A connected and adaptive vehicle traffic management system with digital prioritization.

Abstract

A system for adaptively controlling a traffic control device includes a traffic signal system, a computing network, a communication system, and a mobile device. The traffic signal system is configured to communicate with the computing network through the communication system. The mobile device is also configured to communicate with the computing network through the communication system. The computing network then adaptively controls the traffic signal system using the location of the mobile device.

Description

[Technical field]

[0001] This application claims the benefit of U.S. Provisional Application Nos. 62 / 436,403, 62 / 600,460, 62 / 606,170, and 62 / 707,267, the contents of which are incorporated herein in their entireties.

[0002] The present disclosure is directed to a connected and adaptive vehicle traffic management system with digital prioritization. [Background technology]

[0003] Vehicular traffic congestion is a major problem worldwide, costing hundreds of billions of dollars annually in the United States alone. While there are many causes of traffic congestion, some of the major causes include vehicle counts exceeding roadway capacity for given conditions, unpredictable human drivers, many of whom are confused, accidents, and timed traffic signals that further limit roadway capacity at signalized intersections.

[0004] A congestion may occur in cases where more vehicles are queuing up at an intersection waiting for the traffic light to change from showing a red light to showing a green light, and the period during which the traffic light is green does not allow all vehicles waiting in line to pass through the intersection. Another case in which a congestion may occur in a similar scenario is when the traffic light remains green to otherwise clear the queue of waiting vehicles, but the queue of vehicles is still unable to pass through the intersection if the road ahead of the queue of vehicles is congested with other vehicles.

[0005] Additionally, although major roads and interstate freeways are generally not equipped with traffic lights, traffic congestion on those roads can also have a significant impact on transportation and quality of life in general. Summary of the Invention

[0006] The present disclosure is directed to a system for adaptively controlling traffic control devices having a traffic signal system, a computing network, and a communication system. The system is configured to receive information from a mobile device. The traffic signal system is configured to communicate with the computing network through the communication system. The mobile device is also configured to communicate with the computing network through the communication system. The computing network then adaptively controls the traffic signal system using a location of the mobile device.

[0007] The foregoing general description of exemplary implementations and the following detailed description thereof are merely exemplary aspects of the teachings of the present disclosure and are not restrictive.

[0008] A more complete appreciation of the disclosure and many of the attendant advantages thereof will be readily obtained as the same becomes better understood by reference to the following detailed description, when considered in connection with the accompanying drawings. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 illustrates a Traffic Management System (TMS) 101 including a computing network environment and connections between various systems and devices, according to an example. [Figure 2A] FIG. 2 is a block diagram illustrating an example configuration of a traffic signal system 348 (348a, 348b, etc.). [Figure 2B] FIG. 2 is a block diagram illustrating an example configuration of a traffic signal system 348 (348a, 348b, etc.). [Figure 2C] FIG. 2 is a block diagram illustrating an example configuration of a traffic signal system 348 (348a, 348b, etc.). [Figure 2D] FIG. 2 is a block diagram illustrating an example configuration of a traffic signal system 348 (348a, 348b, etc.). [Diagram 3] 3 is a block diagram of a TCD controller 340, according to an example. [Figure 4A]3 illustrates an example communication arrangement between a mobile device 320 and several traffic signal systems 348 (348a, 348b, 348c). [Figure 4B] 3 illustrates an example communication arrangement between a mobile device 320 and several traffic signal systems 348 (348a, 348b, 348c). [Figure 4C] 3 illustrates an example communication arrangement between a mobile device 320 and several traffic signal systems 348 (348a, 348b, 348c). [Figure 5A] Diagram of exemplary non-conflicting traffic movements at a plan view of a four-way intersection A with traffic lights. The compass represents North (N), East (E), West (W), and South (S) directions. [Figure 5B] Diagram of exemplary non-conflicting traffic movements at a plan view of a four-way intersection A with traffic lights. The compass represents North (N), East (E), West (W), and South (S) directions. [Figure 5C] Diagram of exemplary non-conflicting traffic movements at a plan view of a four-way intersection A with traffic lights. The compass represents North (N), East (E), West (W), and South (S) directions. [Figure 5D] Diagram of exemplary non-conflicting traffic movements at a plan view of a four-way intersection A with traffic lights. The compass represents North (N), East (E), West (W), and South (S) directions. [Figure 5E] Diagram of exemplary non-conflicting traffic movements at a plan view of a four-way intersection A with traffic lights. The compass represents North (N), East (E), West (W), and South (S) directions. [Figure 5F] Diagram of exemplary non-conflicting traffic movements at a plan view of a four-way intersection A with traffic lights. The compass represents North (N), East (E), West (W), and South (S) directions. [Figure 5G] FIG. 1 shows a plan view of a four-way intersection A2 with traffic lights, according to an example. [Figure 5H]FIG. 1 shows a plan view of a four-way intersection A3 with traffic lights, according to an example. [Figure 6A] Diagram of exemplary non-conflicting traffic movements at a plan view of intersection A with traffic lights in three directions. Compass marks represent north (N), east (E), west (W), and south (S) directions. [Figure 6B] Diagram of exemplary non-conflicting traffic movements at a plan view of intersection A with traffic lights in three directions. Compass marks represent north (N), east (E), west (W), and south (S) directions. [Figure 6C] Diagram of exemplary non-conflicting traffic movements at a plan view of intersection A with traffic lights in three directions. Compass marks represent north (N), east (E), west (W), and south (S) directions. [Figure 7A] 1 illustrates an area B100 that includes several road intersections having at least one traffic signal system, according to an example. [Figure 8A] 4 is a flow chart of an example traffic signal control process. [Figure 8B] 4 is a flow chart of an example traffic signal control process. [Figure 8A] 8 is a diagram of an example semi-actuated traffic signal timing process 860 (semi-actuated process 860) that may be applied by TMS 101 to intersection A. [Figure 8B1] 8 is a diagram of an example actuated traffic signal timing process 880 (actuated process 880) that may be applied by the TMS 101 to intersection A. [Figure 8B2] 1 is a diagram showing the magnitude of traffic demand approaching intersection A from each direction, according to an example. [Figure 8C1] A diagram of a road section 3002 connecting intersection A, which has a traffic light located at the eastern end of the road section 3002, and intersection B, which has a traffic light located at the western end of the road section 3002, according to an example. [Figure 8C2] FIG. 8C2 illustrates a variation of what is shown in FIG. 8C1, according to an example. [Figure 8D]6 illustrates an example process diagram of an adaptive traffic management process 650 and a navigation process 670 based on traffic and prioritization actions. [Figure 8E] Graph showing VSS, traffic density and three operating regions P, R and E according to an example. [Figure 8F] Graph showing VSS, traffic density, and four operating regions P, Q, R, and E according to an example. [Figure 9] 1 illustrates a two road intersection C with a vehicle R1 approaching intersection C, according to an example. [Figure 10] 1 shows a vehicle R1 traveling within an area B100, according to an example. [Figure 11A] 1 illustrates a vehicle R1 and a vehicle R2 traveling in an area B100 on intersecting routes, according to an example. [Figure 11B] 1 illustrates a vehicle R1 and a vehicle R2 traveling in an area B100 on intersecting routes, according to an example. [Figure 11C] 1 illustrates a vehicle R1 and a vehicle R2 traveling in an area B100 on intersecting routes, according to an example. [Figure 12A] A diagram showing vehicles R1 and R2 traveling within a route area B100 according to an example of route or traffic integration. [Figure 12B] A diagram showing vehicles R1 and R2 traveling within a route area B100 according to an example of route or traffic integration. [Figure 13A] A diagram showing vehicles R1 and R2 traveling within area B100, according to an example. [Figure 13B] A diagram showing vehicles R1 and R2 traveling within area B100, according to an example. [Figure 14] 1 shows a vehicle R1 and a vehicle R2 traveling on a road 1 as a vehicle group, according to an example. [Figure 15] 1 shows a vehicle R1 and a vehicle R2 traveling on a road 1 as a vehicle group, according to an example. [Figure 16A] FIG. 1 illustrates a chart with several categories and weights of data elements that may form a VSS, according to an example. [Figure 16B] 1 is a diagram showing the magnitude of traffic demand approaching intersection A from each direction, according to an example. [Figure 17] Graph of some elements of VSS610 against time scale, according to an example. [Figure 18] 13 is a diagram for a process S811 for determining instantaneous VSS 611, according to an example. [Figure 19] 1 illustrates a VSS 610 including a series of instantaneous VSSs 611, according to an example. [Figure 20] 3 is a block diagram illustrating a controller 320 for implementing the functions of a mobile device 322 described herein, according to one example. [Figure 21A] 1 shows a vehicle R1 traveling within an area C100, according to an example. [Figure 21E] 10 is a diagram for a routing process 1000 for routing traffic based on saturation status of road segments, according to an example. [Figure 21B] A diagram illustrating a portion of the area C100 shown in FIG. 21A, according to an example. [Figure 21C] A diagram showing an area C100, similar to that shown in FIG. 21B, with the addition of vehicle R2 and a second flashroute for vehicle R2, according to one example. [Figure 21D] A diagram showing an area C100, similar to that shown in FIG. 21A, with the addition of vehicle R2 traveling simultaneously in the same direction as vehicle R1 on a common road section, according to one example. [Figure 22] 10 illustrates an adaptive traffic signal control process 3000 for intersections located within the area of ​​a TMS 101 that may be executed by the TMS 101, the TSS 348, and / or the TCD controller 340, according to one example. [Diagram 23] 1 is a diagram of a detection system for a traffic signal control device, according to an example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] In the drawings, the same reference numbers designate the same or corresponding parts throughout all the drawings. Further, as used herein, the words "a," "one," and the like generally have the meaning "one or more," unless otherwise noted. Referring now to the drawings, in which the same reference numbers designate the same or corresponding parts throughout all the drawings.

[0011] 1 illustrates a traffic management system (TMS) 101 including a computing network environment and connections between various systems and devices, according to an example. The computing network environment may be centralized in a physical location or distributed, such as through a cloud computing environment 300 and / or a fog computing environment. In an embodiment, users and devices may access the cloud computing environment 300 through the system, mobile devices 320, and fixed devices connected to the Internet or other networks, or fixed devices directly connected, for example, to the cloud computing environment 300, a traffic control device (TCD) controller 340, or a detection device 360. Connections to the Internet can include both wireless and wired connections.

[0012] Exemplary mobile devices 320 may include mobile phones 322, smartphones 324, tablet computers 326, and various connected vehicle systems 328, such as telematics devices, navigation and information entertainment devices, and vehicle tracking devices mounted, built-in, or installed in a vehicle 332. Additional mobile devices 320 may include identification devices, biometric devices, health devices, medical devices, and physiological monitoring devices, or any device that may provide data to a mobile device or network. Mobile devices 320 may also include devices such as laptop and notebook computers that may use wireless or mobile communications to communicate with the Internet, mobile networks, or other wireless networks.

[0013] The mobile device 320 may connect to the cloud and the TCD controller 340 through a mobile network service 380, and signals are transmitted to the mobile network service 380 (e.g., an EnodeB, HeNB, or radio network controller) via a wireless communication channel, such as a base station 382 (e.g., a 3G, 4G, 5G, EDGE, or LTE network), an access point 384 (e.g., a femtocell or Wi-Fi network), a satellite connection 386, or any other wireless form of communication known. The TCD controller 340 may be part of a traffic signal system (TSS) 348, as further illustrated by FIGS. 2A-2D.

[0014] Additionally, wireless communications may occur between the mobile device 320 and the TCD controller 340 or the detection device 360 ​​through vehicle-to-vehicle (V2V) protocols, vehicle-to-infrared (V2I) protocols, vehicle-to-person (V2P) protocols, vehicle-to-everything (V2X) protocols, and the like, including the use of dedicated short-range communications (DSRC), which may operate on the 5.9 GHz spectrum, near field communications (NFC), radio frequency identification (RFID), infrared, the mobile device 320 and another mobile device, or any other form of known wireless communication or detection where the detection device 360 ​​or TCD controller 340 is configured to communicate with the mobile device 320 or otherwise detect the vehicle 332 or mobile device 320. In one example, the TCD controller 340 may communicate directly with the cloud computing environment 300 (and / or be considered part of the cloud computing environment 300), the Internet, and / or the mobile device 320, for example, to stream images from traffic cameras, transmit road or driving conditions, or communicate information to, from, or about the cloud computing environment 300, the TCD controller 340, or the detection device 360, or receive information from the mobile device 320. In some cases, the detection device 360 ​​may connect directly to the Internet and / or the mobile device 320 (e.g., via a roadside DSRC receiver / transmitter unit or via a local fog computing network).

[0015] In one example, signals from the wireless interface and wireless communication channel of the mobile device 320 are transmitted to the mobile network service 380. A central processor 390 of the mobile network service 380 may receive requests and information via signals from one or more mobile devices 320. The central processor 390 may be connected to a server 392 and a database 394, and the mobile network service 380 may provide authentication or authorization for access to various devices and systems that communicate with the mobile network service 380 and / or the mobile device 320, for example, based on data stored in the database 394. The mobile device information or requests may then be delivered to the cloud computing environment 300 through at least one of the Internet and another connection.

[0016] The cloud computing environment 300 may also be accessed through fixed devices such as a desktop terminal 330, a TCD controller 340, or a detection device 360 ​​connected to the Internet via a wired or wireless network connection.

[0017] The network may be a public or private network, such as a local area network (LAN) or a wide area network (WAN). Additionally, the TCD controller 340 may be directly connected to the cloud computing environment 300, also via either a wired or wireless network connection. The network may be wireless, such as a cellular network (including 3G, 4G, 5G, EDGE, and LTE systems). The wireless network may also be connected by Wi-Fi, Bluetooth, or any other wireless form of communication known. The mobile device 320 and the fixed device may connect to the cloud computing environment 300 via the Internet or through another connection to send inputs to and receive outputs from one or more of the cloud computing environment 300, the TCD controller 340, the detection device 360, or other fixed or mobile devices. Each mobile device 320 may communicate with at least one of the cloud computing environment 300, the TCD controller 340, another mobile device 320, and the detection device 360 ​​through at least one of any form of wireless communication.

[0018] In some examples, the TCD controller 340 may be connected to a contention monitoring unit (CMU) 342, which may be connected to a traffic control device (TCD) 344 such that the CMU 342 verifies that instructions provided by the TCD controller 340 to the TCD 344 are valid and safe to execute. In another example, the TCD controller 340 is connected to and directly controls the TCD 344. Examples of TCDs 344 may include traffic signals, dynamic message signs, speed limit signs, gates, railroad crossings, and dynamic lane indicators.

[0019] In one example, the cloud computing environment 300 may include a cloud controller 302 to process requests to provide corresponding cloud services to devices. These services may be provided through the use of service-oriented architecture (SOA), utility computing, and virtualization.

[0020] In one example, the cloud computing environment 300 will be accessed through an access interface, such as a secure gateway 304. The secure gateway 304 provides a security policy enforcement point situated between the cloud service consumer and the cloud service provider to enforce enterprise security policies, for example, when cloud-based resources are accessed. Additionally, the secure gateway 304 coordinates multiple types of security policy enforcement including, for example, authentication, authorization, single sign-on, tokenization, security token mapping, encryption, logging, alert generation, and API control.

[0021] The cloud computing environment 300 may provide computing resources using a system of virtualization, where processing and memory requirements may be dynamically allocated and distributed among combinations of processors and memory that create virtual machines to efficiently utilize available resources. Virtualization may effectively result in the appearance of using a single seamless computer, even though multiple computing resources and memory may be utilized depending on fluctuations in demand.

[0022] In one example, virtualization is achieved through the use of a provisioning tool 306 that prepares and equips cloud resources such as a data storage device 308 and a processing center 310 to provide services to devices connected to the cloud computing environment 300. The processing center 310 may be a mainframe computer, a data center, a computer cluster, or a server farm. In one example, the data storage device 308 and the processing center 310 are co-located.

[0023] The preceding description is a non-limiting example of corresponding structures for performing the functions described herein. Those skilled in the art will recognize that the TCD may be adjusted or controlled by a computing device and / or a TCD controller in response to data from a mobile device or other sensing or information input sources in a variety of ways.

[0024] 2A-2D are block diagrams illustrating example configurations of traffic signal systems 348 (e.g., 348a, 348b). Each traffic signal system 348 may be configured to provide communication and detection between at least one mobile device 320, a cloud computing environment 300, at least one TCD controller 340, and at least one detection device 360 ​​to adaptively manage traffic control devices and / or systems.

[0025] One or more mobile devices 320 may be configured to communicate with at least one of the cloud computing environment 300, the TCD controller 340, and the detection device 360. The TCD controller 340 may be connected to the cloud computing environment 300, the detection device 360, and the mobile device 320.

[0026] Cloud computing environment 300 may be configured to communicate with a number of mobile systems, control systems, detection systems, mobile devices 320, TCD controller 340, and detection devices 360. Devices or systems configured to communicate with each other may be able to send and receive data in at least one direction, e.g., from detection device 360 ​​to TCD controller 340. Additionally, communication may occur in multiple directions, e.g., also from TCD controller 340 to detection device 360, and may occur in multiple directions between multiple devices.

[0027] The TCD controller 340 may be configured to communicate with at least one of the cloud computing environment 300, one or more CMUs 342 (e.g., 342′), one or more detection devices 360 (e.g., 360′, 360″), one or more mobile devices 320, and one or more TCDs 344 (e.g., 344′). Further, each TCD 344 (e.g., 344′) may be connected to and controlled by at least one CMU 342 or TCD controller 340.

[0028] In one example of a traffic signal system 348a (illustrated by FIG. 2A ), at least one mobile device 320 may be in communication with at least one of a cloud computing environment 300, a TCD controller 340, and one or more detection devices 360. The TCD 344 may be controlled by the TCD controller 340, which may also have a CMU 342 as an intermediate connection between the TCD controller 340 and the TCD 344. The TCD controller 340 may be connected to at least one of the cloud computing environment 300, the at least one detection device 360, and the one or more mobile devices 320.

[0029] In another example (illustrated by FIG. 2B), traffic signal system 348b may be identical to the traffic signal system illustrated by FIG. 2A, except that at least one detection device 360 ​​may also communicate directly with cloud computing environment 300 and TCD controller 340 may communicate directly with TCD 344 instead of through CMU 342. Additionally, in some cases, functionality of CMU 342 may be incorporated into TCD controller 340 and / or TCD 344.

[0030] In another example (shown by FIG. 2C), a traffic signal system 348c may be identical to the traffic signal system shown by FIG. 2A, except that the TCD controller 340 may be configured to communicate with one or more CMUs 342 (e.g., 342, 342', etc.) and / or corresponding TCDs 344 (e.g., 344, 344', etc.), respectively, and the TCD controller 340 may also communicate with one or more detection devices 360 (e.g., 360, 360', etc.).

[0031] In another example (shown by FIG. 2D), traffic signal system 348d may be identical to the traffic signal system shown by FIG. 2A with, for example, the addition of additional detection devices 360' and 360'' and a second TCD controller 340' connected to a second CMU 342', which is further connected to a second TCD 344'.

[0032] Additionally, any of the detection devices 360 in the example configurations may also be connected to multiple TCD controllers 340, and any of the TCDs 344 may be directly connected to a TCD controller 340 without a CMU 342. The preceding descriptions are non-limiting example implementations of corresponding structures for performing the functions described herein.

[0033] Intersection A TCD controller 340 may control each of Intersection A's TCDs 344 according to the timing plan. Each TCD 344 may also have a dynamic indication, for example, a blue light indicating permission to proceed forward that may also change within the same display or housing to a forward or upward pointing arrow to indicate permissible travel in a forward direction or a left pointing arrow to indicate permissible travel in a left direction.

[0034] Each TCD 344 may include or be supplemented by signs or indicia to provide additional information, such as a countdown until blue or red lights are provided, a countdown until another condition is met, or indicators for pedestrians, cyclists, vehicles, and some modes of transportation (e.g., buses, rail, etc.) to stop or proceed.

[0035] 3 illustrates a block diagram of a TCD controller 340, according to an example. The TCD controller 340 may be a system or assembly including an input / output board 502 connected to a detector card (DC) 504, and a controller 506 may be connected to the DC 504. The controller 506 may be connected to at least one switch 508 configured to control the controller 506 or one or more TCDs 344, and may be configured to, for example, receive data for the controller 506 or the at least one switch 508 configured to control the one or more TCDs 344 and / or transmit a status of the controller 506 or the at least one switch 508 configured to control the one or more TCDs 344, or communicate to a CMU 342 connected to one or more TCDs 344, such as described by FIGS. 2A-2D.

[0036] In one example, the DC 504 may convert signals received by the input / output board 502, such as signals from the at least one detection device 360 ​​and / or the cloud computing environment 300, into at least one format that the controller 506 may process. The controller 506 may be connected to at least one switch 508 connected to either a CMU 342 that is further connected to the at least one TCD 344, or the switch 508 may be connected directly to the at least one TCD 344.

[0037] In another example, the controller 506 may send signals directly to or receive signals directly from the cloud computing environment 300, the detection device 360, and / or the mobile device 320, such as described by Figures 2A-2D. Such signals may be digital and may take the form of commands sent or received via a software application layer within the controller 506 or elsewhere.

[0038] Additionally, in some examples, digital commands transmitted or received by the controller 506 may include provision for a time delay before or after transmission for later execution. This may allow digital commands, such as one or more signal timing plans, to be calculated in advance and revised or overwritten one or more times before execution.

[0039] Further, in some examples, the switch 508 may be embedded or virtualized within the controller 506, effectively operating the TCD 344 via digital commands emanating from a software application layer running within the controller 506 and / or any device or network to which the controller 506 is connected.

[0040] 4A-4C show an example communication arrangement between a mobile device 320 and several traffic signal systems 348 (348a, 348b, 348c).

[0041] In one example, the first traffic signal system 348a may communicate with the mobile device 320 (illustrated by FIG. 4A ), for example, to identify the location and / or orientation of the mobile device 320. In some cases, the first traffic signal system 348a may further communicate with at least one of the second traffic signal system 348b and / or the third traffic signal system 348c, which may also provide information about the mobile device 320.

[0042] In another example, each of the traffic signal systems 348a, 348b, and 348c may be in communication with the mobile device 320 (illustrated by FIG. 4B). In some cases, the first traffic signal system 348a may further communicate with at least one of the second traffic signal system 348b and / or the third traffic signal system 348c and may provide information about the mobile device 320.

[0043] In another example, the mobile device 320 may be in communication with a cloud computing environment 300 (illustrated by FIG. 4C), which may also be referred to as a central, such as described by FIG. 1. In some cases, the first traffic signal system 348a may further communicate with at least one of the second traffic signal system 348b and the third traffic signal system 348c, which may also provide information about the mobile device 320.

[0044] In each example, the cloud computing environment 300 and / or at least one of the traffic signal systems 348a, 348b, 348c may receive data from the mobile device 320 revealing at least one of identity information, location, orientation, speed, status, and time information, or from which such information may be derived or determined. Other information may also be provided by the mobile device 320 to the cloud computing environment 300, and vice versa. Data from the mobile device 320 may be provided to the cloud computing environment 300 or to the respective TCD controller 340 of each traffic signal system 348.

[0045] At least one of the cloud computing environment 300, the traffic signal system 348, and the TCD controller 340 may be configured to process data received from several sources, including the mobile device 320, to adjust traffic signal phases and timing (SPaT) for a signalized intersection. The SPaT adjustments may include at least one of the current or future green, red, and yellow (amber) phases, durations, and operating modes of one or more TCDs 344 for the one or more signalized intersections. The SPaT adjustments may be made in the TCD controller 340 by algorithms (such as those described by FIGS. 8A-8B) operating within the TCD controller 340, which in some cases are influenced by external inputs, such as from a detection device local to the intersection or from various data sources received by the TCD controller 340 as previously described. In other cases, the SPaT adjustments may be made by algorithms operating within the TMS 101 but external to the TCD controller 340. Data sources can include inputs from roadside detection systems (e.g., induction loops, video or thermal cameras, radar, etc.), detection broadcasts from mobile devices and / or vehicles, detection information from vehicles, bicyclists, pedestrians, and drones or devices configured to communicate presence and location information to TMS101, and aggregated data feeds from traffic / navigation providers (e.g., via the cloud, an app, and / or the internet).

[0046] The external inputs may be used to adjust, affect, override, or otherwise modify current or future SPaT operation of the TCD controller 340 and any TCDs 344 with which the TCD controller 340 may be connected or configured to operate.

[0047] 5A-5F are diagrams depicting exemplary non-conflicting traffic movements in plan view at a four-way intersection A with traffic lights, where compasses represent north (N), east (E), west (W), and south (S). Road intersections may include any number of directions, such as three-way, four-way, and five-way intersections, various combinations of directions, such as a two-lane road intersecting with another two-lane road, a two-lane road intersecting with a one-way road, or a one-way road intersecting with a one-way road. All examples shown in this disclosure show road systems in which vehicles proceed on the right side of the road, such as in the United States, Germany, and Canada, but those skilled in the art will recognize that road systems in which vehicles proceed on the left side of the road, such as in the United Kingdom, Japan, and Australia, are also applicable to the subject matter described herein.

[0048] The arrows indicate some of the possible directions that vehicular traffic may pass through intersection A. Solid arrows indicate directions that have a right-of-way blue light signal underway, and dotted arrows indicate directions that may proceed after encountering crossing traffic or pedestrians. Traffic flow through intersection A may be described by a system of equations that totalize the number of vehicles entering and exiting intersection A in each direction during a time period. The number of vehicles entering intersection A is equal to the number of vehicles exiting intersection A unless a subset S of vehicles remains within intersection A during the time period, e.g., due to parking, traffic congestion, collisions, or other immobilization. Traffic flow through an exemplary four-way intersection A may be represented by a set of equations such as the following:

[0049] A OE =A IW +rt(A IS )+lt(A IN )+ut(A IE )-lt(A IW )-rt(A IW )-ut(A IW )-S E A OW =A IE +rt(A IN )+lt(A IS )+ut(A IW )-lt(AIE )-rt(A IE )-ut(A IE )-S W A ON =A IS +rt(A IE )+lt(A IW )+ut(A IN )-lt(A IS )-rt(A IS )-ut(A IS )-S N A OS =A IN +rt(A IW )+lt(A IE )+ut(A IS )-lt(A IN )-rt(A IN )-ut(A IN )-S S During the time period, A OE is the number of vehicles exiting intersection A in the eastbound direction, A OW is the number of vehicles exiting intersection A in the westbound direction, A ON is the number of vehicles exiting intersection A in the northbound direction, A OS is the number of vehicles exiting intersection A in the southbound direction, A IE is the number of vehicles entering intersection A from the eastbound direction, A IW is the number of vehicles entering intersection A from the westbound direction, A IN is the number of vehicles entering intersection A from the northbound direction, A IS If A is the number of vehicles entering intersection A from the southbound direction, S represents the number of vehicles that enter intersection A from each direction and remain within intersection A, S E , S W , S N , and S S, and ut( ). Additionally, functions rt(), lt(), and ut() each represent the number of vehicles turning right, turning left, and making a U-turn within intersection A from the indicated directions (e.g., rt(AIS) denotes a function that determines the number of vehicles entering intersection A from the southbound direction, turning right, and then exiting intersection A in the eastbound direction). The three-way intersection C described by FIGS. 6A-6C may have a flow rate as the equation for the example four-way intersection A above, with one or more terms equal to zero.

