several cycles for each intersection with traffic-controlling infrastructure (4) or for each group of functionally interconnected traffic-controlling infrastructure elements (4) it is first determined how many vehicles (1) with which vehicle-specific emission values ​​are on the way to the intersection or group, after which, based on the vehicle-specific emission values ​​of vehicles whose vehicle-specific emission values ​​are above a limit value, a collective value of the emissions on the respective route segment to the intersection or group is determined, after which the route segment with the highest sum value with regard to traffic flow is first switched to "free passage". [7] Method according to any one of claims 1 to 6, characterized by , that after a convoy (9) passes through a traffic control infrastructure (4) the system switches directly from "free passage" to "stop". [8] Method according to any one of claims 1 to 7, characterized by , that after a defined maximum time the state "free travel" is switched to the state "stop". [9] Method according to any one of claims 1 to 8, characterized by , furthermore, that emission values ​​from the surroundings of each vehicle (1) are recorded, whereby these emission values ​​are transmitted to the navigation system of the vehicle (1), which adjusts the route planning on the basis of the emission values ​​so that areas of the city whose current emission values ​​are below target values ​​are preferably driven on. [10] Method according to any one of claims 1 to 9, characterized by that at least carbon dioxide, nitrogen oxide and / or particulate matter values ​​are taken into account as emission values.

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