Free Signal Management In Cities Using Density And Average .

WSEAS TRANSACTIONS on SIGNAL PROCESSINGDOI: 10.37394/232014.2020.16.8Jan MrazekFree Signal Management in Cities Using Density and Average SpeedJAN MRAZEKDepartment of Security EngineeringTomas Bata University in Zlin, Faculty of Applied InformaticsNad Stranemi 4511, Zlin, 76001CZECH REPUBLICjmrazek@utb.czAbstract: - The article focuses on the issue of congested roads in cities. The problems of heavy traffic bothlarge and smaller towns. Some towns in the Czech Republic do not have built bypasses and so there is a heavytraffic congestion at favorite times. Road transport has become one of the most popular forms of transport. Thistrend is unlikely to change in the near future. The current market offers dynamic traffic management but notwith the appropriate effect. Our proposed method belongs to dynamic traffic control based on real trafficcontrol. The proposed method works in real time with the light signaling device behind the monitoring sections.The function of the proposed method is to extend the free passage of the light-signaling device.Key-Words: - Traffic, Traffic control, Traffic lights, Crisis management, Crisis Situation, Transport, Dynamiccontrol, Clear Air.Received: February 4, 2020. Revised: April 4, 2020. Accepted: April 11, 2020. Published: April 21, 2020.1 IntroductionOur proposed method is based on identifyingpoints that are central to this system. Passagecameras will be built at selected locations to servedynamic real-time traffic control. These placesshould be on the outskirts of towns or on the mainarteries that bring the largest number of vehicles totowns. The method should work with the input datathat we get from the transit cameras at the edges ofthe monitored city. Based on the information wework with and modeling, it should be possible toensure smooth operation. The smooth operationshould at the same time ensure increased safety andbetter air, because the means of transport often donot stand in columns. [3] The conclusion of thearticle should describe how the proposed methodshould work in practice. How this should guaranteethe improvement of urban air while increasingsafety. The use of the proposed method shouldensure smooth operation and thus minimize the riskof traffic accidents. Traffic accidents are evaluatedannually, these are current values that assess safety.As a result of increased safety, the number of roadaccidents must also be minimized. The aim is tomanage the requirements from the perspective ofvision 0 that governs Europe as a whole. Theproposed system should support this vision in orderto achieve it.Heavy traffic in the city is a worldwide topicalissue. Most countries are trying to solve thisproblem in their way. Germany, for example, byprohibiting cars from entering cities withoutmeeting the EURO 5 emission limit. There iscurrently no methodology to propose dynamictraffic management. To prevent excessive saturationof roads in cities or city centers, dynamic trafficmanagement must take place. Dynamic trafficmanagement should work in real-time to avoidcongestion and ensure throughput through the citywithout large columns. Over time, we know ofplaces where they are fine and often cannot beprevented. However, these situations can occur forseveral reasons. The main causes are dense trafficflows flowing into cities for commuting to work orjust passing through the city due to the absence of abypass around the cit, [1], [2. ]Urban trafficmanagement systems are numerous. The currentoffer on the market shows mainly dynamic systems.These systems should work with data in real-time.Just like any system has its advantages, theseinclude disadvantages. The current market offer isvery rich and can create a smart city in the form ofsmart cities. Dynamic control is currently limited tothe current intersection where the intelligent controlsystem is applied. The question is, however,whether it can be taken up a level.E-ISSN: 2224-348870Volume 16, 2020