[0050] A OE =A IW +rt(A IS )+ut(A IE )-rt(A IW )-ut(A IW )-S E A OW =A IE +lt(A IS )+ut(A IW )-lt(A IE )-ut(A IE )-S W A OS =rt(A IW )+lt(A IE )+ut(A IS )-S S Equations for intersections with more roads, such as 5-way, 6-way, and 7-way intersections, may use the same principles and have additional terms added instead. Additionally, the equations may be more specific to set the equations by lane if there are multiple lanes in at least one direction of travel through intersection A. In general, the number of equations is proportional to the number of approaches to the intersection, whether by road segment or by the number of individual lanes in each road segment.

[0051] The TMS 101 and / or the traffic signal system 348 may switch between various traffic phases, movements, and / or cycles at intersection A that allow at least one detected vehicle approaching intersection A to have a higher probability of passing without delay or with less delay than if the traffic signal system 348 was not adaptive or did not recognize the vehicle. Any non-conflicting combination of movements through intersection A and time durations of each movement may be applied by the TMS 101 to the traffic signal system 348 for traffic control, for example, to maximize vehicle throughput, minimize total travel time, minimize average travel time, reduce a number of stops for at least one vehicle, accommodate emergency vehicles, accommodate pedestrian movements, or some other goal or combination of goals. The time durations may vary between a required minimum green time and a allowed maximum green time. Furthermore, a first move in a combination of non-opposing moves through intersection A may have a different time duration than a second move, at least if a previous or subsequent combination of non-opposing moves through intersection A also includes one of the first move or the second move, such that there is no gap or discontinuity in the sequence of moves.

[0052] For example, the move described by Figure 5A may be followed by the move described by Figure 5C. The eastbound move is not included in Figure 5A but is included in Figure 5C, and the westbound move is included in both Figures 5A and 5C. In this way, the sum of the blue times in the westbound move (ignoring the move that turns left from westbound to southbound) may have a different continuous total duration than the total duration of the southbound move.

[0053] The time t to change one or more TCDs 344 from one direction to another at an intersection where a signal is installed cmay include, for example, at least one of a minimum green light time, a yellow (or amber) light time, a full red time (the duration of time that all lights in all directions at intersection A are red), and a latency period, e.g., known delays in communication and signal transmission between the vehicles and TMS 101 and between TMS 101 and TCD 344. Detection of vehicle R1, such as by TMS 101 or traffic signal system 348, may be via any modality described herein or otherwise known (e.g., detection via mobile device, induction loop, video camera, thermal camera, radar, sonar, etc.).

[0054] In one example, vehicle R1 is approaching intersection A from a westbound direction. Use of a green light signal by the control algorithm of traffic signal system 348 with one of the traffic movements described by Figures 5A-5H may allow vehicle R1 to pass through intersection A with minimal delay, if any.

[0055] In another example, vehicle R2 is approaching intersection A from the north direction. The use of a blue lamp signal with the traffic movement described by FIG. 5B and FIG. 5D-FIG. 5F may allow vehicle R2 to pass through intersection A with minimal delay, if any. The underlying concept is that a blue lamp signal may be displayed in the direction of travel of vehicle R2 prior to the arrival of vehicle R2 at intersection A by a sufficient margin that the driver does not have to slow down for the lamp. The blue lamp signal is provided at the appropriate time, specifically by TCD controller 340 or TSS 348 receiving at least one signal, not by chance, to provide a blue lamp signal to vehicle R2, for example, by knowing the identity of vehicle R2 along with the signal provided for approaching vehicle R2.

[0056] In another example, vehicle R3 is approaching intersection A from an eastbound direction. The use of a blue lamp signal with the traffic movement illustrated by Figures 5C-5H may allow the vehicle to pass through intersection A with minimal delay, if any.

[0057] In another example, vehicle R4 is approaching intersection A from the south. The use of a blue lamp signal with the traffic movement illustrated by Figures 5D-5F may allow the vehicle to pass through intersection A with minimal delay, if any.

[0058] Intersection A may have one or more approaches leading to intersection A. The approaches may be locations or areas where detection of traffic, such as vehicles, bicycles, or pedestrians, may occur. In some cases, an approach to intersection A from any direction may be located any distance from intersection A, independent of the location of any other approaches to intersection A.

[0059] 5G is a diagram of a plan view of a four-way intersection A2 with traffic lights, according to an example. The traffic movements may include those described by FIGS. 5A-5F. However, the intersection A2 may include one or more medians 918 (918a, 918b) in at least one direction and may include a first crosswalk 10c and a second crosswalk 12c.

[0060] In one example, the median strip 918 may provide a way station for pedestrians using either the first crosswalk 10c or the second crosswalk 12c such that vehicular traffic traveling in the eastbound direction may be stopped while traffic in the westbound direction may be allowed to proceed (e.g., pedestrians waiting on the median strip 918b to travel northbound on crosswalk 10c may proceed if westbound vehicular traffic is stopped, even though eastbound traffic may proceed), or vice versa. This separates each section of crosswalks 10c and 12c from certain other pedestrian and vehicular movement, instead of requiring vehicular traffic in both the eastbound and westbound directions of intersection A2 to simultaneously stop before pedestrians can use at least a portion of either crosswalk 10c or 12c.

[0061] FIG. 5H is a diagram of a plan view of a four-way intersection A3 with traffic lights, according to an example. Traffic movements may include those described by FIGS. 5A-5F. However, the intersection A3 may include a first crosswalk 10c, a second crosswalk 12c, a third crosswalk 9c, and a fourth crosswalk 11c. Traffic movements at the intersection A3 may further include various movements for pedestrians using the aforementioned crosswalks 9c-12c.

[0062] 6A-6C are diagrams depicting exemplary non-conflicting traffic movements in plan view at a three-way traffic lighted intersection B, with compasses representing North (N), East (E), West (W), and South (S) directions. The arrows indicate some of the possible directions that vehicular traffic may pass through intersection B. Solid arrows indicate directions with a green right-of-way signal underway, and dotted arrows indicate directions that may proceed after crossing traffic or pedestrians occur.

[0063] The TMS 101 and / or the traffic signal system 348 may switch various traffic movements at intersection B to allow a detected vehicle approaching intersection B to have a higher probability of passing with no delay or less delay than if the traffic signal was not adaptive or did not recognize the vehicle.

[0064] In one example, vehicle R1 is approaching intersection B from a westbound direction. The use of a blue light signal with the traffic movement illustrated by Figures 6A-6B may allow vehicle R1 to pass through intersection B without delay.

[0065] In another example, vehicle R2 is approaching intersection B from the eastbound direction. The use of a blue lamp signal with the traffic movement illustrated by Figures 6B-6C may allow vehicle R2 to pass through intersection B by turning right without delay.

[0066] In another example, vehicle R3 is approaching intersection B from the south. The use of a blue light signal with the traffic movement illustrated by Figures 6A and 6C may allow vehicle R3 to pass through intersection B by turning right without delay.

[0067] Other variations of three-way intersections may include at least one median strip and / or at least one pedestrian crosswalk, as illustrated by Figures 5G-5H.

[0068] 7A illustrates an area B100 including several road intersections having at least one traffic signal system, according to an example. The area B100 may include intersections, for example, intersections A1, A2, A3, B1, B2, B3, C1, C2, and C3. The area B100 may include several roads, intersections, and pedestrian crosswalks. The road intersections may include various combinations of directions, such as three-way intersections, four-way intersections, and five-way intersections, two-lane roads intersecting with another two-lane road, two-lane roads intersecting with one-way roads, or one-way roads intersecting with one-way roads. Furthermore, portions of the traffic signal system (TSS) 348 or TMS 101, such as the TCD controller 340, the CMU 342, the detection device 360, and / or the TCD 340, may be positioned at various locations in the area B100.

[0069] Each road lane in each direction of the intersection (e.g., lanes L1 and L2 in each direction shown in FIG. 5A) may vary to include combinations such as left and right turns, right turns only, left turns only, or no turns. The combination of permitted directions of travel through the intersection may also vary for each lane within a traffic signal cycle. For example, during a phase of a traffic signal cycle, forward and right turn directions are permissible, but left turn directions into oncoming traffic lanes are not allowed. During another phase, only forward directions into the opposite direction of travel through the intersection are permitted. An intersection may provide maximum flexibility in the number and combinations of directions of travel that may be simultaneously enabled to provide maximum traffic throughput. Other types of intersections may include metered and non-metered merge or entrance lanes and U-turn lanes.

[0070] The directional limits for each lane of each road may vary based on conditions, such as the time of day, day of the week, special events, traffic volume, or certain other conditions. Each section of a road may have a speed limit. The speed limit may be fixed or may be dynamic and change with variables that may include the time of day, the type of vehicle traveling on the section of the road, real-time traffic volume, and other criteria.

[0071] The TMS 101 may include several controlled traffic light intersections equipped with several TCDs 344 in communication with one or more traffic signal systems 348. The traffic signal systems 348 may be configured to monitor and / or control or effectuate the operation of the TCDs 344 at each such equipped intersection. The TMS 101 may further include several sensors, e.g., detection devices 360, for detecting the presence, movement, or status of, e.g., vehicles, bicyclists, and pedestrians, operating conditions, ambient conditions, and conditions that may be relevant to the operation of the TMS 101.

[0072] Traffic signal system 348 may control one or more TCDs and signs in a zone that includes intersections A1, B1, and C1. Traffic system 348' may control one or more TCDs positioned by at least one of intersections A2, A3, B2, and B3. Traffic system 348'' may control one or more TCDs positioned by at least one of intersections C2.

[0073] A traffic system 348''' may be located on or near a roadway, between two intersections on a section of a roadway, to detect activity, e.g., traffic activity, pedestrian or bicyclist activity, environmental conditions, or other activity. Similarly, a traffic system 348''' may communicate messages to an on-board device 328 on a vehicle 332, to a mobile device 320, or to a dynamic message sign. A traffic system 348''' may not necessarily have a traffic signal, e.g., a TCD 344, but may have a detection device 360 ​​(as shown by FIGS. 1 and 2A-2D), a TCD controller 340, or messaging equipment, such as a dynamic message sign 355A, a dynamic speed limit sign 355B, a dynamic traffic control device 355C (dynamic stop or yield signs, railroad crossing signs, gates, movable barriers, etc.), or a communication relay device 355D to enable communication between two or more zones or traffic systems (FIG. 7B).

[0074] Each of traffic signal systems 348, 348', and 348'' may be identical to or similar to any of the traffic systems shown by FIG. 1 and 2A-2D. Each of traffic signal systems 348, 348', 348'', and 348''' may be configured to communicate with one another. For example, communication may occur between traffic signal system 348 and traffic signal system 348'', between traffic signal system 348' and traffic signal system 348'', between traffic signal system 348' and traffic signal system 348'', or between traffic signal system 348 and at least one of traffic signal systems 348', 348'', and 348'''. In practice, the zones represented by traffic signal systems 348, 348', 348'', and 348''' may each communicate with at least one of the cloud computing environment 300, the mobile device 320, and a second traffic signal system 348 (e.g., 348, 348', 348'', and 348''') to adapt operation of traffic control devices and communicate traffic-related information between various connected systems and devices (e.g., as shown by Figures 1 and 2A-2D).

[0075] 7B illustrates exemplary devices such as a dynamic message sign 355A, a dynamic speed limit sign 355B, a dynamic traffic control device 355C (in this case, a gate), and a communication relay device 355D, any of which may be configured as part of a traffic signal system 348 with or without a TCD 344 and positioned within a zone such as the zone described by FIG.

[0076] The dynamic message sign 355A may be a roadside device used to provide a message to an observer (such as a driver, passenger, bicyclist, pedestrian, etc.) that may change after a period of time. The displayed message may be in text or graphical format and may be in a dimmed color or multiple colors. The dynamic speed limit sign 355B may be a roadside device used to display a value of a speed limit for a road segment. The value of the speed limit may be adjusted based on time or location, e.g., the speed limit for the road segment or for the speed limit lane. In one case, a first lane of a road segment may have a value for the speed limit that is different than the speed limit of a second lane. The dynamic speed limit sign 355B may have one or more fixed or dynamic arrows or other indicators to indicate the lane speed limit that applies to the sign 355B and / or the lane directly below the adjacent lane, etc. Additionally, the sign 355B may allow for displaying multiple speed limit values, either simultaneously for different lanes or by rotation of the speed limit value and indicator for the corresponding lane or lanes.

[0077] The dynamic traffic control device 355C may be a gate for controlling traffic. The device 355C may change between a raised position and a lowered position to prevent or allow traffic to proceed beyond the location of the device 355C.

[0078] The communication relay device 355D may be a wired or wireless receiver and transmitter or relay device for enabling communication between at least one other communication device and or system. For example, a first communication relay device 355D located at an intersection A with a first traffic light may communicate with a second communication relay device 355D located at an intersection B with a second traffic light to enable communication of detection and / or SPaT information between intersections A and B with at least two traffic lights. Other examples may include communication between intersections A1, B1 with intersection C1 with at least a third traffic light, as shown in FIG. 7A.

[0079] Additionally, communications that may occur between traffic signal systems may occur through connections between various components or subsystems of separate traffic signal systems, such as between the TCD controller and at least one of the detection devices of a first traffic signal system and between the TCD controller and at least one of the detection devices of a second traffic signal system.

[0080] In another example, one traffic signal system 348 may control one, some, or all of the traffic signals, dynamic message signs, and associated traffic management and communication systems located within area B100.

[0081] 8A-8B are flow charts of an example traffic signal control process, also referred to as a timing plan. Example timing plans can include timed plans, semi-actuated plans, actuated (or free mode) plans, hold plans, and actuated coordination plans. The timing plan selected may be chosen based on the current or upcoming system or signal operating mode of the TMS 101, the TCD controller 340 being capable of shifting between various timing plans as needed.

[0082] In a timed plan, the TCD controller 340 may rotate through a fixed set of intersection phases or traffic movements (e.g., FIGS. 5A-5H, 6A-6C, 7A, and 8C1-8C2) in a set sequence. Each phase may have a set time duration. Once the TCD controller 340 has rotated through each of the phases in the set, the TCD controller 340 repeats the process again in the same sequence starting with the first phase of the set.

[0083] In a semi-actuated plan, the TCD controller 340 may rotate through a fixed set of phases or traffic movements of intersection A in a set order. Each phase may have a variable time duration. Thus, if traffic demand is detected in a particular direction of intersection A, the time duration of the current phase may be modified by either increasing or decreasing the time duration to accommodate the particular direction required. The next phase may be skipped if its time duration is allowed to be zero. Once the TCD controller 340 has rotated through each of the phases of the set, the TCD controller 340 may repeat the process again in the same order starting with the first phase of the set.

[0084] In the actuation plan, the TCD controller 340 may use one or more algorithms (such as that described by FIG. 8B1) to determine when to change phases, to which phase to change, and the duration of each movement within a phase. Phases may be selected independently or from a set of phases, and may be varied in time duration without necessarily relying on a particular sequence of phases.

[0085] In a hold plan, the TCD controller 340 may control some or all of the TCDs 344 at intersection A to provide red lights or a stop signal for a fixed period of time or until a condition is met. Some uses of the hold plan may be to stop other traffic (such as to allow an emergency vehicle to pass through intersection A without a green light for traffic from the opposing direction), to temporarily close one or more directions of intersection A, to provide a detour, and / or to provide part of a flash route (as described further in this document). During the clearance phase, the TCD controller 340 may stop movement in all directions of the intersection. This may be used to help prevent collisions during phase changes to account for vehicles that do not stop at the red lights in time.

[0086] In an actuation coordination plan, the operation of the TCD controller 340 may depend at least in part on the operation of a second TCD controller 340' at a second intersection B such that the phases of intersection A and intersection B are actively coordinated to respond to traffic demand. For example, when a number of vehicles are expected or detected to pass through intersection B in a direction toward intersection A, the TCD controller 340 may adjust the phase or timing sequence and time duration of the second controller 340' at intersection B and / or the current or upcoming phase of intersection A based at least in part on the detected flow rate of traffic from intersection B, as illustrated by FIGS. 8C1 and 8C2.

[0087] Variables in each phase or movement may include which traffic movements are included, a minimum green duration for each movement (if applicable), a maximum green duration for each movement (if applicable), an amber (or yellow) duration when a movement changes from blue to amber to red, a clearance time during which all TCDs 344 may be red between phases, and at least one time increment for shortening or lengthening the blue duration, etc. Other minimum and maximum constraints may also be applied within processes such as those of Figures 8A-8B to ensure that minimum and maximum green time durations are met or to trigger certain actions.

[0088] FIG. 8A is a diagram of an example semi-actuated traffic signal timing process 860 (semi-actuated process 860) that may be applied by the TMS 101 to intersection A.

[0089] Through sub-process S861, semi-actuated process 860 determines whether a minimum phase time (if applicable), e.g., a green minimum phase time, has been reached during the first (or current) phase of intersection A. If not, sub-process S861 repeats. If so, semi-actuated process 860 proceeds to sub-process S862, which compares at least one traffic demand of the first phase of intersection A with at least one traffic demand of at least one other phase of intersection A, such as at least one traffic demand of a next phase, which comparison may be made during at least one upcoming time period. The next phase is not necessarily predetermined by a fixed order or sequence of operations if TMS 101 is operating adaptively to real-time conditions.

[0090] If the traffic demand of at least one of the next phases at intersection A is sufficiently greater than the traffic demand of the first phase, the semi-operational process 860 may proceed to sub-process S864 of determining whether a maximum time, e.g., the maximum phase time for the first phase at intersection A, has been reached.

[0091] If so, semi-actuated process 860 proceeds to sub-process S866 which selects the next phase for intersection A and then returns to sub-process S860. If not, semi-actuated process 860 proceeds to sub-process S868 which extends the current phase by a time increment, which may be either a predetermined fixed interval, such as a calculated duration within about 3, 5, or 10 seconds, or a calculated duration within about 5 or 10 seconds, allowing most of the known or expected traffic to pass through intersection A within such time interval. Semi-actuated process 860 then returns to sub-process S862.

[0092] In one case of subprocess S862, the traffic demand of the next phase must exceed the traffic demand of the first phase by more than a delta amount in order for the next phase to be selected (unless another limit, such as a maximum green time, is reached). In another case of subprocess S862, the expected traffic demand of the next phase must exceed the traffic demand of the first phase for one or more upcoming time periods.

[0093] FIG. 8B1 is a diagram of an example actuated traffic signal timing process 880 (actuated process 880) that may be applied by the TMS 101 to intersection A.

[0094] Through sub-process S881, semi-actuated process 880 calculates whether a minimum time, e.g., a green minimum phase time, is applicable and has been reached during the first (or current) phase of intersection A. If not, sub-process S881 repeats. If so, actuation process 880 proceeds to sub-process S882. If no minimum time is specified, process 880 begins sub-process S882, and all sub-processes that loop to sub-process S881 will instead loop to sub-process S882.

[0095] Sub-process S882 calculates whether a time limit, such as a maximum red time or a maximum wait time, has been reached within another phase of the intersection. A maximum wait time may be set for each movement and / or phase such that if the maximum wait time is reached, activation process 880 proceeds to sub-process S886. If the maximum wait time is not reached within another phase of intersection A, activation process 880 proceeds to sub-process S884.

[0096] Sub-process S886 selects the phase that has reached the maximum wait time and changes from the blue light signal in the current phase direction to the movement and / or phase that has reached the maximum wait time. If multiple phases have reached the maximum wait time, sub-process S886 changes the current blue light signal movement and / or phase to the one that has reached the maximum wait time, in the order in which the maximum wait time was reached, as described above. The activation process 880 then proceeds to sub-process S881.

[0097] Sub-process S884 compares the traffic demand for at least one time period of the first phase at intersection A to the traffic demand for at least one time period of at least one other phase at intersection A. If the traffic demand of the first phase is sufficiently less than the traffic demand of another phase during the time period or periods being compared (such as the potential comparison described above in FIG. 8A), process 880 proceeds to sub-process S890. If the traffic demand of the first phase is not less than the traffic demand of another phase, process 880 proceeds to sub-process S888.

[0098] Sub-process S888 calculates whether a maximum time, e.g., maximum blue time, has been reached during the first phase. If not, then activation process 880 proceeds to sub-process S892, which extends the current phase by either a predetermined time increment or a variable time increment, and then returns to sub-process S882. If "yes," activation process 880 proceeds to sub-process S890. Sub-process S890 selects a more demanding phase, and then activation process 880 returns to sub-process S881.

[0099] In each timing process described herein, the traffic demands considered or compared as described by sub-processes S862 and S882 of processes 860 and 880, respectively, may span one or more time periods.

[0100] FIG. 8B2 illustrates the magnitude of traffic demand approaching intersection A from each direction, according to an example. The traffic demand approaching each direction may be divided into time periods based on the current time of arrival or the estimated time of arrival (ETA) at the intersection, such as by time periods t1, t2, t3, t4, and t5. The traffic demand may be considered in total for all non-conflicting movements through the intersection during the time period. A simple example of this is the case where no turns are allowed at intersection A. Then, the traffic demand for intersection A may be considered for one set of movements having two phases, namely, a first phase being traffic movements in the eastbound and westbound directions, and a second phase being traffic movements in the northbound and southbound directions.

[0101] The traffic demand of a first phase at intersection A during a first time period t1 may be compared to the traffic demand of a second phase at intersection A during the first time period t1. Then, the traffic demand of the first phase at intersection A during a second time period t2 after the first time period t1 may be compared to the traffic demand of the second phase at intersection A during the second time period t2.

[0102] If traffic demand of the first phase is greater than traffic demand of the second phase during the first time period t1 and traffic demand of the first phase is greater than traffic of the second phase during the second time period t2, the first phase may provide higher traffic throughput for at least one of the first time period t1 and the second time period t2 by extending the duration of the first traffic phase beyond the current time period t1.

[0103] Alternatively, if the traffic demand of the first phase is greater than the traffic demand of the second phase during the second time period t2 by at least an equal or greater amount during the first time period t1, the relative difference in traffic demand between the first and second phases is trending upward, and the first phase may provide higher traffic throughput for at least one of the first time period t1 and the second time period t2 by extending the duration of the first traffic phase beyond the current time period t1 and reducing the number of traffic changes of the traffic phase. This process may be repeated to compare the traffic demand of the first and second phases from the first time period to the n time periods. The first phase may be the current phase displaying a blue light signal, and the second time period t2 may or may not be the time period immediately following the first time period t1. Alternatively, the first time period t1 may be a previous time period, and the second time period t2 may be a current time period or an upcoming time period. The purpose of comparing multiple time periods is to detect demand trends in order to minimize switching between phases, which can cause disruptions to traffic flows.

[0104] In another case, if the traffic demand of the first phase is less than the traffic demand of the second phase during the first time period t1 and the traffic demand of the first phase is less than the traffic demand of the second phase during the second time period t2, the second phase may provide higher traffic throughput for at least one of the first time period t1 and the second time period t2. However, if the first phase is the current phase displaying a green lamp signal, disruptions to change phases, which may include change times and clearance times, may not result in an overall increase in traffic throughput at intersection A for the first time period t1 and the second time period t2. Thus, the change times and clearance times may be considered in comparing with the estimated traffic demand that may be satisfied from each direction approaching intersection A.

[0105] In this section, traffic demand is defined as a count or numerical quantity of vehicles. That is, traffic demand is considered in terms of the number of vehicles approaching intersection A in each direction during each time period. Later examples may include measures based on other than or in addition to these. In various examples, demand may be considered based on energy consumption or vehicle emissions, the level of priority of the intersection (intersection weight), intersection direction, vehicles or passengers, distance and / or time from the intersection, and / or adherence to traveling a route, journey, or time schedule. These exemplary criteria may be considered as part of the weight of each known intersection or identifiable vehicle, passenger, or pedestrian, and may be considered in the traffic demand calculations as described by Figures 16, 17, and 19.

[0106] Table 1 includes a timing plan in tabular form, which has a series of current and upcoming phases and time durations for intersection A, according to one example. The timing plan may be generated periodically within TMS 101 in response to detected traffic demand and traffic demand history on the order of every few seconds, e.g., from zero to about 60 seconds.

[0107] Each item in the timing plan is assigned a SPaT identifier (#), the time the phase and time duration is scheduled to begin, the time duration, and the phase provided by the TCD controller 340 at intersection A. The time display format may be hh:mm:ss, or smaller increments such as hh:mm:ss.xxx format, where .xxx represents thousandths of a second.

[0108] In the example table, the first SPaT item of the TCD controller 340 begins at 12:00:00, has a duration of 45 seconds, and provides phase C at intersection A. This is followed by a second, third, and fourth SPaT item, which extend phase C for time increments of 5 seconds each from 12:00:45 to 12:01:00. These are followed by a fifth SPaT item (designated as #2) beginning at 12:01:00 and providing phase D for a duration of 15 seconds, and so on, through a SPaT item (designated as #5) beginning at 12:03:00 and providing phase C for a duration of 1 minute.

[0109] [Table 1]

[0110] Phases and times in the timing plan may be revised even if they are currently in use by the TCD controller 340 and showing a green light signal by changing the time duration, either by decreasing or increasing the phase duration by a time increment. Changes to the time duration of a phase may not result in a time duration less than zero (or less than the minimum time if the applicable minimum time is greater than zero) and may not exceed the maximum green time for intersection A unless in a specific signal operating mode, such as emergency mode or obstruction detection mode. Extensions or reductions of current phases and times in the timing plan may be annotated, for example, by adding an item with the same item numeric value to the table and appending a subsequent code (e.g., A, B, C, etc.) to the item numeric value and specifying the time and duration for the same phase, as shown in Table 1.

[0111] Depending on the signaling mode of operation being used (e.g., timed, semi-actuated, actuated, etc.), the selection of the phase and time duration for a particular interval of time, such as the phase and time duration after the current phase, may be based on traffic demand in each direction at intersection A.

[0112] The signaling mode of operation may allow the TCD controller 340 to rotate through the phases in a fixed order of rotation, such as a time-predetermined mode, may follow a fixed order of phase rotation but skip some phases, e.g., the time duration of the phase is zero (t=0) in a semi-active mode, or may allow the TCD controller 340 to select any phase from a set or subset of possible phases (active mode).

