Claims:
1. A traffic control system (100), comprising:
a fixed base (108); and
a housing (110) rotatably coupled to the fixed base (108) and having a plurality of faces (112) directed towards a corresponding plurality of paths to provide traffic signals to traffic plying on the plurality of paths, the plurality of faces (112) comprising at least one main side face (112d) having a plurality of openings (114), and one or more other side faces (112a, 112b, 112c), each of the other side faces (112a, 112b, 112c) having a single opening (114a, 114b, 114c), wherein each of the plurality of openings (114d, 114e, 114f, 114g, 114h) in the main side face (112d) is provided with at least one light emitting device (116c) configured to emit green color light, and wherein each opening (114a, 114b, 114c) in the other side faces (112a, 112b, 112c) is provided with at least one light emitting device (116a) configured to emit red color light;
a driver (120) configured to rotate the housing (110) about the fixed base (108); and
a controller (122) configured to regulate the driver (120) to selectively rotate the housing (110) about the fixed base (108) based on a selected protocol such that the housing (110) is rotated by a selected initial angle and disposed in a first position, with the main side face (112d) directed towards a first path in the plurality of paths, for a first period of time, and the housing (110) is rotated by another selected subsequent angle and disposed in a subsequent position, with the main side face (112d) directed towards a subsequent path in the plurality of paths, for a subsequent period of time.

2. The traffic control system (100) as claimed in claim 1, further comprising a timing circuitry (226) configured to cause at least one light emitting device (116c) in the main side face (112d) to display a countdown timer indicative of remaining time before the housing (110) is configured to rotate to the subsequent position.

3. The traffic control system (100) as claimed in claim 1, wherein the main side face (112d) comprises five openings (114d, 114e, 114f, 114g, 114h), and wherein:
at least one of the five openings (114d, 114e, 114f, 114g, 114h) comprises at least one light emitting device (116b) configured to emit yellow color light,
at least one of the five openings (114d, 114e, 114f, 114g, 114h) comprises at least one filter (118a) projecting a left arrow image and at least one light emitting device (116c) configured to emit green color light, such that the light emitting device (116c) is configured to display the left arrow image in green color;
at least one of the five openings (114d, 114e, 114f, 114g, 114h) comprises at least one filter (118b) projecting a straight arrow image and at least one light emitting device (116c) configured to emit green color light, such that the light emitting device (116c) is configured to display the straight arrow image in green color; and
at least one of the five openings (114d, 114e, 114f, 114g, 114h) comprises at least one filter (118c) projecting a right arrow image and at least one light emitting device (116c) configured to emit green color light, such that the light emitting device (116c) is configured to display the right arrow image in green color.

4. The traffic control system (100) as claimed in claim 1, wherein the housing (110) comprises the same number of faces as the number of paths intersecting at an intersection where the traffic control system (100) is to be deployed such that the housing (110) comprises three faces for a three-way intersection, and four faces for a four-way intersection.

5. The traffic control system (100) as claimed in claim 1, wherein the controller (122) is configured to determine the selected initial angle, the selected subsequent angle, the first period of time, and the subsequent period of time based on one or more of pre-programmed instructions and information received from a traffic estimation unit (128) that is communicatively coupled to the traffic control system (100).

6. The traffic control system (100) as claimed in claim 1, wherein the first period of time is equal to each subsequent period of time, and the selected initial angle is equal to each selected subsequent angle.

7. The traffic control system (100) as claimed in claim 1, wherein the driver (120) is configured to rotate the housing (110) by 90 degrees to dispose the housing (110) in the first position, and each subsequent position when the traffic control system (100) is to be deployed at a four-way intersection.

8. The traffic control system (100) as claimed in claim 5, wherein the driver (120) in the traffic control system (100) deployed at a three-way intersection, comprising the first path, a second path, and a third path, is configured to rotate the housing (110) by 90 degrees such that the main side face (112d) is directed towards the first path, wherein the driver (120) is configured to further rotate the housing (110) by 90 degrees such that the main side face (112d) is subsequently directed towards the second path, wherein the driver (120) is configured to rotate the housing (110) by 90 degrees such that the main side face (112d) is directed towards the third path, and wherein the driver (120) is configured to rotate the housing (110) by 180 degrees such that the main side face (112d) is again directed towards the first path.