WSEAS TRANSACTIONS on SIGNAL PROCESSINGDOI: 10.37394/232014.2020.16.8Jan Mrazek2 Current System in Practice forControl of Signals of Light Signal lingEquipmentInduction loops are currently the most popularelement used to control signals on light signalingdevices. Certainly, we can classify them as dynamicelements. They open different directions or extendintervals as they pass. However, in heavy traffic,their dynamic control capability is limited by thedistance from which they are installed. The bigdisadvantage of this signal is its implementation inthe road. This causes considerable interference andlimitations in case of its failure. After analyzing theavailable systems for dynamic control of the lightsignaling device, it can be stated that there aresystems that can be applied and referred to asdynamic. Current systems limiting the distance atwhich they can work is predominantly limiting. Theessence of smart cities is the cooperation of allelements together. For this reason, we are proposinga method that should be easier to create a smart city.Technology development is moving very fast. Thisalso leads to new systems, which are graduallytrying to assert themselves in transport. The currentoffer on the market for the control of light signalingdevices is currently sufficient. With current systems,it is possible to increase safety and ensure fluidity,while improving the city's air quality, [6], [7] .Current systems in practice are often referred to asdynamic systems. However, this designation can beunderstood as being largely limited by the distanceor maximum range at which they work. We willnow become more familiar with the offer on themarket [7], [8].2.1 Fixed Signaling Plane3 Dynamic Operation Control DesignThe fixed signaling device is the only representativeof the static control of the light signaling device.From the point of view of developing technologiesin a rocket-like way, however, the present timecannot replace this type of control. It can be statedthat this would be an unnecessary process when thisdevice has been operating in our country for manydecades and is sufficient in many places.The proposed dynamic control of the intervals of thelight signaling device can be realized by means oftransit cameras. These cameras are most often usedfor truck weighing or pass-through cameras forspeed measurement. We chose the city of Zlín as anexample. The city is partly specific because thebypass around the city is not built and therefore alltraffic passes directly through the city. In Figure 1you can see an example of control points where itwould be appropriate to apply our proposed method.These points can be characterized as entry routes tothe city, where most of the means of transport arriveand thus the city is most burdened. This place iscalled checkpoints and should be located at asufficient distance from the city center. [3],[4],[5]2.2 Variables Signaling PlaneThe function of variable signaling plans is based ondefining the most popular times to increase theintervals at the places where constipation occurs.The most popular times can also be described aspeak hours. Most often it is morning hours from 7am to 8 pm and afternoon from 2 pm to 4 pm. Theseare intervals when we travel to work or take ourchildren to school. Variable signaling plans canrespond to these onslaughts based on predefinedconditions by how much the green interval isextended.2.3 Video-detectionVideo-detection is an element that makes it possibleto dynamically control the intersection where lightsignaling devices are installed. It is currently themost modern dynamic system. Video-detection isvery effective and with various settings, it ispossible to create very effective control ofintersections. The big disadvantage, which weconsider to be very influencing the dynamics of thecontrol, is the distance that the video-detector islimited. This is the distance that this system canwork.Fig. 1. Checkpoints in the city of Zlin.In the picture, we can see the red dots. These pointsindicate checkpoints that should be used to retrievedata. Using real-time measured data, the controlsystems would then instruct all traffic lights in themeasured section in the direction of the city center.2.4 Detection of Induction LoopsE-ISSN: 2224-348871Volume 16, 2020

WSEAS TRANSACTIONS on SIGNAL PROCESSINGDOI: 10.37394/232014.2020.16.8Jan MrazekFigure 2, which you can see below, is a realexample of measured data. These data show us thetraffic density, average speed and time at which themeasurement took place.Fig. 4. Phase 2 in the city of ZlinIn Phase 2, the defined number of cars is exceededand the light signaling devices are activated. Thiscondition triggers traffic lights and at the same timesets the normal interval. The normal interval is setuntil the traffic density reaches the next phase.Fig. 2. Checkpoints in the city of Zlin.Now let's get to know the different phases thatshould be set according to the needs of the specificcity in which the method will be applied.3.3 Phase 3In the picture below, you can see in advancewhenever you want to move phase 2 to phase 3.3.1 Phase 1Phase 1 is referred to as an economicallyundemanding operation. It is a section where thetraffic density is very low and the average speed onthe monitored section is constant. At this time, thetraffic lights are turned off. This situation occursmostly on weekends holidays or evenings. These areintervals in which energy is saved because of thevery low probability of a crisis situation. This isshown in the following figure with a red line.Fig. 5. Phase 3 in the city of ZlinThe difference between phase 2 and phase 3 is onlyin the length of the off signal on the light-signalingdevice. If the traffic density increases and exceedsfrom phase 2 to phase 3, the "free pass" signalshould be extended by 15 seconds or a pre-definedtime. This time can be defined in advance andshould be set taking into account the number oflanes in the monitored direction and the averagespeed.Fig. 3. Phase 1 in the city of ZlinThe red line in the picture shows us the time periodduring which the light signaling device should beswitched off. This rule occurs only when the lasthour has a low traffic density and current after 20minutes does not show any major or sharp increase.We see an increase above a certain number ofautomobile at the end of the line. This is referred toas phase 2.Fig. 6. Phase 4 to Phase 5 in the city of Zlin3.2 Phase 2In Figure 6 we can see other phases that can beprogrammed differently according to the needsof the particular method. With very heavytraffic, the interval can be extended by 5minutes so that the method achieves the effectof healthier air, reduced emissions and energysavings.In the next figure, a red dot and a label show Phase2.E-ISSN: 2224-348872Volume 16, 2020