[0113] The timing plans may be coordinated with respect to one or more intersections. The signal timing plan of the second intersection may be adjusted to coordinate traffic flow arriving from or leading to the first intersection based on an estimated time of arrival (ETA) of at least one vehicle R1. The ETA may depend on at least one of a current or upcoming speed limit of a road section disposed between the first intersection and the second intersection, a current speed of one or more detected vehicles traveling in at least one direction of the road section disposed between the first intersection and the second intersection, and a past speed of one or more vehicles traveling in at least one direction of the road section. For example, the TMS101 may then adjust the amount of green signal time in a direction to allow the vehicle R1 to pass through the second intersection in the direction of the first intersection such that the vehicle R1 may have an ETA at the first intersection during the time period in which the TMS101 provides a green signal at the first intersection in the direction in which the vehicle R1 may be traveling.

[0114] Traffic exiting the first intersection toward the second intersection may be at least a portion of the traffic demand of the second intersection from the direction of the first intersection. The signal timing and signal timing plan of the first intersection and the second intersection may each be adjusted based on the exit flow of the at least one other intersection.

[0115] In one case, the exit flow of at least one other intersection may enter on the same road section. In another case, traffic demand entering the intersection may be from multiple arriving road sections (e.g., a series of them) or from other directions that intersect with the arriving road section that may or may not be signalized. Additionally, probabilities may be estimated for each of those arriving directions to account for mid-block intersections, turns, and other reasons why a vehicle, bicyclist, or pedestrian may not arrive at the intersection during the current or upcoming time period. The closer a vehicle or traveler is to arriving at the intersection, the higher the probability that the vehicle or traveler will approach the intersection and enter the intersection.

[0116] 8C1 is a diagram of a road segment 3002 connecting intersection A with a traffic light located at the east end and intersection B with a traffic light located at the west end of the road segment 3002, according to one example. In this example, the road segment 3002 has two lanes for westbound traffic from intersection A to intersection B, and two lanes for eastbound traffic from intersection B to intersection A. In other examples, the road segment 3002 may have zero, one, or more lanes for westbound traffic from intersection A to intersection B, and zero, one, or more lanes for eastbound traffic from intersection B to intersection A.

[0117] Road segment 3002 has a center block intersection MB1 located between intersections A and B leading to another road segment 3003. Traffic can turn onto road segment 3003 from at least one direction on road segment 3002, and traffic can turn onto road segment 3002 from at least one direction on road segment 3003. Road segment 3002 has a length D formed from two segments D1 and D2. total Section D1 represents the approximate distance from intersection B to center block intersection MB1, and section D2 represents the approximate distance from intersection A to center block intersection MB1.

[0118] Approach road BA1 is located on road section 3002 between intersection B and center block intersection MB1 for eastbound traffic. Approach road BA2 is located on road section 3002 between center block intersection MB1 and intersection A for eastbound traffic. Approach road AB1 is located on road section 3002 between intersection A and center block intersection MB1 for westbound traffic. Approach road AB2 is located on road section 3002 between center block intersection MB1 and intersection B for westbound traffic. Approach roads MB1A and MB1B are located on road section 3003 and connect to center block intersection MB1. Approach road MB1A can be for southbound traffic turning onto road section 3002 and approach road MB1B is for northbound traffic coming off road section 3002.

[0119] Each direction of travel between intersection A and intersection B has at least one approach that leads to either signalized intersection A or signalized intersection B. Each approach may include at least one lane. A first approach that has one lane and is generally parallel to a second approach for traffic traveling in the same direction may have a turn probability that is different from the turn probability of the second approach. For example, because vehicles are less likely to make right turns from the left lane than from the right lane, an approach located in the left driving lane may not have a turn probability equal to the turn probability of an adjacent approach located in the right driving lane when traffic may turn right at the intersection.

[0120] Traffic demand may be determined based on time and / or based on distance, including detected and / or estimated traffic demand from at least one road segment. Time-based traffic demand may be a measure of traffic that may arrive or be located at or within a particular location or area within one or more time periods, for example, within the next 5 to 20 seconds. In another example, the time period may be 20 to 60 seconds. In another example, the time period may be 1 to 30 minutes or some combination of time increments from zero to 10 minutes. Distance-based traffic demand may be a measure of traffic within an area or within a distance of a particular location.

[0121] In one example, traffic demand may be determined based on the number of vehicle movements in each direction toward the intersection. In another example, traffic demand is a volume-based number of vehicles, bicyclists, or pedestrians. In another example, traffic demand may be a sum and / or product of weighted volumes of detected, known, or estimated vehicles, bicyclists, and / or pedestrians, and may have a count value different from the numeric value of 1, such as between zero and 1 for lower priority and greater than 1 for higher priority.

[0122] In the traffic example shown in FIG. 8C1 and FIG. 8C2, vehicle R1 is known to be traveling west from intersection A to intersection B on road segment 3002. If there were no turns between intersection A and intersection B, vehicle R1 may have an expected value (EV) that represents a probability X1 that vehicle R1 will arrive in an approach AB2 of intersection B within time period t1. Based on time (i.e., during time period t1), traffic demand for intersection B arriving from intersection A may be expressed in terms of EV as EV=(X1)(weight R1), where weight R1 is the weight of vehicle R1, and traffic demand for intersection B arriving from intersection A may be equal to 1 based on a numerical value for traffic demand (i.e., vehicle R1 counts as one vehicle). Vehicle R1 may have a value greater than or less than 1 if a weighted basis for traffic demand is used instead of a purely numerical basis, such as in the case of high priority and low priority weights. In general, the weight R may also be equal to the vehicle score stack VSS (see description of FIG. 16A, described below) and may vary dynamically. Furthermore, the weight R may be conditional. For example, when an emergency vehicle starts operating in emergency mode, the weight R of the emergency vehicle may be increased by some amount, such as to a maximum value, but the weights R of other vehicles within a certain range (time, distance, etc.) of the emergency vehicle may also be adjusted in response.

[0123] In another case, a turn may be allowed during a center block turn MB1, which may be located between intersections A and B. Then, vehicle R1 may have a probability X2 of arriving at intersection B, which is smaller than the probability X1 of the previous case, since vehicle R1 may also have a probability Y1 of turning at center block turn MB1 instead of continuing toward intersection B. Then, the EV of vehicle R1 arriving within the approach AB2 of intersection B may be expressed as (X2)(weight R1). The sum of X2+Y1 may be equal to a maximum of approximately 1 (100%).

[0124] Traffic demand approaching intersection B from the direction of intersection A may be represented by the sum of the EVs of all known, estimated, or detected vehicles traveling toward intersection B within time period t1. The closer in time and / or distance, and the fewer possible turns or potential reasons for vehicle R1 to stop as it approaches intersection B (and the greater the confidence that vehicle R1 will reach intersection B within time period t1), the higher the EV for intersection B from the direction of intersection A by vehicle R1. Additionally, the weighted priority of vehicle R1, if applicable, may also affect the EV.

[0125] Historical data may indicate how likely it is that a vehicle will generally turn at a particular intersection. For example, generally, 10 percent of the overall vehicle traffic driving from intersection A to intersection B will turn right at center block turn MB1. Furthermore, the probability may generally vary for each intersection based on time of day (TOD) and / or day of week (DOW), special events, or other conditions. Greater granularity may be obtained for a particular vehicle. A range of exemplary conditions may be indicated by the driver, user, or vehicle prior to the time that may affect the probability Y1. In one case, if center block turn MB1 leads to a location where vehicle R1 (or the driver or passenger of vehicle R1) frequently or routinely drives, the probability Y1 may be higher than average. In another case, if center block turn MB1 is for a gas station and vehicle R1 is estimated or known to have a low level of fuel on board, the probability Y1 may increase that vehicle R1 will turn into MB1. In another case, if a large truck is turning into the center block turn MB1 and vehicle R1 is a large truck, the probability Y1 that vehicle R1 turns in the center block turn MB1 may be lower than average. In another case, the use of turn signals by vehicle R1 that are known to TMS 101, such as by video detection of a flashing turn signal on the exterior of vehicle R1 while on a road segment, on an approach, or within a range of a location, or by data bus broadcast or download to at least one of TMS 101 and mobile device 320, which then transmits the information to TMS 101, may affect the probability Y1 that vehicle R1 turns in the center block turn MB1.

[0126] In the case where vehicle R1 is detected to be in approach AB1, a probability X1 may be assigned or estimated by TMS 101 that vehicle R1 will proceed from approach AB1 to approach AB2. Additionally, a probability Y1 that vehicle R1 will instead proceed to turn onto approach MB1B may also be assigned, derived, or estimated, as well as a probability U1 that vehicle R1 may perform a U-turn from approach AB1 and then continue in the opposite direction on approach BA2. Thus, the sum of X1+Y1+U1 may be equal to a maximum of 1 (100%).

[0127] In the case where road segment 3002 has multiple center block intersections (FIG. 8C2) between intersections A and B that are signalized, the overall probability that vehicle R1 will proceed from intersection A to intersection B may be estimated by the combined probability that vehicle R1 will proceed toward intersection B from each of the approaches from intersection A to intersection B. The same may be true for a road segment or set of road segments having one or more intersections, signalized or not, between a first intersection and a second intersection, where the vehicle's route is unknown.

[0128] In the case of vehicle R2 located in approach MB1A entering road section 3002 from road section 3003, a probability Z1 of vehicle R2 entering approach AB2 and a probability W1 of vehicle R2 entering approach BA2 may be estimated. Every approach that vehicle R2 enters may have a corresponding increase in traffic demand and / or a time interval t n However, there may be an increase in demand.

[0129] In one example, each probability for each approach may be estimated or determined based on historical data for that particular approach at a particular TOD for a particular DOW generally for traffic. In another example, each probability may be determined for a particular vehicle R based on data for vehicle R from past trips. In another example, each probability may be determined for a particular vehicle R based on data from past trips of a type or class of vehicle R. In another example, each probability may be determined for a particular vehicle R based on at least one combination of historical data for each particular approach of the road segment, data from past trips of vehicle R, current road, traffic, or weather conditions, and data from past trips of a type or class of vehicle similar to the type or class of vehicle R.

[0130] Further, the various time intervals may each represent a time interval for a vehicle traveling in a direction between intersection A and intersection B at a certain speed (eg, a speed limit, an average speed, etc.).

[0131] In one example, a time interval tn of 5 seconds on a road section having a speed limit of 40 mph (approximately 59 ft / s) is n The distance covered by may be estimated to be about 295 ft. The time interval tn may be fixed or dynamic and may be used to determine, based on time, when a detected or known vehicle is expected to arrive at an intersection or other location, such as a point, approach, or area on a road segment.

[0132] This allows for an estimation of the number of vehicles approaching the intersection per direction and / or per time interval. Further, in addition to estimating the vehicle counts, weights and / or probabilities may also be applied to estimate a measure of traffic demand for a direction or road section of the intersection during a time span of at least one time interval.

[0133] The traffic demands in each direction approaching the intersection may then be compared to select the traffic light phase or cycle that may provide the optimal routing for the TMS101 system operating mode. For example, in the case where the TMS101 system operating mode is to maximize throughput to the intersection, the TMS101 may provide a green traffic signal in the combination of non-conflicting movements that has the greatest total or combined traffic demand and continues to extend the green traffic signal phase time in at least one direction until some limit may be reached, ignoring other traffic in a second, conflicting direction that may be waiting at a red traffic signal for this time. This may maximize the amount of traffic through the intersection, but it may cause delays for other traffic. In another case, the TMS101 system operating mode may be to minimize wait times, and the TMS101 may operate the traffic signals at the intersection to limit the extension of the green traffic signal phase time such that only a fraction of the maximum green time is reached in any phase. This may result in a shorter maximum wait time, but may reduce the amount of traffic through the intersection. The description of Figures 8E and 8F provides further explanation.

[0134] FIG. 8C2 illustrates a variation of the one shown in FIG. 8C1, according to an example. An additional center block turn MB2 is placed between center block turn MB1 and intersection B. Approach roads AB3 and BA3 may be added in the westbound and eastbound directions between intersections A and B, respectively. Furthermore, similar to the probability Y1 described above, once vehicle R1 is in approach road AB2, probability Y2 may indicate the probability that vehicle R1 may turn at center block turn MB2 and the probability X2 that vehicle R1 will proceed toward intersection B. In case there are multiple intersections placed between vehicle R1 and intersection B, EV may be the product of various probabilities of vehicle R1 turning before arrival at intersection B within time period t1. In one case, vehicle R1 is placed between center block turn MB1 and center block turn MB2 and traveling in the direction of intersection B. The sum of probability Y2 and probability X2 may be approximately equal to 1, and the EV at which vehicle R1 may arrive at intersection B may be, at least in part, a function of the probabilities, such as EV=(X2)(weight R1) or (1-Y2)(weight R1).

[0135] In another case, vehicle R1 is located between intersection A and center block turn MB1 and traveling in the direction of intersection A. The sum of probabilities Y1+Y2+X1+X2 may be at most equal to about 1, and the EV at which vehicle R1 may arrive at approach AB3 of intersection B may be at least partially a function of probabilities X1 and X2, such as EV=(X1)(X2)(weight R1). The sum of probabilities that vehicle R1 will arrive at approach AB3 to intersection B varies with the current location of vehicle R1. For example, when vehicle R1 is in approach AB1, the sum of probabilities X1+Y1 may be at most equal to 1. When vehicle R1 is in approach AB2, the sum of probabilities X2+Y2 may be at most equal to 1.

[0136] In the case where the destination of vehicle R1 is known by TMS 101, but the specific route is not known by TMS 101, the EV of vehicle R1 for each intersection on the route may be estimated or determined with a higher degree of confidence than in the case where the destination is not known, since there is a set of likely routes that vehicle R1 can take to reach the destination that may result in a higher EV. TMS 101 may also provide guidance or recommendations that influence the likelihood that the driver will take a particular route.

[0137] In the case where the route of vehicle R1 is known by TMS 101, for example through a navigation system or algorithm, the location of each signalized intersection on the route may be known, and the ETA at each of the locations of at least one of the signalized intersections may be estimated based on at least one of vehicle R1 location and movement, other known or detected traffic, and current conditions of the road network, such as traffic volume, road works, weather, special events, or accident status. Thus, in effect, vehicle R1 initially has its route declared and then periodically or continually indicates that it is following (or not following) the route, so that the EV of vehicle R1 for each intersection on the route may be determined by TMS 101 with a higher degree of confidence than in the case where the route of vehicle R1 is not known.

[0138] Some vehicles or vehicle types may operate on fixed routes or possible routes, such as for public buses or parcel delivery trucks. When these routes are not fixed, they may be selected from a set of known or possible routes. The use of such routes may simplify probability calculations and increase confidence intervals in route and timing predictions for some vehicles.

[0139] In either case, additional time periods may be added to the calculation of when to change the traffic signal phase at a signalized intersection to account for the time required to clear traffic queues located on road sections having or adjacent to the direction of travel of vehicle R1, or to account for other delays, such as active rail, bicyclist, and pedestrian movement prior to the arrival of vehicle R1, so that vehicle R1 can slow down (or equivalently slow down) or stop for the intersection.

[0140] The traffic demand of vehicle R located on approach road BA1 on road section 3002 heading from intersection B to intersection A may be expressed as EV with respect to intersection A.

[0141] The sum of the EV for all known or detected vehicles traveling in a direction on a road segment over a time interval is ΣVehicle EV = EV1 + EV2 + ... + EV n The closer a vehicle is to the intersection, either in time or distance, the greater the EV of the vehicle will tend to be, since it is increasingly likely that the vehicle will arrive at the intersection. n The traffic demand on the road section is Source 1 = (Vehicle EV for Σt1) + (Vehicle EV for Σt2) + ... + (Σt n (Vehicle EV) Furthermore, the total traffic demand from multiple data sources for the direction of an intersection can be expressed as: Total travel demand = (JW) [(W1) source 1 + (W2) source 2 + ... + (W n )sauce n ] where W1 is the weight of the corresponding first source 1 on the total traffic demand, W2 is the weight of the corresponding second source 2 on the total traffic demand, and so on. JW is the intersection weight for the intersection direction and may serve as an indicator of the relative importance of the direction during one or more time periods. Adjustment of the JW may allow for coordination with adjacent, signalized intersections. In cases where a source of traffic may effectively be counted multiple times, such as cases where a known vehicle is detected on a road segment and is also known to communicate with the TMS 101 via a smartphone app, at least one data source may be adjusted to reduce the vehicle count for the known vehicle.

[0142] Determining the directional traffic demand for the intersection, such as by use of the preceding formulas and calculations, may correspond to process S3020 (FIG. 22), which enables the TMS101 to compare traffic demand between different road sections and approach the intersection, and then select a signal timing plan for the intersection to optimize at least one of a system operating mode and a signal operating mode.

[0143] FIG. 8C3 is a diagram illustrating the magnitude of traffic demand approaching intersection A from each direction, according to an example. Similar to what is described in FIG. 8B2, vehicles may be counted from each direction approaching intersection A to calculate traffic demand, which may then be weighted by time period (or distance). nThe closer a vehicle is to an intersection, the higher the traffic demand may be compared to the traffic demand for the subsequent time period. This is due to the use of EVs, as explained above with reference to Figures 8C1-8C2. Even if there are no turns along the road section approaching intersection A, there is a probability that the vehicle will stop (due to an accident, breakdown, stop, etc.) and therefore will not pass intersection A during the next time period, which is lower the closer it is to intersection A, meaning that as the vehicle approaches intersection A, the weight or EV should still rise, albeit at a lower rate, as the probability that the vehicle will pass is higher. The sum of the EVs of vehicles approaching intersection A from one direction in time period n may form the traffic demand for intersection A for that direction during time period n.

[0144] As the vehicle moves farther away from intersection A, its EV decreases due to a higher probability that the vehicle will veer off the current road and not reach intersection A, and a lower probability that the vehicle will reach intersection A within the current time period. This is especially true in cases where the vehicle route is not defined or available to the TMS 101. As the vehicle moves closer toward intersection A, the probability that the vehicle will go through intersection A increases, or the probability decreases if the vehicle is delayed, and may become zero if the vehicle makes one more turn before reaching intersection A. Then, as the vehicle travels toward or away from intersection A, the vehicle's EV with respect to intersection A increases or decreases commensurate with time (or distance).

[0145] 8D is a diagram of example processes for adaptive traffic management process 650 and navigation process 670 based on traffic and prioritization actions that may be applied by TMS 101 together or by TMS 101 and a separate navigation service or system configured to communicate with TMS 101, as described elsewhere herein. Adaptive traffic management process 650 is a process 650 that provides adaptive traffic management to an intersection with one or more signals, and navigation process 670 is a process 670 that provides navigation guidance to one or more vehicles operating on a road or within an area. Process 650 may already be in operation when navigation process 670 begins to operate.

[0146] The adaptive traffic management process 650 adaptively manages traffic in response to traffic detection inputs received from various sources including the navigation process 670, and various detection systems such as traffic cameras, detection loops, and vehicle counters, as well as data sources from the navigation system or network.

[0147] The adaptive traffic management process 650 begins by proceeding to sub-process S652 to receive detection information from various sources such as those mentioned above. The process 650 then determines whether to adjust traffic control devices (such as traffic signals, dynamic message boards, and dynamic speed limits) in response to traffic demand approaching one or more signalized intersections for the operating mode of the TMS 101 such as that described by Figures 8A-8B1. If so, the process 650 proceeds to sub-process S654 to adjust at least one TCD 340 or TSS 348, such as by changing a signal phase or timing traffic, changing a message displayed on a dynamic message board, and / or changing a dynamic speed limit to meet the traffic demand, such as those defined in the description of Figures 8A-8C3.

[0148] Process 650 then determines whether to transmit one or more TCD 340 or TSS 348 status updates or additional detection information that may have been received in sub-process S652 to the navigation system. Criteria for transmission may be updates to a road segment, area, or traffic signal status, or a countdown associated with a vehicle using the navigation system.

[0149] If the process 650 determines not to send an update, the process 650 proceeds to determine whether to repeat the process 650. If the process 650 determines to send an update, the process 650 proceeds to sub-process S656 to communicate the update to the navigation process 670. Once sub-process S656 is completed, the process 650 determines whether to repeat the process 650. Generally, the process 650 is continuous unless there is a system failure or loss of power.

[0150] If so, the process 650 returns to start again at sub-process S652, otherwise the process 650 ends.

[0151] The navigation process 670 begins by proceeding to sub-process S672 to identify one or more vehicles relevant to the navigation process, such as vehicles using the navigation process and vehicles that may be detected by the adaptive traffic management process 650.

[0152] Process 670 then proceeds to subprocess S674 to prioritize vehicles identified in the area or on one or more roads by subprocess S672. Prioritization of identified vehicles may include sorting each vehicle by available VSS and / or each group of vehicles by available GSS. It may also require calculating how the amount of detected vehicles without a VSS may affect the navigation of vehicles with a VSS, such as predicting traffic volume or speed in an area or along one or more road segments.

[0153] Process 670 then determines whether to generate a navigation route for at least one of the vehicles with a VSS or the vehicle group with a GSS. Vehicle groups with high GSS may be given higher priority than individual vehicles with a VSS, which in turn have higher priority than vehicles operating without a priority score. Every vehicle using the navigation system with a declared destination may each have a route generated by the system.

[0154] If the process 670 determines not to generate a navigation route for at least one of the vehicles, the process 670 proceeds to decision point S679. If so, the process 670 proceeds to sub-process S676 to generate a navigation route for at least one of the vehicles or vehicle groups using known processes, such as provided by a third party, which further describes the adaptive traffic signaling and control information provided by the process 650. The process 670 then proceeds to sub-process S678 to provide a navigation route to at least one of the vehicles or vehicle groups, such as by transmitting route information to a system or device onboard the vehicle or vehicle group. The process 670 then proceeds to decision point S679.

[0155] At decision point S679, process 670 determines whether to update the route or other information for one or more vehicles or groups of vehicles. Before determining whether to do so, process 670 may also receive a status update from adaptive traffic management process 650 via sub-process S680. The process of updating the route or information, depending at least in part on whether to adjust the route based on the information received from process 650, may enable one or more of the vehicles using the navigation system to reduce travel time, avoid delays, or reduce the number of stops compared to the current route plan of the one or more vehicles.

[0156] If the process 670 determines not to update the route or other information, the process 670 determines whether to repeat the process 670.

[0157] If process 670 determines to update the route or other information, process 670 proceeds to sub-process S682 to perform the update. Process 670 then proceeds to sub-process S684 to provide notification of the relevant updated route information for the vehicle and / or vehicle group to process 650. Process 670 then determines whether to repeat, and generally repeats until there are no vehicles with a VSS or GSS using the service in the area or on the road segment.

[0158] If so, the process 670 returns to start again with sub-process S672, otherwise the process 670 ends.

[0159] In one implementation, the TMS 101 may prioritize limiting the number of vehicles, e.g., a set number or a dynamic number, in a zone of a road network to within or below a range of numbers, percentage of movement, or another criterion for the zone and / or other zones (e.g., adjacent or nearby zones) to achieve or maintain a level of traffic movement or flow.

[0160] The TMS 101 may provide each vehicle or user with at least one of different modes of operation based in part on the prevailing conditions and environment of the road network, and the modes of operation may have different objectives, such as maximizing vehicle throughput, minimizing travel time, or controlling or restricting access. These objectives may be further defined, for example, for individual vehicles currently located within a zone or area, for all vehicles, for a subset of all vehicles, for the entire road network in the area, or for one or more zones of the area. Still further, the modes of operation may vary with the type of road, for example, signalized or unsignalized roads, or road sections with controlled access (e.g., major roads and interstates).

[0161] The TMS 101 may be used within a zone or area to detect and calculate traffic counts and flow rates. Based on the use of at least one system operating mode, the TMS 101 may communicate with and through mobile devices, vehicles, and roadside equipment to provide guidance and instructions to vehicles and users, dynamically prioritize vehicular traffic, provide navigation information, operate and adapt traffic signal timing, speed limits, and driving routes, adjust system conditions, monitor system utilization, performance, and inputs, and communicate with users or vehicles on the system to provide feedback based on real-time or near real-time conditions, probabilistic estimates, or historical data, etc.

[0162] Figures 8E - 8F illustrate exemplary conditions in which TMS101 may use different system operating modes depending on system load or conditions. The measure of system load is traffic density, which can range from light traffic to heavy traffic, i.e., from having only one vehicle on a road segment, where vehicles can drive freely, to having higher traffic volumes approaching a saturation state threshold, and then on to reaching severe congestion such as a traffic paralysis situation where traffic has virtually stopped. In such cases, traffic cannot even move in the direction of the blue - lamp signal due to the obstruction, and thus the traffic signal is no longer effective.

[0163] The traffic density TD may be the number of vehicles per time period per lane.

[0164] TD = (vehicles / time), and the saturation rate S for a road segment may be a constant.

[0165] S = 1,800 vehicles / hour, and the saturation ratio may be determined by TD / S. When the saturation ratio (SR) exceeds a threshold (an example provided below in the description of FIG. 21A), congestion may occur. Further, the trend of traffic density for a road segment may be determined by comparing the TD for a first time period (e.g., 1 hour, 15 minutes, or 1 - minute intervals) with the TD for one or more subsequent time periods. If the TD for a lane or road continues to increase with each measurement such as TD1 < TD2 < TD3, etc., the road segment may approach a saturation state depending on the rate of increase.

[0166] Each vehicle driving on a road segment effectively occupies a portion of the road segment that exceeds its physical footprint to encompass the surrounding area required to safely drive among other vehicles. The more predictably a vehicle behaves (operates or drives), the smaller the surrounding area required. The higher the density of vehicles (also known as traffic density) on a road segment or network, the more predictable the vehicles need to behave to maintain the level of traffic flow. In other words, the saturation threshold for a road segment may increase (e.g., from 70% to 90%) as vehicle predictability increases. Conversely, the saturation threshold decreases as predictability decreases, to the point where one unpredictable vehicle may be enough to cause congestion, such as by causing a collision that disrupts the road segment. Optional system operation modes of the TMS 101 may include the use of at least one of Vehicle Score Stack (VSS), Group Score Stack (GSS), JW in routing, guidance, traffic signal timing calculations, and other traffic control measures. VSS and GSS represent measures of vehicle priority and vehicle group priority, respectively, and are explained in detail by FIG. 16A. Vehicle priority and group priority may act as proxies for predictability. Thus, the higher the VSS (or GSS), the more likely the TMS 101 can provide vehicles with vehicle-centric operation modes. Different system operation modes may have different objectives, such as maximizing vehicular traffic throughput, reducing traffic density, reducing average travel time per distance (or increasing average speed), minimizing travel time for a particular vehicle or vehicle group, minimizing the number of stops for a particular vehicle, minimizing the number of stops for a vehicle group, minimizing the total distance traveled by a vehicle group, diverting or consolidating a particular traffic toward a particular location or area, or optimizing a combination of objectives. These are just examples, and there may be other objectives.