9. The traffic control system as claimed in claim 1, further comprising a power source (124) configured to draw electric power from a main supply line and supply the electric power to one or more of light emitting devices (116), the driver (120), and the controller (122) for operation of the traffic control system (100).

10. The traffic control system (100) as claimed in claim 1, further comprising a fault mitigation system (500), wherein the fault mitigation system (500) comprises:
a fault detection module (502) configured to detect a power failure in the traffic control system (100);
a first communication module (504), communicatively coupled with the fault detection module (502), and configured to generate and transmit a fault signal upon detection of the power failure in the traffic control system (100);
a remote control center (126, 506) comprising a docking station (510) configured to dock one or more unmanned vehicles (512) having a backup power source (514), and a second communications module (508) configured to receive the fault signal from the first communication module (504), thereby configuring the docking station (510) to program least one of the unmanned vehicles (512) to travel to a location of the traffic control system (100) determined from the fault signal.

11. The traffic control system (100) as claimed in claim 10, further comprising a connection module (600) comprising one or more docking ports (602) configured to allow connection to the backup power source (514) associated with the unmanned vehicle (512) and adapted to provide electric power to one or more of the driver (120), the controller (122), and one or more light emitting devices (116) in the traffic control system.

12. The traffic control system (100) as claimed in claim 11, wherein the fault detection module (500) is configured to detect when the main power supply is restored in the traffic control system (100), and subsequently configure the first communication module (504) to generate and transmit a restoration signal to the second communication module (508) in the control center, wherein the docking station (510) is configured to generate and send a command, via the second communication module (508), to the unmanned vehicle (512) engaged with the traffic control system (100) to either travel back to the docking station (510) or to travel to another traffic control system from which a faulty signal has been received by the second communication module (508).

13. The traffic control system (100) as claimed in claim 12, wherein the connection module (600) comprises one or more charging ports (604) configured to allow the unmanned vehicle (512) to connect the backup power source (514) or recharging the backup power source (514) using the restored power supply from the power source (124).

14. The traffic control system (100) as claimed in claim 11, wherein the unmanned vehicle (512) comprises one or more of a drone, an unmanned aerial vehicle, an unmanned ground vehicle, an unmanned water vehicle, and an unmanned robotic vehicle.

15. The traffic control system (100) as claimed in claim 11, wherein the fault detection module (502) further comprises one or more of an independently powered current sensing unit, a voltage sensing unit, an image acquisition and processing unit, and a light dependent resistor configured to detect the power failure in the traffic control system.
, Description:

TECHNICAL FIELD

[0001] The present disclosure generally relates to a traffic control system. More specifically, the present disclosure relates to an energy-efficient traffic control system with fail-safe operation.

RELATED ART

[0002] Traffic control systems are signaling devices positioned at various intersections and crossings on roads to control the flow and direction of traffic, including vehicles and pedestrians. A typical intersection requires the same number of traffic light signals as the number of paths crossing at the intersection. For example, a three-way intersection, such as a ‘T’ junction or a ‘Y’ junction, requires three traffic light signals for each of the three paths. Similarly, a four-way intersection, such as a crossroad, requires four sets of traffic signals for each of the four paths. Furthermore, each of these four sets of traffic signals, in turn, may require seven light emitting devices (LEDs) including three colored lights (RED, YELLOW and GREEN), three LEDs for indicating directions (LEFT, STRAIGHT and RIGHT) and one LED for indicating time left until a change in the signal. Thus, a typical four-way intersection utilizing conventional traffic light signals would require twenty-eight LEDs (four sets of seven LEDs for each direction).
[0003] Generally, the traffic light signals are powered by a main electric supply provided by a local electricity provider. When a power failure occurs, traffic lights are no longer active, which may result in unsafe conditions at the intersection as drivers and pedestrians are no longer being directed by the traffic signals. Certain traffic control systems have attempted to mitigate this issue by inclusion of backup power source, such as, batteries, auxiliary power sources, and solar cells to provide electric power to these traffic control systems in case of a power failure. Such backup power sources, however, are often expensive, bulky, and prone to theft. Provision of such backup sources, thus, are often technically and economically unviable considering the staggered arrangement of conventional traffic light signals and large amounts of electric power required to power several LEDs for each traffic signal.
[0004] Therefore, it is desirable to develop an energy-efficient traffic control system that requires fewer LEDs and that may be powered even by a small capacity backup power source.