[0167] The TMS 101 may use modes of operation simultaneously for different road segments, zones, or vehicles, or may combine or blend them. Dynamic selection of system operating modes may include at least one system operating mode for routing vehicles on a road network, and may use various processes in various combinations to accomplish a goal.

[0168] Figure 8E is a graph showing, by way of example, VSS, traffic density, and three operating regions P, R, and E. This graph describes the conditions of a road section, the different operating modes or sets of operating modes that can be used by the TMS101 to meet various objectives within each region, and the zones or areas where traffic density may be used to represent the conditions. Region P may represent conditions under which the TMS101 can use a vehicle-centered operating mode to optimize the road network and / or traffic signals for one or more specific vehicles in a generally low traffic density range. Region P may represent conditions under which the TMS101 can use a system-centered operating mode to optimize the road network and / or traffic signals for the majority of known or detected vehicles in a generally high traffic density range. As the traffic density increases from a lower range to a higher range, fewer vehicles may be equipped only with vehicle-centered operating modes, specifically vehicles or groups of vehicles having high (above threshold) or relatively high VSS or GSS. In one example, the road section may have a measure of TD or SR, such as TD = 750 vehicles / hour or SR = 0.5, beyond which a progressively higher VSS is required to receive a priority traffic signal, and beyond which vehicles may receive a priority signal due to congestion or impending congestion, up to the point where the system is operating within region R. In another example, when 0.50 < SR < 0.70, only vehicles having a VSS ratio (the ratio of VSS to average VSS) of at least 1.2 may be equipped with a priority traffic signal. Exceptions to this may apply to vehicles having VSS within region E. Due to the critical nature of this operation, emergency vehicles operating in emergency mode may be equipped with a vehicle-centered operating mode by the TMS101 to minimize the travel time of the emergency vehicle, regardless of traffic density or other road conditions, particularly with respect to traffic signal timing.

[0169] The vehicle-centric mode of operation may adjust the weights of vehicle elements to increase their relative importance, such as the elements indicating the weights of a particular vehicle or vehicle group in the formula described by FIG. 8C2. For example, the weight of vehicle R1 may be temporarily increased and / or the weights of other vehicles may be decreased in the EV calculation to prioritize vehicle R1 over other vehicles. The weight of a data source, such as W1, may also be temporarily increased and / or the weight of another data source, such as W2, may also be decreased in the total traffic demand calculation to adjust the proportion of influence a vehicle or vehicle group has, which may allow a vehicle or vehicle group connected to the TMS 101 to encounter mostly or only blue light signals in areas equipped with traffic signals also connected to the TMS 101, especially during periods of low traffic density.

[0170] A system-centric mode of operation may adjust the weights of system elements to increase their relative importance, such as elements indicative of numerical vehicle counts from detection devices or particular data feeds (e.g., aggregated or anonymized feeds) in the traffic demand and EV equations described by the description of FIG. 8C2, to prioritize traffic throughput rather than individual vehicles or groups of vehicles. For example, the intersection weight JW of a first intersection may be temporarily increased and / or the intersection weights of other intersections may be decreased in the total traffic demand calculation to prioritize the relative importance of the first intersection over other intersections to optimize traffic movement for a road segment, area, or zone.

[0171] FIG. 8F is a graph showing the VSS, traffic density, and four operating regions P, Q, R, and E according to an example. The graph describes the conditions of the road section, zones or areas where different operating modes may be used by the TMS 101 toward meeting various objectives, and may use traffic density to represent the conditions. Regions P, R, and E may be the same as those described by FIG. 8E. However, when the traffic density gradually increases from low traffic density conditions to high traffic density conditions, a larger set of system operating modes may be used. In between, region Q may represent conditions where the TMS 101 may use a combination of both vehicle-centric operating modes to optimize the road network and / or traffic signals for one or more specific vehicles, generally for low traffic density ranges. Region Q may represent conditions where the TMS 101 may use a system-centric operating mode to optimize the road network and / or traffic signals for a majority of known or detected vehicles, generally for high traffic density ranges. As traffic density increases from lower to higher ranges, fewer vehicles may be equipped with vehicle-centric operating modes, specifically, only vehicles with higher VSS or vehicle groups with higher GSS. In one example, the first density reduced system operating mode may request that a vehicle or user postpone starting a trip to a future time or future time period. In another example, the second density reduced system operating mode may request that a vehicle or user schedule an upcoming trip at a specific time or time period before departure. Additionally, a user may schedule a departure time via the TMS 101 in advance, and the TMS 101 may track adherence to schedule per user or vehicle. In another example, a third density reduced system operating mode may request that a vehicle or user depart at a current time during a trip. Agreement and adherence to any request by at least one of the vehicles and users by the TMS 101 operating in a density reduced mode may provide reinforcement or other rewards for the VSS.Lack of adherence by the user or vehicle to such requirements may result in a decrease in the VSS or other deterrent factors.

[0172] In another example, a second density reduction system operating mode restricts traffic access or closes certain roads or intersections entering the zone for a period of time or until a target traffic density threshold for the road segment, area, or zone is met.

[0173] In another example, a vehicle-optimized system operating mode may provide vehicles with vehicle-centric routing designed to optimize routing for a particular vehicle based on at least one of travel time, distance, number of stops, cost (e.g., tolls or other charges), number of turns, and probability of delay. The variables and metrics may be prioritized or weighted algorithmically by the user, by the system operator, or through some combination thereof.

[0174] In another example, the first system optimal system operating mode may provide system centric routing designed to optimize routing for a population of vehicles, for example, by maximizing vehicular traffic throughput based on at least one of average speed, travel time, and distance traveled. The variables and metrics may be algorithmically prioritized or weighted and may be based at least in part on individual or composite user priorities, such as those provided by the vehicle optimal mode.

[0175] In another example, the second system optimal system operating mode may route vehicles in a manner that spreads traffic among multiple routes, such as to increase traffic flow or reduce traffic density at one or more intersections.

[0176] In another example, the third system optimal system operating mode may route vehicles in a manner that consolidates or concentrates traffic on one or more routes, such as to minimize vehicle flow at one or more intersections.

[0177] In another example, alternative travel system operating modes may be available and designed to present modes of transportation to a user instead of, or in addition to, driving to accomplish equivalent or similar travel objectives through other modes of transportation, such as bus, rail, cycling, carpooling or sharing, walking, or some combination thereof.

[0178] In another example, the emergency system operating mode may provide priority or highest priority routing to emergency response vehicles such as police vehicles, fire vehicles, and rescue vehicles. The emergency system operating mode may be a variation of the vehicle optimized system operating mode with the highest priority level or highest priority band status for emergency response vehicles operating in the emergency mode.

[0179] In another example, an artificial intelligence (AI) system may be used to augment any system mode of operation, such as to determine routing for one or more vehicles traveling within at least one zone on a road network and adjusting traffic signal timing in response to those vehicles. The AI ​​system may utilize at least one of a variety of techniques or processes to determine routes for each vehicle, for at least a portion of the routing function, for example, using machine learning, logic, probability theory, search, and optimization (including use in heuristics), and various types of neural networks. Additionally, in some circumstances, human input or review may be used.

[0180] In another example, an operational mode may use detection of the presence of a vehicle at or approaching an intersection to operate a traffic signal at the intersection or a second traffic signal at a second intersection, with or without data input from other sources.

[0181] In another example, a backup mode of operation may use traffic signal phases and cycle schedules to provide signal timing at an intersection in the event of an emergency or loss of previous data or connectivity.

[0182] FIG. 9 illustrates a two road intersection C with vehicle R1 approaching the intersection C, according to an example. Vehicle R1 may communicate with TMS 101 and follow a route provided by TMS 101. Intersection C may have a traffic signal. TMS 101 may recognize the presence of vehicle R1 as vehicle R1 approaches intersection C, and then adjust the traffic signal to provide a green lamp signal in a direction such that vehicle R1 may travel through intersection C without stopping for a traffic lamp signal, e.g., to go straight ahead through intersection C with reduced obstacles, to turn right at intersection C, or to turn left at intersection C. Vehicles connected to TMS 101 may be assigned a VSS as described by FIG. 16A, and a buffer length L FL and drive length L DL The vehicle may have a buffer length L FL may be for navigation purposes and may include the length of the vehicle, the distance ahead of the vehicle's location, and a path on the route calculated to, for example, provide sufficient distance for the vehicle to completely traverse one or more upcoming intersections on the route for the current vehicle speed, average vehicle speed, or estimated vehicle speed without intersecting or overlapping the buffer length or driving length of another vehicle (such as another vehicle traveling laterally), or to indicate locations on the navigation route where the vehicle is expected to stop or change speed.

[0183] Vehicle driving length L DL may include the length of the vehicle and the distance ahead of the vehicle calculated to provide the distance at which to take evasive or emergency action for the current vehicle speed, e.g., the distance at which another vehicle is traveling ahead in approximately the same direction. FL and operating length L DL may each be measured from the same reference point (e.g., the trailing edge or leading edge of the vehicle) and may be at least the length of the vehicle, and the buffer length L FL is the operating length L DL It may include:

[0184] Buffer length L FL and operating length L DL Both of the buffer length L and the leading edge L may each be a dynamic distance from the vehicle that extends toward a distance ahead of the vehicle, where the distance ahead may vary with, for example, vehicle speed and / or operating environment and conditions. FL and operating length L DL Both of the driving lengths L may also have a width component forming a buffer area that may contain the vehicle's footprint. DL is the buffer length L FL It may be a part of the operating length L DL may be approximately equal to, for example, the vehicle stopping distance from the current speed, the distance the vehicle reduces speed by some amount from the current speed (e.g., braking), or the distance to swerve to avoid a slow or stopped obstruction in the vehicle's current lane or path.

[0185] Vehicle buffer length L FL may be used for calculation purposes when the vehicles are traveling individually (one vehicle group) or when the vehicle is the lead vehicle in a vehicle group. In one example, a vehicle driving at 30 mph (44 ft / s) operating with a 30 second time horizon would have a buffer length L of approximately 1,320 feet. FL In one example, a vehicle driving at 45 mph (66 ft / s) operating with a 40 second time horizon may have a buffer length L of approximately 2,640 feet.FL The time horizon of a vehicle may be, for example, the time when a green light signal at the next intersection or a subsequent intersection is due to be provided in the direction of travel of the vehicle. The time horizon is determined by the time when the lateral movement is within the buffer length L FL The waiting time for cross traffic movements of other vehicles, pedestrians, bicyclists, and ground drones may also be determined to prevent overlapping with at least one of the driving length L of the vehicle. DL may be static or dynamic. If it is dynamic, the driving length L DL may vary as a function of vehicle speed. For example, as speed increases, the driving length L DL may be increased to accommodate the following distance or reaction distance in front of the vehicle. In another example, the driving length L DL may vary with speed and vehicle class and / or specifications, which may be indicative of the vehicle's braking capabilities (size, weight, brake type, computer assistance, vehicle autonomy, etc.), other performance criteria, as well as known traffic density and speed, and prevailing conditions such as weather (e.g., rain, snow, fog, day of the week) or road conditions (e.g., construction zones, school zones, TOD, DOW, presence of disabled vehicles, bicyclists, pedestrians, etc.).

[0186] Factors that may determine the intersection weight (JW) of an intersection direction may include at least one of the following: directional priority of the direction of travel entering the intersection, priority of the vehicle or group, speed of the vehicle or group, length of the vehicle or group, and vehicle or lane density on the road segment, current speed limit, presence of pedestrians, bicyclists, or groups of people, terrain factors such as slope, elevation difference, road curvature, and possibly certain unique features related to visibility or direction-related situational awareness compared to the same side of a second direction of the intersection. The map data for each road segment may include data that identifies roads and road segments using constraints. Examples may include length, width, height, grade, number of lanes, location of intersections and turn directions or restrictions, location of traffic control devices (e.g., traffic signals, gates), speed control devices (e.g., speed bumps, speed pavements), overhead clearance restrictions, presence of tunnels, bridges, terrain data (gradient, slope), temporary and long-term restricted access and duration of restrictions, traffic flow and historical data, permissible travel directions, truck restrictions, signage, roadside equipment (e.g., dynamic message boards, cameras, other surveillance equipment), photographs, access roads, and location of infrastructure such as communications equipment, electrical equipment, and plumbing. The driver described herein may be, at least in part, a (human) driver assistance system or a computer system such as in the case of an automated vehicle (AV).

[0187] For example, if a first direction entering an intersection has a steep downhill slope approaching the intersection, the JW for that approaching direction may have a higher or lower weight than the weight for a second direction entering the intersection that has relatively flat terrain approaching the intersection, increasing or decreasing the likelihood of a green light signal in the first direction of the intersection compared to the likelihood of the second direction. In another example, a first exit direction of the intersection has an upward gradient, but a second exit direction of the intersection does not have a substantial gradient. To help conserve vehicle momentum through the intersection, maintaining flow rates and reducing vehicle energy consumption, the directional priority of the intersection may result in a JW for a green light in the first exit direction having a higher value than the JW for the second exit direction.

[0188] In one example, vehicle R1 is traveling eastbound toward intersection C at speed v1, a distance x1 from intersection C, and a buffer length L that includes the length of vehicle R1 in front of vehicle R1. FL1 The buffer length of vehicle R1 is L FL1 The time tin for arriving at intersection C is tin=(x1-L FL1 In the case where vehicle R1 is moving forward straight through intersection C, the time tout when vehicle R1 passes through the width W1 of the cross road when vehicle R1 crosses intersection C can be calculated as tout = (x1 + w1) / v1. At time t = 0, x1 is 360 feet, L DL1 If is 40 ft, W1 is 48 ft, and v1 is 44 ft / s, then tin = (360-40) / 44 = 7.27 seconds and tout = (360+48) / 44 = 9.27 seconds.

[0189] Therefore, under these conditions, the driving length L to pass intersection C in 2 seconds is DL1 (Including vehicle R1).

[0190] Another example may be identical to the previous example, but also has a second vehicle R2 traveling south toward intersection C at a speed v2. The second vehicle R2 may follow a corresponding second route provided by the TMS 101.

[0191] In the case where the second vehicle R2 proceeds straight through the intersection C when the traffic light at the intersection C is green in the southbound direction, the time tout for the second vehicle R2 to completely clear the width W2 of the cross street when the second vehicle R2 crosses the intersection C can be calculated as tout = (x2 + w2) / v2. At time t = 0, x2 is 300 feet, L DL2 If is 40 ft, W2 is 48 ft, and v2 is 44 ft / s, then tin=(x2-L DL2 ) / v2=(300-48) / 44=5.72 seconds, tout=(x2+w2) / v2=(300+48) / 44=7.91 seconds.

[0192] If the first vehicle R1 and the second vehicle R2 are both known to the TMS 101 and are due to arrive, or if their respective buffer lengths L FL are scheduled to arrive within intersection C during an overlapping time period, TMS101 may provide guidance or instructions to at least one of first vehicle R1 and second vehicle R2 to avoid simultaneous or near simultaneous arrival at intersection C, minimizing delays or stops for at least one of first vehicle R1 and second vehicle R2.

[0193] Such guidance may include reducing at least one of the speed v1 of the first vehicle R1 and the speed v2 of the second vehicle R2, increasing at least one of the speed v1 of the first vehicle R1 and the speed v2 of the second vehicle R2, routing at least one of the first vehicle R1 and the second vehicle R2 to avoid intersection C, and / or stopping at least one of the first vehicle R1 and the second vehicle R2 at a point before entering intersection C, such as by providing a red lamp signal in the direction of the vehicle's travel at intersection C or a previous intersection along the vehicle's route (if applicable to that vehicle during the current time period). The TMS 101 may determine which guidance or instructions to provide or which action to take based in part on at least one of the priority VSS1 of the first vehicle R1, the priority VSS2 of the second vehicle R2, the location of the first vehicle R1 and the location of the second vehicle R2, the speed v1 of the first vehicle R1, the speed v2 of the second vehicle R2, speed limits, the vehicle route, and traffic conditions on surrounding roads and intersections. In one example, further, if both the first vehicle R1 and the second vehicle R2 are approaching the intersection C and are scheduled to arrive within an overlapping time period, the traffic signal may provide a red lamp signal to at least one of the first vehicle R1 and the second vehicle R2 to stop traffic in at least one direction entering the intersection C.

[0194] Any change of guidance or instructions for the first vehicle R1 and the second vehicle R2, such as with a speed v1 or a speed v2, may be subject to additional conditions, for example maintaining the speed v1 or the speed v2 relative to the respective speed limit SL1 or SL2, unless the first vehicle R1 and / or the second vehicle R2 slows down to stop, such as at a traffic light, and under conditions such as |v1-SL1|<(first speed deviation limit) and / or |V2-SL2|<(second speed deviation limit), among various possible constraints.

[0195] Another example may be identical to the previous example, but also have a third vehicle R3 traveling south toward the intersection at a speed v3 and following behind the second vehicle R2 on the common road section. The third vehicle R3 may follow a corresponding third route provided by the TMS 101, which has at least one common road section as the common road section of the second route (e.g., the common road section of the second vehicle R2).

[0196] The second vehicle R2 and the third vehicle R3 may be considered as a vehicle group. In one case, the group priority GSS and the vehicle group buffer length L FLG respectively determine the priority and driving length L of at least one of the second vehicle R2 and the third vehicle R3; DL The function may be a function of at least one of

[0197] In one example, a vehicle group may include two or more vehicles traveling in a line in a lane, and the group priority may be a function (e.g., the sum) of the priorities VSS of each vehicle in the vehicle group, and the vehicle group buffer length L FLG is at most the L of each vehicle in the vehicle group. FL and L DL At least one of the following and various L of the vehicles in the group FL and L DL Each vehicle may be assigned to a vehicle group based on, for example, at least one of the vehicle's location within a lane or road segment, the vehicle's current speed and direction, the vehicle's expected speed and expected direction, the vehicle's VSS, adherence to an assigned route and / or travel time, the vehicle's proximity to other vehicles in the vehicle group, or identity or operational status.

[0198] In another example, the group priority GSS of a vehicle group may be a function of a sum, a product, or a product and sum, or some calculation based on, for example, the VSS of at least two vehicles traveling on several lanes of the length of the road segment or on the length of one lane of the road segment. FLG may be the length along one lane of the road section, and the buffer length L for each vehicle within the length FL and operating length L DL At least one of the vehicle group buffer length L FLG This may be the basis for determining the vehicle group buffer length L FLGは、 Leading vehicle buffer length L FL and the driving length L of each subsequent vehicle in the vehicle group. DL , for example up to and including the last vehicle in a group of vehicles.

[0199] In another example, the group priority GSS and the vehicle group buffer length L FLG may be based on at least two vehicles located in an area of ​​a road segment having at least one lane and traveling in a common direction. FLG is the driving length L of the first vehicle R1 located at the front position relative to the second vehicle R2 located at the rear position in the group. DL or the buffer length L FL The second vehicle R2 may be located in the same lane as the first vehicle R1 or in a different lane.

[0200] In the case where the third vehicle R3 moves forward straight through the intersection together with the second vehicle R2, assuming that the third vehicle R3 remains behind the second vehicle R2 when the traffic light at the intersection is green in the southbound direction, the time t ING and the time t for the group of vehicles to completely pass the width W2 of the cross road when the third vehicle R3 crosses the intersection. OUTG In one example, at time t=0, x3 is 350 feet and LDL3 If is 60 ft, W2 is 48 ft, v3 = v2, and v2 is 44 ft / s, t ING =(x3-L DL3 -L DL2 ) / v2=(350-60-40) / 44=5.68 seconds, t OUTG =(x3+w2) / v3=(350+48) / 44=9.05 seconds It can be calculated as follows.

[0201] If a first vehicle R1, a second vehicle R2, and a third vehicle R3 are all known to TMS101 and are scheduled to arrive within the intersection during overlapping time periods, TMS101 may provide guidance or instructions to at least one of the first vehicle R1 and the second vehicle R2 to avoid simultaneous or near simultaneous arrival at the intersection and minimize delays or stops for at least one of the first vehicle R1, the second vehicle R2, and the third vehicle R3.

[0202] In each of the above examples, an additional time t FS is the time t , so that the total time allotted for each vehicle (the last vehicle, if in a group) to pass through intersection C before the traffic light changes to red in that direction causes additional delays, for example, due to latency that may exist in communication within the TMS 101 or due to road or traffic conditions. OUT Alternatively, time t FS may be described during the time period when the traffic light changes from green to yellow to red. Otherwise, time t EXTRAが、 It may explain the time required to slow down, to clear existing traffic queues, and / or a fixed waiting period.

[0203] The priority level of a vehicle approaching an intersection may be VSS if one or more directions of travel approaching the intersection have only one vehicle. The priority level of multiple vehicles approaching an intersection may be GSS if multiple vehicles are approaching the intersection from one direction of travel that has VSS. In other words, the GSS may include the VSS of one or more vehicles.

[0204] In one example, a first vehicle is traveling on a first route that intersects with a second route. A second vehicle traveling on the second route otherwise arrives at an intersection of the first route and the second route at approximately the time the first vehicle arrives at the intersection on the first route. The second vehicle may be requested or guided by the TMS 101 to decrease or increase the speed of the second vehicle by an amount beginning at a location before the intersection to offset the arrival of the second vehicle at the intersection from the arrival of the first vehicle, allowing the TMS 101 to either provide a green lamp signal to the first vehicle to pass through the intersection and then provide a green lamp signal to the second vehicle to pass through the intersection upon the arrival of the second vehicle at the intersection, or to reduce the time the second vehicle is stopped at a traffic lamp at the intersection if the first vehicle safely passes through the intersection and the second vehicle arrives at the intersection before the traffic lamp turns red in the direction the first vehicle is traveling.

[0205] A JW may be assigned to an intersection, for example, if at least one direction entering the intersection has a higher priority than at least one other direction entering the intersection. An intersection weight may be dynamic and may depend in part on the time of day, current or historical traffic volume approaching or entering the intersection, intersection terrain such as the slope of a ramp approaching the intersection, road surface, weather conditions, visibility, pedestrian traffic, rail traffic, side streets, known routes of vehicles using the TMS 101, and / or other factors.

[0206] Additionally, an intersection's intersection weight may serve as an indicator of the relative importance of the intersection to the relative importance of other intersections in a zone or area. The weights of individual directions of an intersection may be based on traffic flow history, terrain, etc. (or special events or time schedules). Intersection weights may be dynamically or statically assigned based on the intersection's overall importance within an area to prioritize traffic movement within the area over traffic movement at a particular location.

[0207] The importance of an intersection and the importance of each direction entering or exiting an intersection may be dynamic: some intersections and intersection directions may have higher priority at a particular time due to conditions such as their proximity to other intersections and the traffic effects of those other intersections, traffic volume, and obstacles in or near the intersection (e.g., school buses).

[0208] Traffic volume entering or approaching each intersection may be estimated or determined, in part, by routes provided to vehicles by TMS 101 or other navigation systems as routes are communicated to TMS 101. Additionally, expected arrival times for each vehicle approaching an intersection may also be estimated or determined by TMS 101. In combination with other information that may be available, dynamic intersection weights may be assigned by TMS 101 for each direction entering and exiting the intersection and may be used, at least in part, to determine directional priorities for TMS 101.

[0209] Prioritization of vehicles through an intersection may be performed as a comparison of values ​​of functions. Each function may be, for example, a sum, a product, or another combination of mathematical operations involving at least one of the intersection weight, the VSS, and the GSS. For example, a vehicle with a VSS priority entering the intersection from a direction with an intersection weight of JW1 may have a total priority equal to (VSS) x (JW1), and a group of vehicles with a GSS priority entering the intersection from a direction with an intersection weight of JW2 may have a total priority equal to (GSS) x (JW2).

[0210] In one example, a priority VSS1 of a first vehicle approaching the intersection from a first direction may be compared to a priority VSS2 of a second vehicle approaching the intersection from a second direction.

[0211] In another example, a function of a priority VSS1 of a first vehicle approaching the intersection and an intersection weight JW1 in a first direction may be compared to a function of a priority VSS2 of a second vehicle approaching the intersection and an intersection weight JW2 in a second direction.

[0212] In another example, the priority GSS1 of a first group of vehicles approaching the intersection from a first direction may be compared to the priority GSS2 of a second group of vehicles approaching the intersection from a second direction.

[0213] In another example, a function of the priority GSS1 of a first group of vehicles approaching the intersection and the intersection weight JW1 in a first direction may be compared to a function of the priority GSS2 of a second group of vehicles approaching the intersection and the intersection weight JW2 in a second direction.

[0214] In another example, the priority VSS1 of a first vehicle approaching the intersection from a first direction may be compared to the priority GSS1 of a group of vehicles approaching the intersection from a second direction. The priority VSS1 may be considered as a GSS having one vehicle.

[0215] In another example, a function of the priority VSS1 of a first vehicle approaching an intersection and the intersection weight JW1 in a first direction may be compared to a function of the priority GSS1 of a group of vehicles approaching the intersection and the intersection weight JW2 in a second direction. The priority VSS1 may be considered to be equal to the GSS of a group of vehicles having one vehicle.

[0216] As far as the routing process is concerned, there are at least two different cases that may determine how a vehicle is routed by the TMS 101. In the first case, if a first vehicle with a first vehicle buffer length is traveling on a first route, and a second vehicle with a second vehicle buffer length is traveling on a second route, and the first and second vehicle buffer lengths do not intersect or overlap in the current time and do not intersect or overlap in the next time period, the first and second routes may be considered by the TMS 101 to be independent routes. This case generally exists in low traffic density situations.

[0217] In a second case, which tends to exist in situations of moderate to high traffic density, if the first and second vehicles are traveling as described in the first case, except that the first and second vehicle buffer lengths intersect or overlap at the current time or are expected to intersect or overlap within the next time period, the TMS 101 may take action to mitigate the impact, which may include at least one of generating an alternate route for the second vehicle such that the second vehicle buffer length does not intersect with the first vehicle buffer length if the second vehicle is traveling on the alternate route, or using one or a combination of the routing processes described below to optimize traffic flow.

[0218] Depending on the system operation mode of TMS101, routes for each vehicle on the road network connected to TMS101 may be generated using known processes, may be generated based on known processes such as Dijkstra's algorithm, Johnson's algorithm, Bellman-Ford's algorithm, Floyd-Warshall's algorithm, or variations thereof, or may be determined by an alternative routing process.

[0219] The routing process may generate a first route for the first vehicle or first group of vehicles, including use of at least one of the VSS, GSS, JW, time component, and other information for at least a portion of the first route. The routing process may generate a second route for the second vehicle or second group of vehicles, including use of at least one of the VSS, GSS, intersection weight, time component, and other constraints, such as information that may result from the first route generated for the first vehicle or first group of vehicles, for at least a portion of a second route. Depending on the system operating mode of the TMS 101, the second route may be generated with a priority to avoid intersecting with the first route. The vehicle routing, guidance, and / or instructions may be adjusted for at least one of the first vehicle (or first group of vehicles) and the second vehicle (or second group of vehicles) toward a goal, e.g., to minimize a number of vehicle stops for at least one vehicle or to maximize vehicle throughput on a route, within a zone, or within an area, etc.

[0220] In one example, the second vehicle or second group of vehicles may travel on a second route and be guided to at least one of an approximate speed range and / or a complete stop for one or more time periods while traveling on the second route. Additionally, the second vehicle or second group of vehicles may travel on the second route and be guided on a detour away from the first route over at least a portion of the second route.

[0221] Time periods of seconds to minutes may provide sufficient bounds to achieve system objectives. Vehicle routes may be continually revised or updated with an initial destination for each route remaining fixed unless the TMS 101 is provided with an updated destination for the route.

[0222] A number of different independent location and time domain route segments may be created by dividing an assigned vehicle route and using one or more immediately relevant downstream route segments to guide vehicle traffic during a current and / or subsequent time period. The process may create a snapshot of the route segments in use for a time period. Only a subset of all intersections and road segments between the routes may be in use within the snapshot due to a shortened time period and expected distance covered by each vehicle than would be present if the entire length of each vehicle route were considered. The length of the route or route segment in use may be determined by a number of factors, including route proximity, vehicle speed, and / or vehicle buffer length L. FL may be a function of

[0223] One routing process for creating uninterrupted road segments may be by reducing the number of available intersections in an area over periods of time and routing vehicles away from directions where the red lights of those intersections are illuminated during those time periods.

[0224] The JW may be static or dynamic and may vary with direction. Each direction entering or exiting an intersection may have a different JW. The first intersection may be a primary intersection in a set of at least two intersections, and the second intersection may be a secondary intersection with at least one JW that may be a function of at least one JW of the first intersection. In one case, the JW of the second intersection may be based on the distance or travel time of the second intersection (e.g., time period t1) from the distance or travel time of the first intersection. The JW may be an arbitrary constraint applied to the TMS 101 and / or may depend on permanent or temporary conditions described above, such as terrain, traffic volume, and ambient conditions.

[0225] The process for calculating the traffic demand priority for each direction of an intersection may include sub-processes or steps of sorting the set of intersections in order from highest JW to lowest JW, optimizing traffic for the intersection with the highest JW, then optimizing traffic for the intersection with the second highest JW, and so on until finally optimizing traffic for the intersection with the lowest JW. In one case, calculating the traffic demand priority for an intersection is performed without modifying or taking into account the prioritization results of intersections with higher JWs that were optimized prior to optimizing the current intersection. In another case, calculating the traffic demand priority for an intersection may be performed while simultaneously modifying or taking into account the prioritization results of intersections with higher JWs than the JW of the current intersection.

[0226] 10 shows a vehicle R1 traveling in an area B100 according to an example. The vehicle R1 has a buffer length L FL1 and vehicle R1 is traveling on road 2 toward intersection B2, which is a section of road 2 ahead in the forward direction of travel of vehicle R1. Intersection B2 currently provides a green lamp signal in the direction of travel of vehicle R1, and a traffic signal located at a subsequent intersection on the route of route vehicle R1, such as a traffic signal located at intersection C2, may provide a green lamp signal from the current time until vehicle R1 passes the corresponding intersection. The traffic signal at intersection C2 may provide a green lamp signal prior to the arrival of vehicle R1 at the intersection, or the traffic signal may provide a green lamp signal prior to the arrival of vehicle R1 at the intersection, and may provide a buffer length L of vehicle R1 crossing the intersection. FL1 and the corresponding traffic signal may maintain the green lamp signal for a fixed period of time or at least until vehicle R2 has passed through intersection C2.

[0227] This may reduce stop / go diversions and reduce traffic flow interruptions and activity that may contribute to traffic congestion. Traffic with destinations on streets near intersections with red lights on (also known as locked or red lighted intersections) may still be routed to locations on those streets, such as location M, during a lock period without crossing the locked intersection, e.g., via intersection B1 but not intersection B2 to maintain a clear path on road 2 for vehicles traveling on road 2. Lock intersection periods may vary in duration and may generally be longer in duration than a normal traffic signal phase or cycle. The duration may range from seconds to minutes, e.g., 30 seconds, 1 minute, 2 minutes, 3 minutes, 5 minutes, and 10 minutes, or other increments that may be longer. Other traffic may generally be routed along a street with red lights on until the street has its blue lights on or is about to have its blue lights on. Exceptions to routing a vehicle towards a street with a locked intersection (with a red light in the direction of travel of the vehicle) may include a vehicle or user requesting to be routed along a street with a locked intersection if the vehicle has a low VSS, the user agrees to such a delay, or high traffic density / congestion conditions require such routing by the TMS 101. Additionally, a countdown may be communicated by the TMS 101 or traffic signal system to roadside displays, vehicles, and / or mobile devices as to how long until the red traffic light turns green again. Additionally, the VSS of vehicles in one or more directions approaching the locked intersection or another intersection, vehicle group GSS, vehicle count, and other vehicle status or standards waiting at the locked intersection may affect the duration of the traffic light and the lock period.

[0228] Another routing process may involve two or more vehicles operating simultaneously on different routes or directions within an area. Even if at least some of the routes of the vehicles intersect, the vehicles or their respective buffer lengths L FL They do not have to cross the same intersection at the same time, and L FL may otherwise intersect at approximately the same time. Thus, the route may be divided or segmented through at least one time region to reduce the number of intersections and therefore the number of prioritization and traffic signaling actions that may be required. Route subdivision may be applied to one or more routes based on at least one of vehicle density, number or density of intersections, speed limits, current vehicle speed, average or estimated vehicle speed, and the presence of exceptions such as unavailable vehicles, special events, emergency activities, and the like. In other words, although data about the destination or entire length of the route for each vehicle may be known by the TMS 101, the TMS 101 may not need to consider the entire route for traffic signal prioritization and control purposes. A route may be segmented or segmented through at least one time region to reduce the number of intersections and therefore the number of prioritization and traffic signaling actions that may be required. NEXT A time period t, such as within NEXT Only a portion of each route or related route d is required R distances may need to be considered at once for the next time period t NEXT The duration of may be a function of vehicle speed, speed limits, traffic density, and proximity of intersections. After a vehicle or group of vehicles has passed through or exited a road segment, or has passed through a portion of a road segment of a first route, the constraint for use of the first route no longer applies, and the road segment may be used for a second route without conflicting with use of the first route.

[0229] 11A-11C show, by way of example, vehicles R1 and R2 traveling in an area B100 on intersecting routes. FL1and vehicle R2 is traveling on road 1. Vehicle R2 has a buffer length of L FL2 and traveling on road B. Both vehicles R1 and R2 are routed through intersection B1 and may be heading towards intersection B1. During the considered time period, their respective buffer lengths L FL1 , L FL2 In the case where there is no overlap, the TMS 101 allocates a buffer of length L FL1 , L FL2 may be considered as separate, distinct, non-intersecting routes.

[0230] 11C shows vehicles R1 and R2 traveling in an area B100 on intersecting routes, according to an example. Vehicle R1 has a buffer length L FL1 and vehicle R2 is traveling on road 1. Vehicle R2 has a buffer length of L FL2 and traveling on road B. Both vehicles R1 and R2 are routed through and may be heading toward intersection B1. When vehicles R1, R2 may arrive at or pass intersection B1 at the same time, or when at least one of vehicles R1 and R2 approaches and passes intersection B1, the respective buffer lengths L FL1 , L FL2 may overlap, TMS101 first passes through intersection B1 and FL1 and L FL2 In order to prevent overlapping at any one time, an intersection prioritization process may be used to provide vehicles or groups of vehicles with intersection weights that have higher VSS, GSS, and / or traffic signal priorities.

[0231] Another routing process may include routing and grouping vehicles having routes with common road segments. In some implementations, vehicles and routes may be sorted by VSS or VSS range, e.g., vehicles with VSS within a numerical range may be grouped or routed together, but vehicles with different VSS may not be grouped with a vehicle group with a high VSS. Additionally, the VSS of vehicles within an area may be used to aggregate routes. Vehicles with higher VSS may have a higher weight or higher priority, resulting in less, if any, rerouting, and vehicles with lower VSS may have a smaller weight and be more rerouted to share common route segments with those of higher VSS vehicles. The degree to which vehicles may be rerouted may depend in part on the range of VSS between vehicles within an area, zone, and / or group. The estimated distance, travel time, and / or the number and intersection weights of expected stops or intersections on the route may also be considered before a route is assigned to each vehicle, depending on the current system operating mode of the TMS 101. Furthermore, when vehicle routes are considered, actions may be taken by the TMS 101, for example, by using traffic signal timing, adjusting dynamic speed limits, and other communications, to tier the vehicles in the group on the common route section by VSS or by range of VSS. An example may be to guide higher or lower VSS vehicles of the vehicle group toward the front or rear portion, respectively, traveling on the common route section. Furthermore, the positioning of vehicles in the vehicle group may be related to navigation or routing, such as the sequence in which vehicles separate from the vehicle group or common route section. For example, if the vehicle group is continuing straight through an intersection and the vehicle turns the intersection to minimize the probability of impeding other vehicles in the vehicle group that continue straight through, the vehicle may be guided or positioned toward the rear portion of the vehicle group.

[0232] In another case, a first vehicle R1 and a second vehicle R2 have a shared route segment, and vehicle R1 has a higher VSS or is in a higher VSS tier than the VSS of vehicle R2. The order of the vehicles on the shared route segment may be determined, at least in part, by the VSS of each vehicle, such that vehicle R1 is allowed or guided to enter the shared route segment first, and vehicle R2 is guided or allowed to enter the shared route segment after vehicle R1 has passed, or after a time duration has elapsed. Alternatively, the order of vehicles R1 and R2 entering the shared route segment may be determined based on at least one of the estimated time of arrival of each vehicle, the amount of turns each vehicle may have to make, the relative speeds, the number of lanes, and / or the traffic volume of each vehicle's route segment prior to the shared route segment, and the presence of any traffic signals at intersections of the shared route segment.

[0233] 12A-12B show vehicles R1 and R2 traveling in a route area B100 according to an example of a route or traffic integration. Each of vehicles R1 and R2 has a VSS, and the VSS of vehicle R1 is greater than the VSS of vehicle R2. Vehicle R1 is traveling on road 1 toward intersection C1. Initially (time t=0) vehicle R1 is located between intersection A1 and intersection B1. Vehicle R2 is traveling on road 2 toward intersection C1. Initially vehicle R2 is located between intersection A2 and intersection B2. TMS101 causes the traffic signal at intersection B1 to provide a green lamp signal for a time period in a direction that allows vehicle R1 to pass through intersection B1 unhindered. TMS101 communicates to vehicle R2 to turn onto road B at intersection B2 and proceed toward intersection B1. Vehicle R2 is then provided with guidance to turn onto road 1 at intersection B1 and proceed toward intersection C1. Depending on the prevailing conditions, TMS 101 may instruct the traffic signal at intersection B2 to provide a green lamp signal during a time period in a direction that allows vehicle R2 to pass unimpeded through intersection B2 toward intersection B1, and may further provide a green lamp signal during another time period in a direction that allows vehicle R2 to pass unimpeded through intersection B1 onto road 1 toward intersection C1. At a later time (t=s), a second condition may be indicated by the location of vehicle R1' and vehicle R2', with vehicle R2' following vehicle R1' on the same road section. FIG. 12B illustrates a portion of FIG. 12A that may be used by TMS 101 to separate the routes of vehicle R1 and vehicle R2 from other vehicles that may be traveling simultaneously on separate road sections of area B100 during a time period extending from t=0 to t=s. At least one of the intersections A1, B1, C1, A2, and B2 may be locked to provide uninterrupted movement of at least one of the vehicles R1 and R2, as illustrated by FIG.

[0234] In another example, vehicle R2 may have an initial VSS higher than the initial VSS of vehicle R1. In that case, TMS 101 may instruct the traffic signal at intersection B1 to provide a red lamp signal in a direction that prevents vehicle R1 from passing through intersection B1 and provide a green lamp signal in a direction that allows vehicle R2 to pass through intersection B1 and head toward intersection C1 without stopping for the red lamp signal at intersection B1. Later, the traffic signal at intersection B1 may provide a green lamp signal for vehicle R1 to travel through intersection B1 and follow vehicle R2 toward intersection C1.

[0235] Another routing process is for vehicle group length L FLG and communicating with at least one vehicle in the group to manage and maintain a steady speed, for example, to increase vehicle density on the road section while maintaining flow rate, thereby increasing vehicle throughput.

[0236] 13A-13B show a vehicle R1 and a vehicle R2 traveling in an area B100 according to an example. Each of the vehicles R1 and R2 has a VSS, and the VSS of the vehicle R1 is greater than the VSS of the vehicle R2. The vehicle R1 travels on the road 1 toward the intersection C1. Initially, at time t=0, the vehicle R1 is located between the intersection A1 and the intersection B1. The vehicle R2 travels on the road 1 toward the intersection C2. Initially, the vehicle R2 is approaching the intersection A1 and heading toward the intersection B1. The TMS 101 instructs the traffic signal at the intersection B1 to provide a green light signal in a direction that allows the vehicle R1 to pass through the intersection B1 unhindered. The TMS 101 further provides navigation guidance to the vehicle R2 to turn onto the road A at the intersection A1 and proceed toward the intersection A2. At intersection A2, guidance is provided to vehicle R2 to turn onto Road 2 and proceed toward intersection C2. Depending on the prevailing conditions, TMS 101 may instruct the traffic signal at intersection A2 to provide a green lamp signal in a direction that allows vehicle R2 to pass with minimal obstacles through intersection A2 toward intersection B2. Additionally, TMS 101 may instruct the traffic signal at intersection B2 to provide a green lamp signal during another time period in a direction that allows vehicle R2 to pass with minimal obstacles through intersection B2 on Road 2 toward intersection C2. After time s, a second condition is indicated by the locations of vehicles R1' and R2', vehicle R2' on Road 2 and vehicle R1' on Road 1, directed toward intersections C2 and C1, respectively. FIG. 13B shows a portion of FIG. 13A that may be used by the TMS to separate the routes of vehicles R1 and R2 from each other and from other vehicles that may be traveling simultaneously on separate road sections in area B100 during the time period extending from t=0 to t=s.

[0237] FIG. 14 shows, according to an example, a vehicle R1 and a vehicle R2 traveling on a road 1 as a vehicle group. The vehicles R1 and R2 each have a driving length L DL1 and L DL2and vehicle R1 has a buffer length L FL1 have a buffer length L FL1 is at least partially determined by the vehicle group length L when the vehicle R1 is in the leading position in the vehicle group. FLG Initially (at time t=0), vehicle R2 is following vehicle R1 towards intersection C1 and vehicle R2 is in the same lane as vehicle R1. FLG The driving length L of vehicle R2 may be longer than required for the current conditions. DL2 and the buffer length of vehicle R1, L FL1 There may be a gap length between the buffer length L FL1 and the driving length L of vehicle R2 DL At a later time t=s, the vehicle group length L FLG’ The second condition may be indicated by the locations of the vehicles R1′ and R2′, and the length of the vehicle group including the vehicles R1′ and R2′ is a length L FL1’ and L DL2’ , and the reduced vehicle group length L FLG This may be accomplished by at least one of vehicle R2 increasing its speed and vehicle R1 decreasing its speed to maintain the speed. A shorter vehicle group length at a given speed may require less time for the vehicle group to cover the road section and pass through intersections on the road section, allowing for greater vehicle throughput and traffic signal timing flexibility than a longer vehicle group length. Additionally, by leaving a larger time period between vehicle groups of more tightly packed vehicle groups traveling in a first direction, vehicles traveling in a second direction that intersects with the first direction at the intersection may be provided with more opportunities for the traffic signal to give a green signal to the second direction intermediate vehicle groups traveling in the first direction or another direction.

[0238] FIG. 15 shows a vehicle R1 and a vehicle R2 traveling on a road 1 as a vehicle group, according to an example.

[0239] For one or more vehicles in a group in a single lane, the minimum vehicle group length L FLG , L FLG =L FL1 +L DL2 +…+L DLn where n is the last vehicle in the group. L FLG is the L of the following vehicle relative to the rear edge of the leading vehicle DL If there is a gap between

[0240] In multi-lane situations, the minimum L FLG is the L of the leading vehicle between all lanes FL Plus L DL L of each succeeding vehicle along the lane with the longest sum of DL This minimum is the L of the leading vehicle if the first following vehicle is not in the same lane as the leading vehicle. FL And, L FL L of m following vehicles from the first following vehicle that may overlap with DL2 ~L DLm This may be adjusted for any overlap between

[0241] Additionally, up to all VSSs of vehicles in a group of vehicles may be considered for inclusion in the calculation of the GSS for the group of vehicles, or there may be a limit up to m of the number of vehicles with VSSs that may be added to the group, or the length may be determined by the length along one or more lanes of travel in the same direction of the road section that may be calculated or estimated to be able to pass the next intersection with a traffic light during the green phase in that direction of travel, or the group length may be up to a predefined limit such as 0.125 miles or 0.25 miles. The GSS may be equal to the sum of all VSSs of vehicles in the area or lane of the road section along the same direction of travel. The group of vehicles may be in one lane or may span multiple lanes, as long as the lanes are adjacent and travel in approximately the same direction.

[0242] Vehicle R1 and vehicle R2 each have a driving length L DL1 and L DL2 and may travel as a group of vehicles on a road section 333 in a common direction in separate, substantially parallel lanes. Vehicle R1 may be in front of vehicle R2, and there may be a distance between at least one of vehicle R1 and vehicle R2 and / or a driving length L DL1 and operating length L DL2 In such a case, the buffer length L of vehicle R1 is FL1 is the vehicle group leader L FLG It may be used in determining the vehicle group length L FLG is the buffer length L FL1 and the buffer length L FL1 The operation length L that does not overlap DL2 may be a sum of a portion of the

[0243] In other words, vehicle group leader L FLG is the operating length L DL2 and the buffer length L FL1 The buffer length L, such as the distance along the lane between the leading edges of FL1 and operating length L DL2, allowing the vehicle group to cover a road section and traverse an intersection on the road section in less time than if the vehicle group were distributed within a single lane, and FLG Let R2 be defined such that, for example, vehicle R2 follows vehicle R1.

[0244] In addition, the driving length of each vehicle L DL and the buffer length L FL L may be based at least in part on vehicle specifications, conditions, or status, and may be dynamic and vary with vehicle speed and other conditions (see discussion of FIG. 9 ), so that vehicle throughput on a road segment or through an intersection may be optimized, in part, by varying vehicle speed. In essence, L DL L is the distance including the length of the vehicle and the forward distance for the vehicle to stop or avoid an obstacle in front of the vehicle, given the current speed and road conditions. FL is the distance that includes the length of the vehicle and a sufficient distance ahead for the lighted intersection ahead of the vehicle to safely change from green to green for another phase shift to provide a green light signal in the direction of travel of the vehicle prior to the vehicle's arrival at the lighted intersection so that the vehicle can pass through the intersection without slowing down. FL is primarily a function of time and the speed of the vehicle.

[0245] Another routing process may include routing or sorting vehicles or vehicle groups by relative priority, e.g., by vehicle priority VSS or vehicle group priority GSS (as described above), to distribute traffic to zones or areas to avoid or postpone reaching a congestion threshold along a road segment with other vehicles or vehicle groups having higher or lower priority or having priority levels in different tiers.

[0246] At least one process for routing and / or sorting may be utilized, and the routing and sorting processes may be combined in various orders depending, for example, on the system operating mode in use at the current time and during the next time period.

[0247] In some implementations, each vehicle that is detected or that provides information to the TMS may be assigned a VSS for purposes related to at least one of routing, navigating, and receiving signals to continue through a signalized intersection when the vehicle approaches the signalized intersection. The vehicle's VSS may allow a user to influence the user's priority level by encouraging and discouraging certain actions and activities, thereby increasing the predictability of actions that may or may not be taken by a user, such as a driver.

[0248] The level of priority, referred to herein as the Vehicle Score Stack (VSS), may be a composite score or ranking determined by the TMS 101 based on several factors that may be obtained from several sources and users. The factors may be categorized (FIG. 16A).

[0249] At least a portion of the VSS may be used for additional purposes other than those in which a particular user drives or operates a motor vehicle, such as those in which the particular user is a passenger in the motor vehicle, a pedestrian, a bicyclist, or another party in a business or communication capacity.

[0250] A VSS may be used to encourage or discourage certain driver, passenger, bicyclist, and pedestrian behaviors, travel patterns, vehicle characteristics and usage, navigation usage, and otherwise balance road system load. A VSS may include a set of global and local variables, and the weighting of each factor may be adjusted by location, day, time, categorization, or other aspects.

[0251] The VSS of a vehicle may first be scored on a particular scale, e.g., 10,000, 1,000, 500, 100, or may be ranked against the VSS of other vehicles in the set. However, in each case, the VSS of the first vehicle may be normalized and compared to a second vehicle, which may not have a VSS. A detected vehicle that does not have a VSS may be considered to have a weight or count equal to 1. If the VSS of the first vehicle is normalized against a given VSS or the average of the VSS scores of a set of other vehicles, a priority of the first vehicle relative to the second vehicle may be established. For example, if a first vehicle has a VSS of 800 and the average of the VSS scores used for comparison is 400, the first vehicle may have a priority of 800 / 400=2. That is, the first vehicle may count twice as much as the second vehicle for prioritization purposes.

[0252] For vehicles with a VSS, in one example, the VSS of each vehicle is normalized to a 1,000 scale. A baseline value may be assigned or determined, for example, to zero. In another example, the VSS may be a normalized score from zero to 100, 500, 1,000, 10,000, or some other number. In another example, the VSS may be reduced below zero. In another example, a separate demerit score may be retained and the VSS may be reduced below zero.

[0253] The demerit score may be represented by a count of instances or points that occur each time a driver or vehicle exhibits unpredictable, unsafe, or undesirable behavior with respect to traffic movement and safety, for example. When the demerit score reaches or exceeds the number of demerit instances or points, the driver or vehicle may experience a reduction or restriction of privileges, such as lower priority on traffic ramps, and may receive guidance to navigate on longer or slower routes, or routes with more stops that allow other vehicles to proceed with higher priority. The demerit score may be kept as an ongoing tally, may be periodically reduced, or may be reset to zero. The demerit score may also be reduced by maintaining a set of instantaneous VSS above a certain level, such as the average VSS of the vehicle or driver over a previous distance or time period, or the average VSS of other vehicles and / or drivers for a distance or time period. The following are examples of reductions of instantaneous VSS 611. Instead of or in addition to such reductions, a count or points may be added to the demerit score for each occurrence described.

[0254] In one example, a vehicle is detected to be 20 mph over the speed limit on a road section, then each subsequent instantaneous VSS 611 driver action 618 component (FIG. 19) may be reduced by approximately 50 percent for the next 20 miles or 30 minutes.

[0255] In another example, a vehicle is detected to experience a rate of acceleration over a period of time at a rate above a predetermined threshold, such as 20 mph / s for more than 2 seconds. The driver action 618 component of each subsequent instantaneous VSS 611 may then be reduced by approximately 30 percent for the next 15 miles or 25 minutes.

[0256] In another example, the vehicle is detected to have deviated from the route provided by the TMS 101 or a navigation system configured to communicate with the TMS 101. The navigation adherence 620 component of each subsequent instantaneous VSS 611 may then be reduced by approximately 60 percent until the vehicle is detected to be traveling on the provided route again, until the vehicle reaches the indicated destination, or until the user communicates an updated destination to the navigation system or TMS 101.

[0257] These are merely illustrative and the invention is not limited to these examples: many other demerits can be envisioned to discourage various actions or behaviors to various degrees.

[0258] Detection of each VSS 610 element may be performed in various manners, such as through at least one or more mobile devices, vehicle systems or devices, and roadside detection systems or devices, and at different times.

[0259] In one example, the indicator of a vehicle's emissions compliance may be derived from at least one of roadside detection by measurement equipment, determined by a sensor data output from an on-board vehicle data system where the emissions output is below a threshold, and receiving verification of the vehicle's emissions test results from an approved data source, such as a service center or state agency.

[0260] In another example, the vehicle speed may be determined by at least one of the vehicle's sensors, such as a transmitted rotational speed obtained via a GPS signal received by the vehicle equipped with a mobile or portable device, and by one or more road sensors or detection devices, such as a camera or radar.

[0261] When multiple data sources or calculation processes are simultaneously available to determine the value of an element, at least one data source or calculation process may be used to determine the value of that element. Each data source or calculation process may be assigned a level of priority for use in cases where the data sources or calculation processes used to determine the elements of the VSS provide conflicting or contradictory information that exceeds a threshold in absolute or relative terms, depending on the element, such that a primary data source or calculation process may be selected for determining the element, then a secondary data source or calculation process may be selected, and so on.

[0262] A vehicle's VSS may be increased or decreased based on the inclusion or exclusion of elements or data sources to the TMS 101 in use. In one example, the addition of a second mobile device, such as a smartphone, to the VSS calculation may indicate at least one additional passenger and increase the utilization component of the VSS. In another example, the detection of an engine fault code in the vehicle data bus may decrease the vehicle's VSS. Weights may be assigned to each element or category of raw data and may vary by time, day, location, intersection, road section, vehicle class / status, etc.

[0263] The VSS may be dynamic and based on at least one of a cumulative duration of time or a cumulative distance over which an element, activity, or status is detected by or known or available to the TMS 101, the duration being referred to herein as persistence. At least one element of the VSS may have persistence. For example, persistence may be a rolling average or a continuous count over a period of time or distance traveled.

[0264] Each element of the VSS may be assigned at least one rate and / or per-instance value. The greater the time or distance an element is detected, the more value may be accumulated or subtracted from it by the VSS, in some cases up to a limit value. The VSS value may take the form of a numerical number, a ranking, or another quantitative metric. The weight of each element may be static or dynamic. The dynamic weight may be adjusted, for example, based on at least one of the following: day or time, system operating mode of the TMS 101, vehicle count in a zone or area, vehicle operating mode, and vehicle location. The static weight may be pre-configured in the TMS 101 from initial use, and while the static weight may be adjusted periodically by a system administrator or manager, the static weight may not change in response to system operating conditions without additional input or intervention.

[0265] The VSS may be based on cumulative and / or instantaneous actions and activities (i.e., previous time periods, instances of time, distance traveled, or variations of the two, etc.). Each element may have limits set within certain bands to create or avoid non-linearities to limit the numerical results within certain ranges, for example, use of the TMS 101 beyond a certain amount (e.g., time or distance) will not boost the VSS without limits.