SUMMARY

[0005] It is an objective of the present disclosure to provide an energy-efficient and lightweight traffic control system. The system includes a fixed base and a housing rotatably coupled to the fixed base and having a plurality of faces directed towards a corresponding plurality of paths to provide traffic signals to traffic plying on the plurality of paths. The plurality of faces include at least one main side face having a plurality of openings, and one or more other side faces, each of the other side faces having a single opening, wherein each of the plurality of openings in the main side face is provided with at least one light emitting device configured to emit green color light, and wherein each opening in the other side faces is provided with at least one light emitting device configured to emit red color light. The system also includes a driver configured to rotate the housing about the fixed base and a controller configured to regulate the driver to selectively rotate the housing about the fixed base based on a selected protocol. Particularly, the housing is rotated by a selected initial angle and disposed in a first position, with the main side face directed towards a first path in the plurality of paths, for a first period of time. Subsequently, the housing is rotated by another selected subsequent angle and disposed in a subsequent position, with the main side face directed towards a subsequent path in the plurality of paths, for a subsequent period of time.
[0006] According to certain aspects of the present disclosure, the system further includes a timing circuitry configured to cause at least one light emitting device in the main side face to display a countdown timer indicative of remaining time before the housing is configured to rotate to the subsequent position.
[0007] According to certain aspects of the present disclosure, the main side face comprises five openings, and wherein at least one of the five openings comprises at least one light emitting device configured to emit yellow color light. At least one of the five openings comprises at least one filter projecting a left arrow image and at least one light emitting device configured to emit green color light, such that the light emitting device is configured to display the left arrow image in green color. At least one of the five openings comprises at least one filter projecting a straight arrow image and at least one light emitting device configured to emit green color light, such that the light emitting device is configured to display the straight arrow image in green color. At least one of the five openings comprises at least one filter projecting a right arrow image and at least one light emitting device configured to emit green color light, such that the light emitting device is configured to display the right arrow image in green color.
[0008] According to certain aspects of the present disclosure, the housing comprises the same number of faces as the number of paths intersecting at an intersection where the traffic control system is to be deployed such that the housing comprises three faces for a three-way intersection, and four faces for a four-way intersection.
[0009] According to certain aspects of the present disclosure, the controller is configured to determine the selected initial angle, the selected subsequent angle, the first period of time, and the subsequent period of time based on one or more of pre-programmed instructions and information received from a traffic estimation unit that is communicatively coupled to the traffic control system. The first period of time is equal to each subsequent period of time, and the selected initial angle is equal to each selected subsequent angle.
[0010] According to certain aspects of the present disclosure, the driver is configured to rotate the housing by 90 degrees to dispose the housing in the first position, and each subsequent position when the traffic control system is to be deployed at a four-way intersection.
[0011] According to certain aspects of the present disclosure, the driver in the traffic control system deployed at a three-way intersection, comprising the first path, a second path, and a third path, is configured to rotate the housing by 90 degrees such that the main side face is directed towards the first path. The driver is configured to further rotate the housing by 90 degrees such that the main side face is subsequently directed towards the second path. The driver is configured to rotate the housing by 90 degrees such that the main side face is directed towards the third path. Subsequently, the driver is configured to rotate the housing by 180 degrees such that the main side face is again directed towards the first path.
[0012] According to certain aspects of the present disclosure, the system includes a power source configured to draw electric power from a main supply line and supply the electric power to one or more of light emitting devices, the driver, and the controller for operation of the traffic control system.
[0013] It is also an objective of the present disclosure to provide the system with a fault mitigation system, wherein the fault mitigation system includes a fault detection module configured to detect a power failure in the traffic control system. The fault detection module also includes a first communication module, communicatively coupled with the fault detection module, and configured to generate and transmit a fault signal upon detection of the power failure in the traffic control system. The fault detection module further includes a remote control center comprising a docking station configured to dock one or more unmanned vehicles having a backup power source. The fault detection module also includes a second communications module configured to receive the fault signal from the first communication module, thereby configuring the docking station to program least one of the unmanned vehicles to travel to a location of the traffic control system determined from the fault signal.
[0014] According to certain aspects of the present disclosure, the system further includes a connection module comprising one or more docking ports configured to allow connection to the backup power source associated with the unmanned vehicle and adapted to provide electric power to one or more of the driver, the controller, and one or more light emitting devices in the traffic control system.
[0015] According to certain aspects of the present disclosure, the fault detection module is configured to detect when the main power supply is restored in the traffic control system, and subsequently configure the first communication module to generate and transmit a restoration signal to the second communication module in the control center. The docking station is configured to generate and send a command, via the second communication module, to the unmanned vehicle engaged with the traffic control system to either travel back to the docking station or to travel to another traffic control system from which a faulty signal has been received by the second communication module.
[0016] According to certain aspects of the present disclosure, the connection module comprises one or more charging ports configured to allow the unmanned vehicle to connect the backup power source for recharging the backup power source using the restored power supply from the power source.
[0017] According to certain aspects of the present disclosure, the unmanned vehicle comprises one or more of a drone, an unmanned aerial vehicle, an unmanned ground vehicle, and unmanned robotic vehicle.
[0018] According to certain aspects of the present disclosure, the fault detection module further comprises one or more of an independently powered current sensing unit, a voltage sensing unit, an image acquisition and processing unit, and a light dependent resistor configured to detect the power failure in the traffic control system.