[0266] The persistence of each VSS component may vary, for example, from about 30 seconds to forever (or by a distance, such as miles in advance, 10 miles, 100 miles, etc.). Conditions that affect the VSS may include the vehicle's or user's travel destination being known in advance and the travel destination being adhered to within a time or distance by the vehicle. Because a vehicle without a VSS may be unknown to or have limited visibility to the TMS 101, through use of the TMS 101 and having a VSS, a vehicle may have a higher priority than another vehicle that does not have a VSS.

[0267] Vehicles operating within a zone or area in which the TMS 101 is operating may have one of several identification levels. In one example, the vehicle is not detected and cannot be identified. This may occur in situations where the road does not have vehicle detection capabilities, and the TMS 101 may operate only through wireless communication with mobile devices and vehicles and does not communicate with a specific vehicle. In another example, the vehicle is detected and cannot be identified, such as in the case where the TMS 101 has a detection device, e.g., a camera or vehicle counting device, on or near the road section that may detect the vehicle as it passes. However, the vehicle does not communicate with the TMS 101 and remains unidentified. In another example, the vehicle is detected and cannot be identified, such as in the case of the previous example, and the TMS 101 has a detection device to identify the vehicle. Additionally, the TMS 101 may also communicate with the vehicle, e.g., through a wireless connection, or the TMS 101 may be able to identify the vehicle through a detection device, such as by reading a license plate or transponder on the vehicle. In another example, a vehicle is detected by the TMS 101 and communicates with the TMS 101, such as through wireless communications, but remains unidentified, such as through the use of an anonymous connection, such that vehicle identification information is associated only with the wireless device's Ethernet Hardware Address (EHA), Burned-In Address (BIA), Media Access Control (MAC) address, or Extended Unique Identified (EUI) identification. Additionally, the use of cryptographic processes and technologies (e.g., the use of blockchain) may also provide the ability to maintain a level of anonymity.

[0268] FIG. 16A illustrates a chart with some categories and weights of data elements that may form a VSS, according to one example.

[0269] Each vehicle and / or user operating within the TMS may be detected with various levels of accuracy, detail, and latency. The vehicle may be assigned a VSS 610. The VSS 610 may be a composite score or relative ranking that influences the determination of the priority level of the vehicle and may include several data elements detected, calculated, estimated, inferred, or otherwise determined by the TMS 101 through various devices connected to the TMS 101 and / or through various data sources in communication with the TMS 101. The data elements may be weighted, prioritized, and combined to generate the VSS 610. All data element types may be assigned a numerical value, and the VSS 610 may be a combination of the sum of the products of the element values ​​and their respective element weights.

[0270] While the VSS 610 may represent a vehicle, a user, and / or its activity, a set of data indicative of the vehicle, user, and / or activity may reside in at least one proxy device, such as a smartphone, tablet, vehicle data system, laptop, and / or a remote network external to the vehicle. The proxy device may or may not be in communication with or otherwise connected to the vehicle, such as in the case where a smartphone is included within the vehicle but not communicatively connected to the vehicle and obtains approximate vehicle movement data (e.g., vehicle speed and acceleration, etc.) from sensors connected to or included in a smartphone that is not connected to the vehicle.

[0271] Some data element types (also known as "data elements" or "elements") in VSS 610 may be grouped in categories for ease of understanding and for ease of identification and calculation, although the elements need not be categorized. VSS 610 may be determined based on available inputs. The more elements of VSS 610 that are provided or determinable, and the more elements that are known or determinable for each element of VSS 610, the higher the VSS 610 may ultimately be. The higher the VSS 610, the higher the priority of the vehicle. At least one category and / or element may be assigned a corresponding weight W such that some elements and categories may have a greater impact on the value of VSS 610 than other elements (e.g., a first element may have a greater impact than a second element, or vice versa). n (For example, 612 , W 614 , W 616 , W 618 , W 620 , W 622 , W 624 etc.) may be included in the VSS610 calculation.

[0272] Depending on the available data elements and the sources of those elements, portions of the VSS 610 may be assigned and / or provided to the vehicle, and portions may be assigned and / or provided to one or more users (e.g., driver and / or passengers, etc.) associated with the vehicle. In one example, elements of the VSS 610 that may be tracked at least in part by the vehicle or devices embedded or otherwise connected to the vehicle and are not generally separate from the vehicle may form a portion of the VSS 610 that may be attributed to the vehicle. The devices may be part of systems integrated into the vehicle, including a control area network (CAN) bus, an advanced driver assistance system (ADAS), a vehicle telematrix system, or a vehicle information and entertainment system, plug-in devices via an OBD-II or other port, etc., or devices connected to or assigned to the vehicle, such as a camera, or a video or audio recording system specifically. Exemplary categories of elements of the VSS 610 that may be tracked by the vehicle's systems, embedded devices, or associated devices that may form at least a portion of the VSS 610 include at least one of the vehicle class 612, vehicle specification 614, and vehicle status 616.

[0273] In another example, elements of the VSS 610 that may be tracked at least in part by a mobile device, e.g., a smartphone, that may travel with the user independent of one particular vehicle, may also form at least a portion of the user score 608, which is similar to the VSS 610. The user score 608 may be quantified in some manner as the VSS 610, and the user score 608 may further form a portion of the VSS 610. Exemplary categories of elements of the VSS 610 that may form at least a portion of the user score 608 include at least one of the driver actions 618, navigation adherence 620, and utilization 622. Additionally, other categories of the VSS 610 may also be tracked by one or more mobile devices and thus form another portion of the user score 608. One or more user scores 608 may thus contribute to the determination of the VSS 610, for example, by one or more functions. In cases where the user score 608 may be determined to be the score of a driver of a vehicle, the user score 608, or a component thereof, may have a different weighting than the weighting of a second user score 608', which may be the weighting of a passenger of the vehicle.

[0274] Data elements that may be used include, but are not limited to, vehicle registration or vehicle identification number (VIN) data, images or video, audio signature and / or volume levels, emission measurements, weight measurements, direction of travel, frequency of travel on one or more road segments, travel to or away from a particular event or condition, VSS points assigned by the user towards a travel objective, and route familiarity (e.g., frequency of travel on a particular route), vehicle (or other device) speed, acceleration, conditions, and / or direction, GPS location, wheel speed, transmission output shaft speed, brake oil pressure, brake control pressure or force, engine or motor RPM, power output, throttle position, fuel flow, fuel level, battery pack state of charge (SOC), coolant temperature, oil pressure, tire pressure, seat position weight, airbag deployment, hand brake events, use of any detectable vehicle control devices or mechanisms, event data recorder (EDR) recording to non-volatile memory, and / or the position or movement of the user's head, hands, and / or eyes. Other data may include the smartphone's operating mode or use, such as texting, calling, use of hands-free mode, display mode, use of the touch screen, and the use, or inability to use, certain features, functions, or apps of the smartphone. Any data available from an on-board vehicle, from a detection device external to the vehicle or from another data source, through a mobile or portable device within the vehicle, may be used to detect, determine, estimate, predict, and / or infer the status of the vehicle or the driver or other vehicle occupants, and the results may be used to determine the value of one or more elements or categories of the VSS 610 over a period of time. In general, data element types may inform the calculation of the VSS 610 by their presence or may inform information that can be derived from the data, and may be equated to a score or point value, which may then form a component of the VSS 610.For example, if the TMS 101 is equipped with the VIN of the vehicle, the vehicle status 614 score of the VSS 610 may have points added to it, such as according to a predefined schedule that assigns numerical or status information of various parts of the vehicle to the operation of the TMS 101.

[0275] Categories of data element types may include vehicle class, vehicle specifications, vehicle status, driver actions, navigation adherence, utilization, and boost. Each type or category of data element may have a range numerical value, and each category score may be the sum of the numerical scores of the data elements. The VSS 610 of a vehicle over time may be the sum or average of its instantaneous VSS 611 scores, and the instantaneous VSS 611a may be the sum of the scores in each category, and each category may be multiplied by a weight (e.g., W 612 ~W 624 ) may act as multipliers for their respective categories and / or elements, and may vary depending on whether the vehicle is operating in a particular zone, area, or road section, or at a particular time, or under particular conditions. At a more granular level, categories and weights may be defined within a category (if categories are used) by applying separate weights to individual types of data elements within the category. Categories are used herein for illustrative purposes, but VSS 610 may also compute from data element types and weights for each data element type, and such weights may simply be equal to 1.

[0276] Generally, the categories and elements allow the characteristics and performance of vehicles, drivers, and / or users to be measured or scored, while the weights allow the categories or elements to be emphasized relative to one another under certain conditions, e.g., by road, area, or zone, and / or time of day or day of the week.

[0277] The weights may also be adjusted for particular vehicles or drivers based on other conditions. In other words, some vehicles or drivers operating in a particular area may be applied a different set of weights than other vehicles or drivers in the same area. One example of this is an emergency vehicle operating in emergency mode, which may be applied a vehicle class weight W that is higher than the vehicle class weights and / or vehicle status weights of other vehicles. 612 and / or vehicle status weight W 616 It may have.

[0278] In certain circumstances, such as an emergency vehicle operating in an emergency mode, some or all of the category scores of the emergency vehicle may be maximized to have priority over all other non-emergency vehicles that may be in the area. Additionally, the category scores of at least some of the non-emergency vehicles in communication with the TMS 101 or navigation system may be reduced to ensure greater priority for the emergency vehicle in addition to other measures that may be taken, such as traffic signal preemption for the emergency vehicle.

[0279] Each category of data elements may then have a current score between zero and a maximum value for that category, for example between zero and 100, or between zero and 500. Weights may also be further applied to each category score as a multiplier. The sum of the current scores available for those categories may represent the instantaneous VSS 611 (FIG. 19). For example, a driver who is just detected currently driving within the requirements of the TMS 101 may receive a maximum driver action 618 category score of instantaneous VSS 611. The sum of the instantaneous VSS 611 over a period of time may represent the VSS 610. VSS 610 and instantaneous VSS 611 are each a single derived value. In one example, for a set of categories and weights, the instantaneous VSS 611 and VSS 610 may be: Instantaneous VSS611 = Σ[(Category n )(category weights n )] Here, each category nis the data element score Σ(data element type m ) may be the sum of

[0280] VSS610 = Σ(instantaneous VSS611) over the time period defined by the illustration in Figure 17 It is sometimes expressed as:

[0281] In another example, individual data element types of one or more categories may have weights that are different from the weights of the category weights. The instantaneous VSS 611 is then calculated as the sum of the data element types multiplied by their respective data element type weights. In other words, the category weights of a category may not be applied to the entire category, but instead, different weights may be applied to individual data element types within the category, which may result in an instantaneous VSS 611 with greater granularity. The examples provided below assume a range of zero to 100 for each category type, and the category score is the sum of the data element type scores within each category, and additions to or subtractions from the score may be made within the category score range. The points provided are for illustrative purposes only. Other examples may assign scores to the data element types that make up each category, or may classify the categories themselves as data element types.

[0282] Vehicle Class 612 may include one or more data elements, processes, or functions used to identify, for example, at least one of vehicle classification (e.g., emergency, government, or non-civilian), various types of emergency vehicles (e.g., military, police, fire, ambulance, etc.), civilian, commercial (low load, medium load, and heavy load, bus, coach), and private cars, trucks, and low speed vehicles, vehicles belonging to groups (e.g., by location, area, road section, company, organization, escort, etc.), motorcycles, scooters, and bicycles, and registration classifications (e.g., private, commercial, government, diplomatic, handicapped, school bus, government, etc.). In one example, an emergency vehicle operating in a non-emergency mode may have a vehicle class 612 score of 90 out of 100, and in an emergency mode, the vehicle class 612 score may increase to 100, but with a vehicle status weight W 616 may increase from 2 to 10. In another example, a passenger vehicle may have a vehicle class 612 score of 30 and a vehicle class weight W of 1. 612In another example, a large truck may have a vehicle class 612 score of 60 if not classified as hazardous and 80 if classified as hazardous. In another example, a motorcycle may have a vehicle class 612 score of 45. In another example, any vehicle with a registration classification revealed to the TMS 101 may have an additional 5 points added up to the maximum category score. The vehicle specifications 614 may include, for example, the magnitude of roll, pitch, and yaw of the vehicle, driving mode of operation for an automated or partially automated vehicle (e.g., SAE automated vehicle classification in use), vehicle location, speed, acceleration, deceleration, traffic signals, location of other vehicles on the road segment, speed, acceleration, and deceleration, or another metric, vehicle lateral position or rate of change relative to one or more road lanes or relative to at least one other vehicle, object, or time scale, distance following a lead vehicle, ADAS activation (e.g., automatic emergency braking, lane departure intervention, or alert events, etc.), selected transmission gear or mode, steering angle, vehicle weight, lighting status (e.g., headlights, steering ... The information may include one or more data elements, processes, or functions used to identify or measure at least one of: vehicle status, such as vehicle light status, vehicle headlight status, vehicle front light status, vehicle high beam status, turn signal status, tail light status, brake light status, marker light status, back light status, fog light status, etc.; seat belt usage; windshield wiper status; heat, defrost, or air conditioning status; vehicle system fault code status; emission output; inspection or registration status; license plate type; tire pressure; combined vehicle length (passenger vehicle towing a trailer, truck tractor trailer, trailer tractor without trailer);

[0283] In one example, a vehicle detected as having an anti-lock braking system (ABS) may have 5 points added to its vehicle specification 614 score. In another example, a vehicle whose only source of propulsion energy is electric may have 38 points added to its vehicle specification 614 score, and a vehicle with gasoline hybrid electric propulsion may have 28 points added to its vehicle specification 614 score. In another example, a vehicle providing a steering angle sensor output to the TMS 101 may have 6 points added to its vehicle specification 614 score. Vehicle Status 616 may include the status of one or more data elements, processes, or functions, such as the statuses that may be identified from above (Vehicle Specification 614).

[0284] In one example, a vehicle detected to be operating at a speed within a percentage of the posted speed limit for the current road segment may have 20 points added to its Vehicle Status 616 score. In another example, a vehicle detected to have its headlights turned on during a dark period of the day may have 18 points added to its Vehicle Status 616 score. In another example, a vehicle detected to be operating with its turn signals on for more than a period of time or driving distance may have 15 points subtracted from its Vehicle Status 616 score.

[0285] The driver actions 618 or status may include one or more data elements, processes, or functions used to identify, for example, at least one of the following: the status of a vehicle occupant (e.g., driver or passenger), the driver operating a steering wheel or device, throttle control, brake control, gear shift or transmission control, headlight control (e.g., low beam, high beam, etc.), turn signal control, hazard light control, horn, cruise speed control, seat belt, mirror or windshield wipers, the driver's use of a mobile device (and the mode of the mobile device), that the driver may be using the TMS 101 in a guidance mode by receiving and adhering to guidance provided by the TMS 101, whether the driver may be licensed and / or certified to drive, whether or not the driver is a resident of a zone or area or may be familiar with the route (based on some previous travel, the number, magnitude, or rate of steering inputs relative to those required for the route, or other actions, etc.), whether a classification may be assigned in another manner, and whether or not the driver is wanted by law enforcement or emergency services.

[0286] Additionally, the driver actions 618 may also include one or more data elements used to identify at least one of the driver's hand position on the steering wheel or other device, seat position, head or eye movement, heart rate, blood pressure, sweating, body or skin surface temperature, level of distraction, drowsiness, intoxication (through blood alcohol content (BAC), etc.), or other impairments based at least in part on data obtained through a biometric process, for example, via sensors built into or mounted within the vehicle, or a wearable device worn by the driver and also configured to communicate with TMS101 through a smartphone or vehicle CAN bus, etc.

[0287] Identity verification of each user associated with a mobile device may be inferred or determined by user input, such as a password or signature, or biometric information, such as the use of a fingerprint, retina, or iris pattern, or voice audio. A level of trust may be assigned by the device or the TMS 101 depending on the type and amount of input used for identity verification. For example, fingerprint input may provide a higher level of trust regarding a user's identifier than the level of trust provided by the use of a proper password, while the use of both may provide much higher trust.

[0288] If a user is identified or inferred to be the current driver of the vehicle, the driver's mobile device may operate in a driving mode. In one example, the driving mode of the mobile device may be enabled or disabled through movement of the mobile device, insertion or removal of the device from a cradle or docking station, detection of movement of the mobile device relative to the vehicle, or synchronization with a vehicle telematics or infotainment system.

[0289] A driving mode of a mobile device may have a different set of functions or features than a default or normal mode of operation. For example, a driving mode may enable or prioritize certain apps, functions, or features from a normal mode, such as limiting, restricting, or disabling at least one of sending and receiving text messages, messaging, video viewing, non-emergency phone use (e.g., dialing numbers other than 9-1-1), web browsing, email, gaming functionality, or only allowing certain apps or functions or features to be accessible unless the mobile device is detected by the vehicle or proxy to be moving at a certain speed, and perhaps for at least a period of time. Different driving modes of a mobile device may have different effects on the driver actions 618 portion of the VSS 610. Thus, a functional feature or app that is deemed to have a greater effect on driver distraction and road safety may have a corresponding effect on the vehicle's VSS 610 when limited or disabled for use inside the vehicle. If the driver wishes to use a feature or app on the mobile device that has been restricted or disabled, the vehicle may be required to stop, possibly for a minimum elapsed duration of time, before access to those features and apps is available again. The minimum duration of time may vary and may be greater than the time until the next red light at the next intersection remains red in the direction of the vehicle's direction of travel. In this manner, it may be possible to restrict sending and receiving text messages to driving. Exceptions to disabling functions, features, and apps may be emergency calling and location sharing for emergency use. Use of such features may be permissible at any time or all times and may vary by zone, area, or device location.

[0290] In another example, a camera, such as a camera mounted on an overhead gantry, may record, submit, and / or process images for purposes related to enforcement against distracted driving. The cumulative VSS impact may account for known portions of the driver's driving record (e.g., demerit score, driver's license status, restrictions, etc.), outstanding tickets in a zone or area, and driver training level, such as by government authorities, third-party certification, or through simulator training. Data describing driver actions may be processed differently at different times, depending, for example, on vehicle location, road type (e.g., main road, rural, parking lot, off-highway), and day and time of day. One example may be that a vehicle driving in a first direction on a road during a first part of the day meets the system requirements. However, if the road direction is reversed to a second direction during a second part of the day and the vehicle is driven on the road in the first direction during the second part of the day, the vehicle and driver do not meet the system requirements and the VSS may be adjusted differently.

[0291] In one example, a driver who is not detected using a mobile device while driving and whose mobile device is operating in a driving mode may have 60 points added to their Driver Actions 618 score. In another example, a driver who is detected to have a BAC over the limit may have their VSS privileges suspended and other actions taken by the TMS 101. In another example, a driver who is detected to have both hands on the steering wheel and whose driver's seat belt is engaged for more than a certain percentage of the driving time may have 16 points added to their Driver Actions 618 score. Navigation adherence 620 may include one or more data elements, processes, or functions used to identify at least one of, for example, a travel destination, driving on a recommended route, driving on major roads, avoiding restricted roads, adhering to a trip start time, trip time, trip speed, or trip distance, indicating route flexibility, specifying parking availability and disclosing parking reservations at a destination, overlapping routes (e.g., repeatedly driving in the same direction, street, zone, or area), deviating from an intended or recommended route by more than a certain distance and / or time, possessing special permits, and indicating transportation group status.

[0292] In one example, a vehicle detected to have a reserved parking space may have 22 points added to its navigation adherence 620 score. During times of high traffic in the destination area, the category weight W620 may be increased from 1 to 3 to emphasize navigation adherence as a component of vehicle priority. In another example, a vehicle that departs from a location within 3 minutes of the scheduled time may have 17 points added to its navigation adherence 620 score. In another example, a vehicle with a declared route that postpones leaving a location by a time period in response to a request by the TMS101 or navigation system may have an amount of points added to its navigation adherence 620 score, the amount corresponding to the duration of the time period and / or the condition of the traffic on the declared route. In another example, a vehicle may have 40 points added to its navigation adherence 620 score as long as the vehicle continues to follow the route provided by the navigation system and / or the TMS101.

[0293] Utilization 622 may include one or more data elements, processes, or functions used to identify, for example, at least one of the number of vehicle occupants, the destination of the vehicle or at least one vehicle occupant, and the use of a mobile device of each occupant that may be assigned to a driver, a user, or a vehicle passenger. The number of identified vehicle occupants in a vehicle may affect the VSS 610 of the vehicle. In one example, a vehicle with multiple vehicle occupants may have a higher utilization 622 component, and thus the vehicle may have a higher overall VSS 610. In another example, a vehicle with multiple vehicle occupants may have utilization 622 calculated based on at least one function of the user score 608 of each vehicle occupant and the product or sum of the user scores 608 of each vehicle occupant. The function may be linear or nonlinear. The nonlinear function may provide an upper or lower bound on the impact the number of vehicle occupants may have on utilization 622 for a class of vehicle. Additionally, the weight of a user may be higher as a driver compared to the weight of a user as a passenger for purposes of detecting vehicle occupancy. In another example, a vehicle with multiple vehicle occupants may have utilization 622 calculated based at least in part on one or more known travel destinations for at least one vehicle occupant, and the travel routing may be determined at least in part by the one or more known travel destinations. In other words, the more travel destinations are defined, the more routes may be defined, and the greater the impact utilization 622 may have on the VSS 610. In another example, the higher the ratio of vehicle occupants to known travel destinations, the higher the utilization 622 of the vehicle may be over the course of the trip. In yet another example, a function based on a relationship between estimated or actual passenger distances and vehicle distances for a travel route may affect the VSS 610 of the vehicle. Similarities may also be used for freight transportation movements, e.g., the relationship between mass-distance (or volume-distance) and vehicle distances traveled on a route. In yet another example, an emergency vehicle operating in an emergency mode may have utilization 622 and / or VSS 610 within the highest possible value that provides the emergency vehicle with priority over any non-emergency vehicles.

[0294] In one example, the number of vehicle occupants may be inferred by the TMS 101 through detection by time and location over a similar path by analysis of at least one of wireless communication, GPS signals, and / or another means of detection of at least one mobile device in the vehicle. In another example, seat belts or weight sensors in a vehicle seating system may be used to detect the presence of vehicle occupants.

[0295] Further, in addition to the previously mentioned means of verifying user identifiers for the mobile devices, in order to prevent vehicle occupants from artificially affecting the vehicle occupancy count by using multiple mobile devices, the TMS 101 may communicate with the mobile devices at random times whether or not the mobile devices have detected, estimated, inferred, or verified the status of the mobile device as the vehicle's current driver status or passenger status within the vehicle. Examples include at least one of calling the at least one mobile device, providing a prompt to the mobile device to verify the mode of operation, and detecting motion of the mobile device relative to the motion of the vehicle or removal of the mobile device from a cradle or docking station. Additionally, responses to any of the mobile devices may be compared by the TMS 101 to the vehicle's driving patterns to discern or correlate whether indicators of distracted driving may occur simultaneously with inputs to the at least one mobile device. Indicators of distracted driving may include, for example, varying vehicle speeds, statistically significant or otherwise quantifiable speed differences from other traffic, the vehicle zigzagging within or across lanes, and vehicle turn signal activation when the vehicle travels on only one road segment for more than a predetermined distance or for more than a predetermined period of time over a distance greater than the distance between the vehicle and one or more upcoming intersections.

[0296] In one example, a vehicle detected to have multiple humans on board may have 10 points added to its Usage 622 score. During times of high traffic volume in the area of ​​the trip, the category weight W622 may be increased from 1 to 5 to emphasize usage as a component of the vehicle priority. In another example, a commercial truck known to be carrying a large load may have 12 points added to its Usage 622 score. In another example, a vehicle may have 20 to 60 points added to its Usage 622 score depending on the number of confirmed passengers on board the vehicle. Passengers may be counted through the use of smart devices and / or cameras to identify and confirm their presence.

[0297] Boost 624 may include one or more data elements, processes, or functions used to identify, for example, at least one of: a frequency of use of TMS 101 for travel within a zone or area; an allocation of VSS points from a user's account toward increasing VSS 610 over a period of time or distance traveled by location, such as within a zone, area, on a road segment, or to a particular destination; and an addition of VSS points to a user's account or from a source other than the user's account.

[0298] VSS points may be digital credits that are received either through activity (e.g., earned through performance), purchase, or transfer from another account or source, and then can be used at a later time. VSS points may be categorized by classes, and each class of VSS points may have a different set of constraints or limitations related to duration or usage, such as expiration dates or times, numerical limitations of points that may be used together, time periods or date ranges during which each class of VSS points may be used or not, and eligible purposes or locations for which each class of VSS points may be used.

[0299] In one example, a user or third party adds boost points to the user's boost 624 score. Each boost point added may result in a corresponding number of points increase in the user's (and therefore the vehicle's) boost 624 score over some period of time or distance of travel, such as adding one boost point results in 10 points added to the boost 624 score over the next 10 miles or the next 20 minutes. In another example, a user or third party adds 3 boost points to increase the user's boost score 624 by 15 points over the duration of the trip. In another example, a third party adds 2 boost points to increase the user's boost score 624 by 8 points over the next 5 miles, and the user is informed of the addition by the TMS 101 or navigation system. In another example, a third party adds 5 boost points to increase the user's boost score 624 by 20 points for a particular route, such as a route to a particular location defined by the third party and agreed to by the user.

[0300] The vehicle's VSS 610 or average VSS may be compared or ranked relative to a second VSS or average VSS of a second vehicle or several vehicles, such as a second VSS or average VSS of a vehicle operating within a zone or area, either absolutely or relatively, or compared to a second VSS or average VSS of all other vehicles known to the TMS, etc. In one example, the VSS of a first vehicle is compared to the VSS of a second vehicle, and a vehicle with a higher VSS during a period of time (e.g., the last 1 minute, 5 minutes, 15 minutes, and 60 minutes) may have a higher priority. In another example, a vehicle with a higher VSS or average VSS over the last 5 miles, 20 miles, or 100 miles may have a higher priority.

[0301] 16B is a diagram illustrating the magnitude of traffic demand approaching intersection A from each direction, according to an example. Similar to that described in FIG. 8B2 and FIG. 8C3, vehicles may be counted from each direction approaching intersection A to calculate traffic demand, which may then be weighted not only by time period (or distance), but also by knowing the priority or VSS of each vehicle and, if available, the vehicle's navigation route.

[0302] Thus, a first vehicle with a VSS may have a weight that is a multiple of a second vehicle that may not have a VSS. This is because the first vehicle may be more predictable than the second vehicle. Furthermore, the intended route of the first vehicle may be revealed, allowing the TMS 101 to calculate when to change traffic signals for the first vehicle, even though the second vehicle may not even be known to the TMS 101. The relative VSS of the first vehicle may be greater than 1 compared to the second vehicle that is only counted numerically (i.e., effectively VSS=1). Then, having a revealed route, the further it is from intersection A, the closer the EV of the first vehicle to intersection A will be (even nearly=1) at some distance from intersection A, whereas the EV of the second vehicle to intersection A will be only a fraction of 1.

[0303] The EV of the first vehicle for intersection A may still increase as the first vehicle approaches intersection A for the same reasons as in the previously described scenario of a vehicle without a revealed route. However, the rate of increase in the EV of the first vehicle may be lower due to the first vehicle starting with an already high EV for intersection A due to its revealed route through intersection A. Additionally, a spatial relationship between intersection A and another intersection B, such as illustrated by FIGS. 8C1 and 8C2, may enable at least one intersection weight (JW) to be applied by TMS 101 to adjust traffic signal timing based on traffic demand or EV from one intersection to another.

[0304] For example, when traffic demand is detected approaching intersection B, a portion of the traffic demand is exiting intersection B and approaching intersection A from the west along road sections BA1, BA2, and BA3. In the case where at least a portion of the traffic demand is from vehicles with a revealed route passing through the VSS and intersections A and B, the EV for each of those vehicles is calculated, and the EV approaching intersection A is calculated. E3 , E.V. E2、 and EV E1 It is sometimes expressed as Expected Value (EV) E3 , E.V. E2 , and E.V. E1 may each have a smaller delta between them than they would have if their respective time periods (t1, t2, t3) did not have a revealed route because their respective EV increases from a much lower value as the vehicle approaches intersection A. In other words, the slope of the line between the vehicle's EV at the time periods closer to the intersection to the vehicle's EV from the longer time periods leaving the intersection will be steeper for the vehicle without a revealed route because the vehicle's EV may be a function of the vehicle's distance from the intersection.

[0305] The EV of the approaching vehicle or the EV of the time period may be multiplied by the JW of the intersection or the directional portion of the JW (JW may be the sum of the directional intersection weights for the intersection directions). The JW may serve as an indicator of the relative importance of the first intersection compared to the second intersection, and the relative importance of the vehicle or time period (in terms of EV) may allow for the calculation of the relative importance of traffic demand from one intersection to the next and / or the relative importance of traffic demand in one through direction of the intersection compared to another through direction of the intersection. The JW of intersection A is the JW AN +J.W. AW +J.W. AE +J.W. AS The JW for each direction may be a predetermined value, or may be dynamically adjusted by time of day, day of the week, etc., or based on traffic conditions.

[0306] In one example, J.W. A = 1, and JW in each of the four directions is equal to 0.25. Then JW A But J.W. B Then, the JW is compared with the JW of another intersection such as B Scaled up or down for example JW A If is scaled up to 1.2, four JW A The proportion of directions may remain the same, and each JW A The direction would have a value of 0.30. A The proportions of directions are not equal, and the scaled JW A may be summed to equal the value of

[0307] 17 shows a graph of several elements of the VSS 610 against time scales, according to one example. Each of the elements of the VSS 610 may have a weight (as illustrated in FIG. 16A) and a separate time-based persistence.

[0308] Each element of the VSS 610 may have a start time before the current time t. The start time of each element may vary. The VSS 610 may include at least one of a detected status (e.g., binary), an average calculation, an instantaneous calculation, or a measurement for at least one of a detected status, an element, a weighted calculation, and an accumulation calculation. Alternatively, each category of the VSS 610 may have an average calculation, an instantaneous calculation or measurement, a weighted calculation, and an accumulation calculation.

[0309] The VSS 610 may assign persistence based on a rolling or weighted average of at least one element over time. For example, the VSS 610 may use data from some or all of the available elements detected or calculated during a period of time of a previous trip, such as an immediately preceding trip, and may use that data for at least some period of time of the current trip.

[0310] Additionally, the data from previous trips may be raw data and may or may not include weighting and / or persistence information for the VSS 610, or data or calculations relating to the VSS of other vehicles, or for locations, zones, areas, and for routes or roads traveled.

[0311] In one example, at least 1 minute of data from a previous trip may be used in the calculations for a first portion of the current trip. In another example, about 1-5 minutes of data from a previous trip may be used in the calculations for at least a portion of the current trip. In another example, up to about 1 hour of data from a previous trip may be used in the calculations for at least a portion of the current trip. In another example, about 1-24 hours of data from a previous trip may be used in the calculations for at least a portion of the current trip. In another example, data from within a particular area or location may be used in the calculations for at least a portion of the current trip. In yet another example, up to all available previous trips, either from the same mode of transportation or from at least two modes of transportation, may be used in the calculations for at least a portion of the current trip.

[0312] The weight and persistence of each element of the VSS 610 may also be varied based on the current environment, zone, or area, for example, to place more or less emphasis on certain elements (e.g., speeding or sending or receiving text messages in a school zone, building structure zone, or at other times).

[0313] The VSS 610 may be dynamic and may change over time during a journey, and the VSS 610 (or an element of the VSS 610) may have a persistence that extends up to a period of time t, where t represents the current time. A , t B , t C , t D , and t E Each of VSS 610, t, represents a previous start time for which one or more elements of VSS 610 may be used in calculating VSS 610 for the current time t.

[0314] Each element, or category of elements, of the VSS 610 may have a persistence that differs from the persistence of other elements or categories. The effect of an element on the VSS 610 may then be, at least in part, a function of the element's persistence and magnitude.

[0315] In some cases, elements may not have persistence. In such cases, a surrogate value may be substituted or assigned with the calculation if needed. For example, an element with a binary status, such as whether the vehicle has reserved parking (or parking is presumed to be available) at the intended destination, may have only an instantaneous VSS 611 value and not persistence. However, providing confirmation to the TMS 101 that the vehicle does or does not have reserved parking at the intended destination may result in the assignment of a surrogate value when the vehicle approaches within a distance or arrival time estimate of the intended destination.

[0316] In fact, the persistence of an element may be used to assign a time or distance weight to the element in the process of calculating the VSS 610. In one example, a longer persistence may provide the element with a larger overall weight in the VSS 610, while a shorter persistence may provide the element with a smaller overall weight in the VSS 610. Additionally, the instantaneous VSS 611 may be compared to a VSS 610 determined over a longer period of time.

[0317] Dependency or conditional relationships may exist between elements. For example, if only emergency vehicles may operate in emergency mode, other vehicle classes may not have an "on" emergency mode status. In another example, commercial vehicles may have different navigation adherence conditions that restrict commercial vehicles to certain roads, either together or during certain time periods while private passenger automobiles may have different constraints.

[0318] Additionally, each vehicle or user may be assigned a distinct demerit score (as described above with reference to FIG. 15) upon detection of a violation depending on the severity or timing. For example, a vehicle may be assigned a demerit score at time t R In one example, the red light is run at time t R In another example, time t R In another example, the demerit score is calculated based on the time t R A second demerit score may be assigned if the time t is in the range of 1 to 4 seconds. R is greater than 4 seconds. The demerit score may have an impact on how the VSS 610 or elements of the VSS 610 are determined or utilized, but the demerit score may be distinct and separate from the VSS 610. Alternatively, the demerit score may be subtracted from the VSS 610 and / or the instantaneous VSS 611.

[0319] 18 is a diagram for a process S811 for determining instantaneous VSS 611, according to one example. The diagram may include several primary and secondary processes used to determine the vehicle's instantaneous VSS 611, including a process S850 of receiving each element that may be received from several data sources, processing the data for each element that may be received, including first assigning a points value to the data that must be related to the format of the instantaneous VSS 611 by a secondary process, S860, ensuring that the data is in a format that can be used for calculations (e.g., receiving a vehicle VIN must be converted to an instantaneous VSS 611 points value), as well as storing S870 the data for each element and at least one of the processed data for each element in memory, as well as calculating S880 based at least in part on the output of the processing S860 process and / or the storing S870 process to determine the instantaneous VSS 611 and then recording the instantaneous VSS 611 in memory or otherwise communicating the instantaneous VSS 611 or VSS 610 to the TMS 101. The storing S870 process may store the data in temporary or volatile memory for use during the calculating S880 process. Once the calculating S880 process is completed, the data may be transferred from volatile memory to non-volatile memory for later retrieval or may be deleted.

[0320] The calculating S880 may include comparing at least one of the data of the elements stored in the memory and / or the data of the elements processed in the memory. Furthermore, the process S811 may also enable the VSS 610 to be determined as described in the description for FIG. 16A. The secondary process may include a process of collecting and / or processing data related to a particular element of the instantaneous VSS 611 and the VSS 610. The particular element may include at least one of categorized data and uncategorized data, for example, the categories enumerated by FIG. 16A. The elements of the instantaneous VSS 611 and the VSS 610 (terms that may sometimes be used interchangeably) revealed to the TMS 101 or detected, determined, estimated, or inferred by the TMS 101, and the values ​​assigned to the elements may include the exemplary categories described by FIG. 16A, including, but not limited to, vehicle class, vehicle specifications, vehicle status, driver actions, etc. Furthermore, the elements may be classified into multiple categories or into categories different from those described. Each process may occur anywhere in the TMS 101 or through systems, devices, and / or components in communication with or connected to the TMS 101, and may include steps of communication between components, devices, or systems. Exemplary information that may be determined by data provided by a mobile device that does not communicate with the vehicle, such as a smartphone, includes acceleration data in multiple axes, GPS data and location data, and the number of vehicle occupants. Exemplary information that may be determined by data provided by vehicle sensors and data networks includes wheel speed, vehicle fuel economy, and vehicle steering angle. Exemplary information that may be determined by data provided by sensors or detectors at the side of the road and connected to the TMS 101 includes identifying vehicle presence (e.g., counting vehicles), identifying the lane of the road where the vehicle is located, the vehicle speed, and the vehicle license plate number. Some types of information may be obtained from more than one of the exemplary sources mentioned.

[0321] In one example, the TMS 101 or a system configured to communicate with the TMS 101 may calculate the vehicle's instantaneous VSS 611 elements related to vehicle speed. GPS capabilities on board the vehicle, such as via a smartphone or a navigation system built into the vehicle, may provide a set of date / time and latitude / longitude coordinates to coordinate with the TMS 101. The TMS 101 may then process the data to ensure it is from one of a set of available data formats, proceed to store the data in memory, and then calculate the vehicle speed by comparing changes in the GPS location data with respect to time. Additionally, if a vehicle speed sensor output is available, that data may also be received, processed (and time-stamped), stored, and incorporated by the TMS 101 in the vehicle speed calculation, such as by converting the speed sensor output signal to a speed and comparing the result to the vehicle speed calculated from the GPS coordinates.

[0322] FIG. 19 illustrates a VSS 610 including a series of instantaneous VSS 611, according to an example. The VSS 610 may be determined from a set-off instantaneous VSS 611, for example, as a sum or function thereof over a time or distance-based series of the instantaneous VSS 611. The VSS 610 may not be formed by consecutive instantaneous VSS 611, but may be calculated from several instantaneous VSS 611 calculated at one or more data sample rates. In an example, the VSS points are obtained during at least a portion of a time period during which the TMS 101 detects that the vehicle's VSS 610 and / or the instantaneous VSS 611 are operating above a first threshold 982, which may indicate that the driver is performing above a predetermined level, and may include the purchase and / or use of VSS points, or VSS points received from another party, such as for rewards for the purchase of certain goods, services, or other actions given or assigned by the user or vehicle, or by another party to the vehicle or user.

[0323] The first threshold 982 may be, for example, an average of the VSS of several vehicles in a zone or area, or may be another baseline. Furthermore, if the TMS 101 detects that the VSS 610 of the vehicle falls below the first threshold 982 or the second threshold 984 (the first threshold 982 may be equal to the second threshold 984), indicating that the user is not performing to a predetermined level, VSS points may be deducted from the user's account by a predetermined amount or at a predetermined rate, while a value may be added to the user's demerit score. The action by the user to receive VSS points may include at least one of maintaining the VSS 610 of the vehicle as a driver for a time period or distance traveled above the first threshold 982, traveling in or to a zone, area, road section, or location within a time period, on a special day, or to be present on a special day or time, and / or completing a provided or requested action. Rewards may include perks from governments, agencies, and companies that benefit from a user's use of the TMS 101 by having additional points on the user's account, a vehicle or user receiving a greater or greater percentage of blue lights when approaching a traffic-signalized intersection, reduced wait times, parking reservations and discounts, fuel purchase discounts, incentives for public transportation, and being able to predict arrival and travel times with greater confidence. Rewards may be provided by third parties in exchange for a user performing an action. An action may be driving or remaining at or in a particular location, at or for a particular time. Rewards for such actions may have a dynamic component that accounts for current traffic levels and / or the number of passengers in the vehicle (utilization 622), such that a user reduces or postpones driving during periods of heavy traffic in a zone or area.VSS points may be fungible and transferable to one or more users or vehicles, may reside with a user's account or a vehicle's account, and may act as a type of digital currency.

[0324] In one example, VSS points may accumulate in a user account during or during a time period in which the TMS 101 detects that the vehicle's VSS 610 and / or instantaneous VSS 611 is operating above the first threshold 982, and / or VSS points may not be deducted from the user account during a time period or event in which the TMS 101 detects that the vehicle's VSS 610 and / or instantaneous VSS 611 is below the first threshold 982 or the second threshold 984.

[0325] In another example, VSS points may accumulate in a user account during or during time periods when the TMS 101 detects that the vehicle's VSS 610 and / or instantaneous VSS 611 are operating above the first threshold 982, and VSS points may be deducted from the user account during time periods or events when the TMS 101 detects that the vehicle's VSS 610 and / or instantaneous VSS 611 are below the first threshold 982 or the second threshold 984. VSS points may be deducted from the user's account by a fixed amount or at a rate during such time periods.

[0326] In another example, VSS points may accumulate in a user account during or during a vehicle time period in which the TMS 101 detects that the vehicle's VSS 610 and / or instantaneous VSS 611 is operating above the first threshold 982, and VSS points may not be deducted from the user account during a time period or event in which the TMS 101 detects that the vehicle's VSS 610 and / or instantaneous VSS 611 is below the first threshold 982 or the second threshold 984. However, at least one value may be added to the demerit score of the user's account.

[0327] 20 is a block diagram illustrating a controller 320 for implementing the functions of a mobile device 322 described herein, according to one example. Those skilled in the art will appreciate that the features described herein may be adapted to be implemented on or with a variety of devices (e.g., laptops, tablets, servers, e-readers, navigation devices, etc.). The controller 320 may include a central processing unit (CPU) 900 and a wireless communication processing unit 910 connected to an antenna 912.

[0328] The CPU 900, which may include one or more CPUs 900, may control each element in the controller 320 to perform functions related to communication control and other types of signal processing. The CPU 900 may perform these functions by executing instructions stored in the memory 950. As an alternative to, or in addition to, the local storage of the memory 950, functions may be performed using instructions stored on an external device or on a non-transitory computer-readable medium accessed over a network.

[0329] The memory 950 may include, but is not limited to, a read-only memory (ROM), a random access memory (RAM), or a memory array including a combination of volatile and non-volatile memory units. The memory 950 may be utilized as a working memory by the CPU 900 while executing the processes and algorithms of the present disclosure. In addition, the memory 950 may be used for long-term data storage. The memory 950 may be configured to store information and a list of commands.

[0330] The control device 320 may include a control line CL and a data line DL as internal communication bus lines. Control data to / from the CPU 900 may be transmitted through the control line CL. The data line DL may be used to transmit data.

[0331] The antenna 912 may transmit / receive electromagnetic wave signals between base stations to carry out radio-based communications, such as various forms of cellular telephone communications. The wireless communications processing unit 910 may control communications carried out between the controller 320 and other external devices via the antenna 912. For example, the wireless communications processing unit may control communications between base stations for cellular telephone communications.

[0332] The control device 320 may also include at least one of a display 920, a touch panel 930, operation keys 940, and a short-range communication processor 970 connected to an antenna 972. The display 920 may be a liquid crystal display (LCD), an organic electroluminescent display panel, or another display screen technology. In addition to displaying still and moving image data, the display 920 may display operation inputs such as numbers or icons that may be used to control the control device 320. The display 920 may additionally display a GUI for a user to control the status of the control device 320 and / or other devices. Furthermore, the display 920 may display text and images received by the control device 320 and / or stored in the memory 950 or accessed from an external device on a network. For example, the control device 320 may access a network such as the Internet and display text and / or images transmitted from a web server.

[0333] The touch panel 930 may include a physical touch panel display screen and a touch panel driver. The touch panel 930 may include one or more touch sensors for detecting input actions on the operating surface of the touch panel display screen. The touch panel 930 may also detect touch shapes and touch areas. As used herein, the phrase "touch action" refers to an input action performed by touching the operating surface of the touch panel display with a pointing object such as a finger, thumb, or a stylus-type instrument. In the case where a stylus or the like is used in a touch action, the stylus may include a conductive material at least at the tip of the stylus so that a sensor included in the touch panel 930 may detect when the stylus approaches / contacts the operating surface of the touch panel display (similar to the case where a finger is used in a touch action).

[0334] In some aspects of the disclosure, the touch panel 930 may be disposed adjacent to (e.g., laminated with) the display 920 or may be integrally formed with the display 920. For simplicity, the disclosure assumes that the touch panel 930 is integrally formed with the display 920, and thus examples discussed herein may describe touch operations performed on the surface of the display 920 rather than the touch panel 930. However, one skilled in the art will appreciate that this is not limiting.

[0335] For simplicity, this disclosure assumes that the touch panel 930 is a capacitive type touch panel technology. However, it should be appreciated that aspects of this disclosure may be readily applied to other touch panel types (e.g., resistive type touch panels) with alternative structures. In some aspects of the disclosure, the touch panel 930 may include transparent electrode touch sensors aligned in the XY direction on the surface of a transparent sensor glass.

[0336] The operation keys 940 may include one or more buttons or similar external control elements that may generate an operation signal based on detected user input. In addition to output from the touch panel 930, these operation signals may be provided to the CPU 900 for performing associated processing and control. In some aspects of the present disclosure, processing and / or functions associated with external buttons, etc. may be performed by the CPU 900 in response to input actions on the touch panel 930 display screen rather than on external buttons, keys, etc. In this manner, external buttons on the controller 320 may be eliminated instead of performing input via touch actions, thereby improving water tightness.

[0337] The antenna 972 may transmit / receive electromagnetic signals to / from other external devices, and the short-range wireless communication processing unit 970 may control wireless communications performed between other external devices. Bluetooth, IEEE 802.11, and Near Field Communication (NFC) are non-limiting examples of wireless communication protocols that may be used for device-to-device communications via the short-range wireless communication processing unit 970.

[0338] The controller 320 may include a motion sensor 976. The motion sensor 976 may detect characteristics of the motion (i.e., one or more movements) of the controller 320. For example, the motion sensor 976 may include an accelerometer for detecting acceleration, a gyroscope for detecting angular velocity, a geomagnetic sensor for detecting orientation, a geolocation sensor for detecting location, etc., or a combination thereof for detecting the motion of the controller 320. In some embodiments, the motion sensor 976 may generate a detection signal including data representative of the detected motion. For example, the motion sensor 976 may determine the number of distinct movements during the motion (e.g., from the start to the stop of a series of movements, within a predetermined time interval, etc.), the number of physical impacts on the controller 320 (e.g., shaking of an electronic device, collision, etc.), the speed and / or acceleration of the motion (instantaneous and / or temporary), or other motion characteristics. The detected motion characteristics may be included in the generated detection signal. The detection signal may be transmitted, for example, to the CPU 900, whereby further processing may be performed based on the data included in the detection signal. The motion sensor 976 may function in conjunction with a global positioning system (GPS) section 960. The GPS section 960 may detect a current location of the control device 320. Current location information detected by the GPS section 960 may be transmitted to the CPU 900. An antenna 962 may be connected to the GPS section 960 for receiving and transmitting signals to and from GPS satellites.

[0339] FIG. 21A shows a vehicle R1 traveling in an area C100, according to an example. The area C100 represents a grid of intersections formed by several roads, designated Road A through Road F, each arranged in a north-south direction, and several roads, designated Road 1 through Road 5, each arranged in an east-west direction. Each intersection may be identified by a combination of a north-south road and an east-west road. For example, intersection B2 is the intersection of Road B and Road 2. Intersections A1 through F5 may be four-way intersections with traffic lights, the same or similar to that of intersection A (FIGS. 5A-5H), and may have a variety of possible traffic movements. Some or all of the traffic lights at intersections A1 through F5 may be adaptively connected to the TMS 101 and may be connected to the TSS 348 at one or more intersections on the route of the vehicle R1.

[0340] In one example, all intersections may be equally spaced a distance x apart in both the north-south and east-west directions, where the distance x may be 0.5 miles. Vehicle R1 may be located on road 1 west of road A, approaching intersection A1, and may be driving to destination M located between roads 4 and 5 on the east side of road F. In one case, each road may allow two-way traffic, and left and right turns may be made from any direction at the intersection. Intersections shown with diamonds (e.g., intersections B1, C4, etc.) indicate intersections located on one or more example routes of vehicle R1.

[0341] In some cases, the location and heading of vehicle R1 or other relevant information of vehicle R1, such as an estimated time of arrival (ETA) at the intersection, may be communicated to TMS 101 or TSS 348. TMS 101 may adjust the signal timing of the next intersection, e.g., intersection A1, to provide a green traffic light in the direction of travel of vehicle R1 prior to the arrival of vehicle R1 or to minimize delay for vehicle R1 as vehicle R1 approaches intersection A1.

[0342] In cases where the location, heading, and destination M of vehicle R1, or other relevant information such as the ETA of vehicle R1 at one or more intersections, is communicated to or known or generated by TMS101, TMS101 may adjust the traffic signal timing at some or all of the intersections between vehicle R1 and destination M, and may adjust the signal timing at the next intersection on vehicle R1's route, or at other intersections in communication with TMS101, to adjust the traffic signal timing to reduce or increase the estimated travel time and delay of vehicle R1.

[0343] The TMS 101 may estimate, calculate, or be provided with an average speed or travel time of vehicle R1 between any two points on the route, such as the average speed or time between intersections, the speed or time to negotiate various types of turns (e.g., 90 degree right turns, 90 degree left turns, 180 degree U-turns, turns of other angle magnitudes, etc.) or combinations of turns, and delays from external conditions such as pedestrian movement, slowing down or stopping for traffic signals and traffic queues, weather conditions, construction, parking, and other activity. The estimated speed or estimated time may be based on a variety of data, such as the current average speed of one or more vehicles on or near the route of vehicle R1, one or more current speed limits on or near the route of vehicle R1, or calculations using historical data and / or distances between measurement locations. The historical data may include information about vehicles, pedestrians, bicyclists, devices (e.g., Bluetooth), and other movements, traffic signal timing plans, operating modes and / or status, event schedules, fire, rescue and police records, insurance records, class hours, bus or school bus schedules, and / or business hours of businesses, facilities, and institutions. The travel time for vehicle R1 to reach destination M may be estimated by the sum of the time it takes vehicle R1 to drive each road section of the route, negotiate turns, and avoid delays.

[0344] An example route for vehicle R1 may be to drive east on Road 1, turn right at intersection F1, drive south on Road F, and turn left at destination M. The time for arrival of vehicle R1 at the destination may be defined by summing the estimated travel times of each road segment of the route and adding or subtracting estimated times for several factors such as turns and delays.

[0345] If the average speed of vehicle R1 between intersection A1 and intersection F1 is estimated to be 45 mph, and between intersection F1 and intersection F4 the average speed is estimated to be 30 mph, the travel time for vehicle R1 to reach destination M may be estimated.

[0346] A second example route for vehicle R1 may be to drive east on Road 1, turn right at intersection B2, drive south on Road B, turn left at intersection B4, drive east on Road 4, turn right at intersection F4, drive south on Road F, and turn left at destination M.

[0347] In the case where the average speed of vehicle R1 is 45 mph on the road section between intersection A1 and intersection B1, 30 mph between intersection B1 and intersection B4, 45 mph between intersection B4 and intersection F4, and 30 mph between intersection F4 and destination M, the second travel time for vehicle R1 to reach the destination may be estimated by the sum of the time that vehicle R1 spends driving each road section of the second route, negotiating turns, and waiting for delays, as described above.

[0348] Conversely, time durations for unexpected and unspecified activities cannot be predicted and thus may be estimated by assigning one or more time constants to some change in vehicle speed, location, or other conditions that may be known, such as when vehicle R1 hazard lights are activated and / or when vehicle R1 is stopped in an unexpected location, such as between two intersections, and the next traffic light is known to be green for that vehicle and there is no known traffic queue. The time instance for vehicle R1 to turn may be considered a subset of the delay time.

[0349] The routes described above are two of several example routes that the vehicle R1 may be guided by the TMS 101 or a navigation system to reach the destination M. The routes may be calculated by a third party application, such as a mapping and navigation API.

[0350] In another example, vehicle R1 deviates from a provided route, such as the first route described above, drives east on Road 1, turns right at intersection D1, and drives south on Road D. In the case that vehicle R1 continues to drive, TMS 101 may assume that vehicle R1 is still headed to destination M and recalculates the route and travel time from vehicle R1's current location to destination M. Signal timing may be adjusted for some or all of the intersections on vehicle R1's recalculated route, and possibly intersections located on the previous route for which vehicle R1 is providing guidance. Other dynamic traffic control elements and systems may also be adjusted for vehicle R1, such as speed limits, pedestrian signals, and other roadside signage, as well as vehicle or user (e.g., driver VSS) guidance and scoring. A new travel time may be calculated and provided to vehicle R1 or the user.

[0351] Additionally, the VSS of vehicle R1 may be adjusted, for example, the VSS may be reduced by TMS 101 due to a deviation of vehicle R1 from the provided route. The magnitude of the VSS adjustment may be based on a function, such as a function based on the distance, the number of turns, the direction, traffic volume on the provided road segment or segments, on another road segment, or on another route.

[0352] Vehicle R1 is at a location other than the expected location at time t STOP In the case of a stop longer than 100 km, the TMS 101 may ask the user in vehicle R1 whether to modify, pause, or cancel the route provided for vehicle R1.

[0353] The TMS 101 may provide guidance to the user or vehicle R1 and / or adjust the signal timing at the intersection that the vehicle R1 is approaching to provide a green light signal or to reduce or increase a delay for the vehicle R1, for example, by using the buffer length L in such calculations. FL and / or operating length L DL (See FIG. 9 ). TMS101 may adjust the signal timing of various traffic signals located at intersections other than the nearest or next intersection on the route of vehicle R1 for the purpose of meeting at least one of TMS101's operational mode objectives, such as minimizing average trip time, total trip time, or maximizing vehicle throughput on roads in an area or zone.

[0354] The primary objective of keeping traffic flow smooth relies on preventing traffic from reaching a saturation threshold for a set of conditions on a road segment. Saturation may be defined as the demand with respect to capacity, or traffic flow rate for a given road segment or intersection. The threshold or saturation point, which may be 80%, 85%, or 90%, may be an indicator of demand as a percentage of capacity. For example, each lane of a road segment may have a capacity of approximately 1,500 to 2,000 vehicles per hour. Saturation may be determined as the ratio of actual or estimated vehicles traveling on the road segment per hour period (fraction of an hour) to the capacity of the road segment. Once the saturation reaches or exceeds the saturation threshold for a road segment, the primary recourse to reducing congestion is waiting time until traffic is lower for the set of conditions, which may result in significant traffic delays. As traffic increases on a road segment, having the ability to reduce traffic entering the road segment before or as the saturation threshold is approached may be advantageous in maintaining traffic flow and keeping the saturation below the saturation threshold.

[0355] The TMS 101 may use several processes to meet system objectives, such as reducing travel times, increasing vehicle throughput, or otherwise improving vehicular and / or pedestrian traffic flow through an area.

[0356] FIG. 21E is a diagram for a routing process 1000 for routing traffic based on saturation status of a road segment, according to an example. The process 1000 for routing traffic includes: Calculating R1000 a saturation level of one or more road sections in the area for an upcoming time period, calculating whether a saturation level of one or more road sections in the area has been reached or exceeded, and / or calculating an estimated saturation threshold and / or travel time for at least one road section in the area. The calculation may use historical vehicle counts or weights or real-time vehicle counts or weights in the calculation.

[0357] Sorting R1020 the VSS of a first vehicle R1 and the VSS of a second vehicle R2 that are expected to be traveling in the area during a coming time period; generating a route for vehicle R1 and vehicle R2; R1060 consolidating routes of vehicle R1 and vehicle R2 for at least one road segment if traffic on the road segment may be estimated to remain below a saturation threshold for the road segment during an upcoming time period encompassing vehicle R1 and vehicle R2 on the consolidated route for vehicles R1 and R2. A GSS may be generated for a time period during which vehicles R1 and R2 are on a joint road segment of the consolidated route.

[0358] If it is estimated that the combined route of vehicles R1 and R2, including vehicles R1 and R2 on the combined route of vehicles R1 and R2, will reach or exceed a saturation threshold for one or more road sections during an upcoming time period, R1080 subdivide at least common joint road sections of the routes of vehicles R1 and vehicle R2. Vehicles R1 and / or vehicles R2 may be guided by TMS101 to consider different road sections as at least one road section of the combined route to avoid saturation on the combined route. It may include at least one of the following:

[0359] The TMS 101 or navigation system may sort the VSS of the first vehicle R1 and the second vehicle R2 that are estimated to be traveling within a time period in the area from the current time.

[0360] In a case where the VSS of the first vehicle R1 is greater than the VSS of the second vehicle R2, the TMS101 or the navigation system may first generate a first route for the first vehicle R1 without constraints related to the constraints of the second vehicle R2, and then generate a second route for the second vehicle R2, the second route having constraints related to the constraints of the first route (if applicable).

[0361] If any road segments of the first and second routes intersect or overlap and vehicles R1 and R2, or the buffer lengths of vehicles R1 and R2, are estimated to intersect from different or opposing directions during the time period, TMS101 may generate a different second route to adjust the different second route to have at least one road segment in common with the road segment of the first route and / or adjust the signal timing of any signalized intersections in the area so that vehicles R1 and R2 may travel on the common road segment with vehicle R2 following R1 instead of arriving at the intersection from a direction opposing that of vehicle R1. Additionally, TMS101 may adjust the second route to have at least one road segment in common with the road segment of the first route if the second route has road segments that are within a distance, travel time, or within a number of intersections of the first route and may connect to the first route. Alternatively, the TMS 101 may adjust the first route and / or the second route to share at least one road segment if the second route is within a certain distance, travel time, or number of intersections of the first route and has a road segment that can connect to the first route.

[0362] In one case, TMS 101 may adjust the guidance and / or signal timing for vehicle R1 and / or vehicle R2 so that the buffer lengths of vehicles R1 and R2 do not intersect, overlap, or otherwise conflict.

[0363] In another case, if the buffer lengths of vehicles R1 and R2 are estimated to overlap in a common direction of simultaneous travel on the road section, TMS 101 may generate a GSS for the VSS of each of vehicles R1 and R2 and integrate the buffer lengths of vehicles R1 and R2 for the period of time while vehicles R1 and R2 are traveling on the simultaneous road section.

[0364] A decision whether to consolidate one or more road sections of the first route and the second route may depend on whether consolidating one or more of the road sections leads to a condition where an estimated saturation threshold is reached or exceeded on one or more road sections of the first route or the second route.

[0365] In another case, if the integration of one or more road segments of the first and second routes leads to a condition where an estimated saturation threshold is reached or exceeded, or if a current saturation threshold has been reached or exceeded for at least one road segment, TMS 101 may separate or isolate any common shared road segments of the first and second routes while guiding both vehicles R1 and R2 on the common road segment, or isolate second vehicle R2 from a group of vehicles that includes first vehicle R1 (such as by guiding vehicle R2 to stop at a signalized intersection with a red traffic signal after vehicle R1 has passed through the signalized intersection during a green traffic signal phase). Traffic may be separated by adjusting the routes of one or more vehicles estimated to be traveling simultaneously on one or more road segments.

[0366] The area C100 shown in FIG. 21B is a portion of the area C100 shown in FIG. 21A, according to an example. FIG. 21B may be similar to FIG. 12A-12B in that at least a portion of the route of one or more vehicles, e.g., vehicle R1, may be separated from other roads and / or traffic in the area C100. Some or all of the traffic lights on the route may be adjusted to remain green in the direction of travel of vehicle R1 for a period of time such that cross traffic and / or other traffic movements of the route or portion of the route are temporarily stopped, such as by adjustment of traffic lights and / or other dynamic traffic control systems or processes, to allow vehicle R1 or other vehicles to proceed on the route with little or no delay for a period of time. This type of route may be referred to as a flash route.

[0367] A flash route may be formed by several consecutive road sections and may in particular be generated for a particular route of one or more vehicles. Multiple flash routes may be generated for a route, such as in cases where one or more road sections of the route have or are expected to have timing-conflicting movements. A route may then have two or more flash routes that are to be navigated by vehicle R1 in succession, with possible stops or delays for vehicle R1 between the flash routes.

[0368] Some road segments may be used to form a flash route for temporary use by designated vehicles or groups of vehicles, and the road segments may then return to normal use after the designated vehicles have traveled through or over, or have detoured or diverted from, the road segments that form the flash route. Flash route road segments may change to and from other uses (i.e., to allow for other traffic movements) asynchronously with other road segments.

[0369] A road section forming part of the first flush route may be separated from the first flush route in cases such as after a vehicle or group of vehicles has passed an intersection. For example, when vehicle R1 travels from intersection A1 across intersection B1 towards intersection F1, the road section of road 1 between intersections A1 and B1 is no longer required for vehicle R1's first flush route. That road section may then be separated from the first flush route and cross traffic and other traffic movements may resume at intersections A1 and B1. In some cases, intersection B1 may still be required for the first flush route, but intersection A1 may not be required, and therefore intersection A1 may also resume service for other traffic movements before intersection B1 resumes.

[0370] Additionally, a second flash route (or a portion of a second flash route) that does not conflict with a first flash route may operate simultaneously within area C100, such as in cases where the first flash route includes only road sections that are different from the road sections of the second flash route, where the first flash route includes only intersections that are different from the intersections of the second flash route, or where the first flash route includes only lanes of a road section that are different from the lanes of a road section of the second flash route. Flash routes are not considered to conflict in cases where the same set of lanes, road sections, and / or intersections may be used on multiple flash routes in different time regions.

[0371] The flush route intersection may act as a gate into the queue to prepare traffic to enter the flush route. In such a case, the flush route may remain active after vehicle R1 has passed in order to allow another R2 to enter the flush route if the route of vehicle R2 merges with or otherwise overlaps with the route of vehicle R1 at least in part during the contemporaneous time period.

[0372] 21C is a diagram illustrating an area C100 similar to that shown in FIG. 21B with the addition of vehicle R2 and a second flush route for vehicle R2, according to one example. The first flush route remains the same as described for vehicle R1 in FIG. 21B.

[0373] In the case where vehicle R2 has a destination such as east of road F on road 1, vehicle R2 may be routed on one of several routes to reach the destination, such as by turning right at intersection B2, traveling east on road 2 to intersection F2 (shown in FIG. 21B), turning left, and then turning right at intersection F1.

[0374] However, instead, at least a portion of the route of vehicle R2 may be integrated with at least a portion of the route of vehicle R1. In such a case, the route of vehicle R2 may travel north on road B to intersection B1, turn right, and proceed on road 1 through intersection F1 en route to a destination east of road F. The route of vehicle R1 remains the route described by FIG. 21B, with destination M. Depending on various factors, e.g., vehicle R1's ETA at intersection B1 relative to the estimated time of arrival of vehicle R2, the relative VSS of vehicle R1 compared to vehicle R2, which of the vehicles turns first after route integration (e.g., at intersection F1), and / or other traffic movements or concurrent traffic with vehicle R1, vehicle R2, or other traffic, TMS 101 may guide vehicle R2 to slow down or stop at intersection B1 until after vehicle R1 has passed. Similar scenarios are described in FIGS. 12A-B. The routes (or portions thereof) of vehicles R1 and R2 may each be flash routes, as illustrated in FIG. 21B.

[0375] FIG. 21D illustrates an area C100, similar to that shown in FIG. 21A, with the addition of vehicle R2 traveling in the same direction at the same time as vehicle R1 on a common road section, according to an example. Both vehicles may be headed to destination M. If traffic volume for any road section along the intended route of vehicles R1 and R2 is estimated to approach, equal, or have already exceeded a saturation threshold during an upcoming time period when at least one of vehicles R1 and R2 is on the intended route, the route of one or more of vehicles R1 and R2 may be adjusted or changed. For example, vehicle R1 may be routed to travel along Road 1 to intersection F1, turn right at intersection F1, and proceed south on Road F to destination M. Meanwhile, vehicle R2 may be routed to turn right at intersection B1, proceed south on Road B to intersection B4, then turn left at intersection B4, proceed on Road 4 to intersection F, then turn right onto Road F, and proceed to destination M. This may reduce the risk of reaching a saturation threshold on the road section of the original intended route, or may offset traffic build-up and avoid reaching a saturation threshold on the road section of the original intended route.

[0376] When the routes of vehicles R1 and R2 are separated, the vehicle with the higher VSS may be offered a more favorable route or route segment in terms of expected distance, travel time, or number of stops.

[0377] Although some examples described include route consolidation and route subdivision as separate cases, in some cases, the routes of two or more vehicles may be consolidated on some road sections for portions of each vehicle's respective route (and subdivision for another portion). In other words, vehicles may be rerouted through route consolidation and / or subdivision. In some cases, the first flash route may remain the same as described in FIG. 21B for vehicle R1. However, the second flash route for vehicle R2 may be consolidated with the first flash route.

[0378] 22 is a diagram of an adaptive traffic signal control process 3000 for an intersection located within the area of ​​the TMS 101, which may be executed by the TMS 101, the TSS 348, and / or the TCD controller 340, according to an example. The adaptive traffic signal control process 3000 may include at least one of sub-process S3010 for setting initial SPaT (signal phase and timing) conditions, sub-process S3020 for identifying directional demand in at least one direction of the intersection, sub-process S3030 for adjusting the SPaT plan, and sub-process S3040 for recording data related to the SPaT and / or the intersection as part of S3030. It may further include a process for transmitting the data to the TMS 101, the TSS 348, and / or the TCD controller 340.

[0379] Directional demand may include traffic approaching the intersection from at least one direction, for example, vehicles from the northbound, westbound, eastbound, and / or southbound directions, such as illustrated by Figures 5A-5F, 6A-6C, and 9.

[0380] One means by which the TMS 101 may determine the duration of a traffic signal phase may be by comparing multiple traffic demands at an intersection over multiple time intervals (e.g., a first time interval t1, a second time interval t2, a third time interval t3, etc.). For example, the sum of the traffic demands from all directions during time interval t1 may be compared. The same may then be compared for time interval t1+t2. Then, some t n until it optimizes for one or more current system operating modes.

[0381] 23 is a diagram of a detection system for a traffic signal controller, according to an example. A cabinet 4001 may include a TCD controller 340 (or a portion of the TCD controller 340 illustrated in FIG. 3 as controller 506), at least one detector circuit 4005 (in an example, the detector circuit 4005 may include at least one of an I / O board 502, a detector card 504, a controller 506, and at least one switch 508), and a communication system 4002.

[0382] The detector card 4005 may be configured to send and / or receive data through the communication system 4002 and for communication with the controller 506. In one example, the detector circuitry 4005 may include at least one of an input / output (I / O) port, such as an Ethernet port, a serial port, or a USB port, a processor, such as an embedded or stand-alone processor (e.g., Raspberry Pi, Arduino, etc.), and one or more switches (e.g., solid-state repeaters, etc.), such as a repeater or system that provides a similar or equivalent digital output signal. The I / O port may be configured to provide data to be received or sent from or by the processor to the communication system 4002, etc., and the processor may be connected to one or more switches, which may be configured to provide a detection input to the controller 506.

[0383] The communication system 4002 may be a device or system for any type of known wireless and / or wired connection, such as Ethernet communication, Wi-Fi communication, Bluetooth communication, DSRC communication, radio communication, satellite communication, or cellular communication. In cases where the communication system 4002 is a wireless device or system, at least one of a modem, a router, and an antenna 4003 may also be included in or connected to the communication system 4002. In cases where the communication system 4002 is a wired connection, such as having an Ethernet connection, the communication system 4002 may include an Ethernet cable and not have an antenna.

[0384] The communication system 4002 may receive data from elsewhere in the TMS 101, such as from the cloud computing environment 300, or directly from an on-board unit (OBU) or vehicle CAN bus, and / or a mobile device 320, such as a vehicle's smartphone or a user's wearable device, to communicate detections of vehicles, bicyclists, and / or pedestrians (traffic) to a corresponding detector circuit 4005. The detector circuit 4005 may in turn communicate the detections to the TCD controller 340 to effect a change in the TMS 101, for example, to provide a green light signal or a pedestrian walk signal at an intersection in a direction relevant to traffic, either immediately or after a specified time period. The detector circuit 4005 may be configured to communicate with the TCD controller 340 via a connection on a detector card rack or other wired connection, such as via a wiring harness, a serial cable, a synchronous data link control (SDLC) connection, or any other known connection, wiring standard or technique. Communications between the TCD controller 340 and other systems of the TMS 101, such as the cloud computing environment 300, may be unidirectional, such as from the cloud computing environment 300 to the TCD controller 340, or may be bidirectional, with data being communicated between both the cloud computing environment 300 and the TCD controller 340.

[0385] As illustrated by Figures 8A-8F, some types of traffic as well as some vehicles, bicyclists, and / or pedestrians may have weights that are different from others, so the detection may not be directly correlated to actual traffic. For example, a vehicle may have a low weight or priority compared to other traffic, so detection information about the vehicle may be received by detector circuit 4005 but not communicated to TCD controller 340. In another example, a vehicle may have a high weight or priority compared to other traffic, so the detection information may be communicated to TCD controller 340 as the detection of at least one vehicle. In other words, a detection of a vehicle may not strictly count as one vehicle, but rather may count as more or fewer vehicles depending on the weight or priority of the detected vehicle (or bicycle or pedestrian).

[0386] Additionally, the communication system 4002 may transmit data to the TMS 101, another traffic signal system 348, and / or a mobile device 320, etc., via the cloud computing environment 300 or via point-to-point communication.

[0387] A method for managing traffic may include receiving traffic detection inputs of the presence of at least one of a vehicle, a driver, a passenger, a mobile device user, a pedestrian, a bicyclist, and a drone, calculating traffic demand in at least one direction approaching at least one intersection, and providing a green traffic signal to the first vehicle for a duration of time that allows the first vehicle to pass through the green traffic signal. The duration of time is based on multiple detection instances of the at least first vehicle approaching the at least one intersection, a priority level of the at least first vehicle, and a relative traffic demand in at least one other direction of the at least one intersection. The priority level may be determined by a vehicle priority level score, and the relative traffic demand may be determined by an expected value calculation of the detected traffic and / or traffic configured to provide an identification.

[0388] The method may further include operating in a mode to perform a vehicle optimum mode, a system optimum mode, and / or a vehicle system optimum mode, the vehicle system optimum mode performing the vehicle optimum mode for vehicles having a priority level above a minimum priority level and performing the system optimum mode for vehicles having a priority level below the minimum priority level.

[0389] Furthermore, the minimum priority level may vary between a set of fixed minimum priority levels.

[0390] Additionally, the minimum priority level may vary with one or more traffic demands.

[0391] The method may further include prioritizing one of the traffic demands approaching the intersection in a first direction relative to traffic demands approaching the intersection in a second direction based on traffic demands in the first intersection direction and the second intersection direction.

[0392] The method may further include prioritizing one of the first vehicles approaching the intersection relative to a second vehicle approaching the intersection by comparing a priority level score of the first vehicle with a priority level score of the second vehicle. The priority level score of each vehicle is variable and may be based on at least one of a numerical count, a vehicle score, a driver score, a vehicle class, a vehicle specification, a navigation score, a utilization score, and a boost score of at least one of the first vehicle and the second vehicle.

[0393] The method may further include sorting at least one group of vehicles approaching an intersection of two or more road segments by at least one of a priority level of each vehicle and a priority level of each group of vehicles.

[0394] The method may further include sorting the set of intersections by an intersection weight of a first intersection compared to an intersection weight of a second intersection to prioritize traffic demand approaching in at least one direction of the first intersection and traffic demand approaching in at least one direction of the second intersection.

[0395] The method may further include routing the set of vehicles to travel in the same direction on a common road segment for at least a portion of each vehicle's route.

[0396] The method may further include routing the set of vehicles traveling in the same direction on a common road segment to travel a separate road segment for at least a portion of each vehicle's route.

[0397] The method may further include isolating the set of intersections and road segments from other traffic for one or more vehicles to travel on at least a portion of a route of the vehicles. Each traffic signal may be provided as a green light in a direction of travel of the vehicles at least until at least one vehicle has passed the traffic signal.

[0398] The method may further include predicting a location of the one or more vehicles during the time period and a probability of the location of the one or more vehicles approximately at an end of the time period.

[0399] The system for detecting traffic may be based on detection input from a remote mobile source. The system may include a detector card configured to receive one or more detection signals from a computer network and transmit the detection signals to a traffic signal controller. The computer network may be further configured to communicate with and remotely receive location information from the mobile devices, motor vehicles, drones, and bicycles. The location information may be communicated to the computer network, which may calculate when to transmit the detection signal to the detector card, and the detector card may be configured to provide the detection signal to the traffic signal controller.

[0400] Additionally, the system may provide detection signals to a traffic signal controller at a fixed ratio of the actual vehicle detection count.

[0401] Additionally, the system may provide a detection signal to the traffic signal controller at a variable rate relative to the actual vehicle detection count. Additionally, the variable rate of the detection signal provided to the traffic signal controller may be based on a priority level of the detected vehicle.

[0402] A system for adaptively controlling a traffic control device may include a traffic signal system, a computing network, a communication system, and a mobile device. The traffic signal system may be configured to communicate with the computing network through the communication system, and the mobile device may be configured to communicate with the computing network through the communication system, and the computing network adaptively controls the traffic signal system using a location of the mobile device. The priority level may be based on vehicle class, vehicle specifications, vehicle status, driver action, navigation adherence, utilization, and boost.

[0403] Thus, the foregoing discussion discloses and describes merely exemplary embodiments of the present invention. As will be understood by those skilled in the art, the present invention may be embodied in other specific forms without departing from its spirit or essential characteristics. Accordingly, the disclosure of the present invention is intended to be illustrative, but not limiting, of the scope of the present invention as well as other claims. This disclosure, including any readily identifiable variations of the teachings herein, in part defines the scope of the preceding claim terms so that the subject matter of the present invention is dedicated to the public. The invention as described in the claims of the original application is set forth below. [C1] 1. A method for managing traffic, comprising: receiving a traffic detection input of a presence of at least one of a vehicle, a driver, a passenger, a mobile device user, a pedestrian, a bicyclist, and a drone; Calculating traffic demand in at least one direction approaching at least one intersection; providing the first vehicle with a green traffic signal for a duration of time to allow the first vehicle to pass through the green traffic signal, wherein the duration of time is based on a plurality of detection instances of at least the first vehicle approaching the at least one intersection, a priority level of at least the first vehicle, and a relative traffic demand in at least one other direction of the at least one intersection; Equipped with wherein the priority level is determined by a priority level score; 13. The method of claim 12, wherein the relative traffic demand is determined by calculating an expectation of at least one of detected traffic and traffic configured to provide discrimination. [C2] and operating in a mode that implements at least one of a vehicle optimum mode, a system optimum mode, and a vehicle system optimum mode. Further equipped with wherein the vehicle system optimization mode executes a vehicle optimization mode for vehicles having a priority level above a minimum priority level, and executes a system optimization mode for vehicles having a priority level below the minimum priority level. The method according to C1. [C3] The method of C2, wherein the minimum priority level is variable between a set of fixed minimum priority levels. [C4] The method of C2, wherein the minimum priority level varies with at least one traffic demand. [C5] The method of C1, further comprising prioritizing one of the traffic demands approaching the intersection in the first direction relative to traffic demands approaching the intersection in the second direction based on the traffic demands in a first intersection direction and a second intersection direction. [C6] The method of claim 1, further comprising prioritizing one of the first vehicles approaching an intersection relative to the second vehicle approaching the intersection by comparing a priority level score of the first vehicle with a priority level score of a second vehicle, wherein the priority level score of each vehicle is variable and is based on at least one of the vehicle's numerical count, vehicle score, driver score, vehicle class, vehicle specification, navigation score, utilization score, and boost score of at least one of the first vehicle and the second vehicle. [C7] The method of C1, further comprising sorting at least one group of vehicles approaching an intersection of two or more road segments by at least one of the priority level of each vehicle and the priority level of each group of vehicles. [C8] The method of C1, further comprising sorting the set of intersections by an intersection weight of the first intersection compared to an intersection weight of the second intersection to prioritize traffic demand approaching in at least one direction of the first intersection and traffic demand approaching in at least one direction of the second intersection. [C9] The method of C1, further comprising routing the set of vehicles to travel in the same direction on a common road segment for at least a portion of each vehicle's route. [C10] The method of C1, further comprising routing a set of vehicles traveling in the same direction on a common road segment to travel separate road segments for at least a portion of each vehicle's route. [C11] The method of claim C1, further comprising isolating a set of intersections and road sections from other traffic for at least one vehicle to travel on at least a portion of a route of the at least one vehicle, wherein each traffic signal is provided as a blue light in the direction of travel of the at least one vehicle at least until the at least one vehicle passes the traffic signal. [C12] The method of C1, further comprising predicting a location of at least one vehicle during a time period and a probability of the location of the at least one vehicle approximately at an end of the time period. [C13] 1. A system for detecting traffic based on detection input from a remote mobile source, comprising: a detector card configured to receive at least one detection signal from a computer network and to transmit said at least one detection signal to a traffic signal controller; the computer network further configured to communicate with and remotely receive location information from at least one of a mobile device, a motor vehicle, a drone, and a bicycle; Equipped with wherein the location information is communicated to the computer network, the computer network calculates when to send the at least one detection signal to the detector card, and the detector card is configured to provide the at least one detection signal to a traffic signal control device. [C14] The system of claim 13, wherein the at least one detection signal provided to the traffic signal controller is provided at a fixed ratio to an actual vehicle detection count. [C15] The system of claim 13, wherein the at least one detection signal is provided to the traffic signal controller at a variable ratio to an actual vehicle detection count. [C16] The system of claim 15, wherein the variable ratio of the at least one detection signal provided to the traffic signal controller is based on a priority level of the detected vehicle. [C17] 1. A system for adaptively controlling a traffic control device, comprising: A traffic signal system; A computing network; A communication system; Mobile Devices and wherein: the traffic signal system is configured to communicate with the computing network through the communication system, the mobile device is configured to communicate with the computing network through the communication system, and the computing network adaptively controls the traffic signal system using a location of the mobile device; wherein the priority level is based on at least one of vehicle class, vehicle specification, vehicle status, driver action, navigation adherence, utilization, and boost.

Claims

1. 1. A method for managing traffic, comprising: receiving a traffic detection input of a presence of at least one of a vehicle, a driver, a passenger, a mobile device user, a pedestrian, a bicyclist, and a drone; Calculating traffic demand in at least one direction approaching at least one intersection; providing a green traffic signal to a first vehicle for a duration of time to allow the first vehicle to pass through the green traffic signal, wherein the duration of time is based on a plurality of detection instances of at least the first vehicle approaching the at least one intersection, a priority level of at least the first vehicle, and a relative traffic demand in at least one other direction of the at least one intersection. wherein the priority level is determined by a vehicle score stack; wherein the relative traffic demand is determined by an expectation calculation of at least one of detected traffic and identifiable traffic; operating in a mode that implements at least one of a vehicle optimal mode that prioritizes individual vehicles or groups of vehicles, a system optimal mode that prioritizes traffic throughput, and a vehicle system optimal mode that includes both a vehicle optimal mode and a system optimal mode; wherein the vehicle system optimum mode executes a vehicle optimum mode for vehicles having a priority level score above a minimum priority level and executes a system optimum mode for vehicles having a priority level score below the minimum priority level, and the minimum priority level varies with at least one traffic demand; A method for providing the above.

2. The method of claim 1 , wherein the minimum priority level is variable between a set of fixed minimum priority levels.

3. 2. The method of claim 1, further comprising prioritizing one of traffic demands approaching the intersection in the first intersection direction relative to traffic demands approaching the intersection in the second intersection direction based on the traffic demands in a first intersection direction and a second intersection direction.

4. 2. The method of claim 1, further comprising prioritizing one of the first vehicles approaching an intersection relative to the second vehicle approaching the intersection by comparing a priority level score of the first vehicle with a priority level score of a second vehicle, wherein the priority level score for each vehicle is variable and is based on at least one of a vehicle status score, a driver action score, a vehicle class, a vehicle specification, a navigation adherence score, a vehicle utilization score, and a boost score of at least one of the first vehicle and the second vehicle.

5. 2. The method of claim 1, further comprising sorting at least one group of vehicles approaching an intersection of two or more road segments by at least one of the priority level score for each vehicle and the priority level score for each group of vehicles.

6. 2. The method of claim 1, further comprising sorting the set of intersections by an intersection weight of a first intersection compared to an intersection weight of a second intersection to prioritize traffic demand approaching in at least one direction of a first intersection and traffic demand approaching in at least one direction of a second intersection.

7. The method of claim 1 , further comprising predicting a location of at least one vehicle during a time period and a probability of the location of the at least one vehicle approximately within the time period.

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