BRIEF DESCRIPTION OF THE FIGURES

[0019] The accompanying drawings, which are incorporated herein and constitute a part of this disclosure, illustrate exemplary embodiments, and together with the description, serve to explain the disclosed principles. The same numbers are used throughout the figures to reference like features and components, wherein:
[0020] FIG. 1 illustrates a diagrammatic view of an energy-efficient traffic control system, in accordance with an exemplary embodiment of the present disclosure;
[0021] FIG. 2 illustrates graphical representations of the traffic control system of FIG. 1 installed at a four-way intersection in a first location having predominantly right-hand drive vehicles, and a second location having predominantly left-hand drive vehicles;
[0022] FIG. 3 illustrates a graphical representation depicting the traffic control system of FIG. 1 disposed in various positions when controlling traffic at a four-way intersection in the first location having predominantly right-hand drive vehicles;
[0023] FIG. 4 illustrates a graphical representation depicting the traffic control system of FIG. 1 disposed in various positions when controlling traffic at a three-way intersection in the first location having predominantly right-hand drive vehicles;
[0024] FIG. 5 illustrates a block diagram of exemplary components of a system for mitigating faulty operation of the traffic control system of FIG. 1, in accordance with an exemplary embodiment of the present disclosure;
[0025] FIG. 6 illustrates a diagrammatic view of the traffic control system of FIG. 1 having a connection module, in accordance with an exemplary embodiment of the present disclosure; and
[0026] FIG. 7 illustrates a diagrammatic view of the traffic control system of FIG. 6 engaged with a drone having a backup power source via the connection module depicted in FIG. 6.

DETAILED DESCRIPTION

[0027] The following description presents an energy-efficient traffic signal system for controlling traffic at an intersection having multiple interconnecting paths. Additionally, the embodiments presented herein describe a traffic signal system supported by a failure mitigation system that provides backup electric power to a faulty traffic control system to reduce traffic signal downtime.
[0028] The present description sets forth numerous specific details to provide a thorough understanding of the present system. However, it may be noted that these specific details are only exemplary and are not intended to be limiting. It is to be understood that various omissions or substitutions of equivalents may be made as desired to cover various applications or implementations without departing from the spirit or the scope of the present disclosure. Further, it is to be understood that the phraseology and terminology employed herein are for the purpose of clarity of the description and should not be regarded as limiting.
[0029] Additionally, in the present description, references to “one embodiment” or variations thereof, denote inclusion of a particular feature, structure, or characteristic in at least one embodiment of the present disclosure. However, the appearance of the phrase “in one embodiment” in various places in the specification is not necessarily referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Furthermore, it may be noted that the terms “a” and “an” used herein do not denote a limitation of quantity, but rather the presence of at least one of the referenced items for use in an embodiment of the present systems and methods. An exemplary embodiment of the present traffic control system with failure mitigation functionality is described in detail with reference to FIGs. 1-7.
[0030] FIG. 1 illustrates a diagrammatic view of an energy-efficient traffic control system 100 deployed at a particular geographical location, in accordance with an embodiment of the present disclosure. The traffic control system 100 includes a traffic signaling unit 102 supported by a mast 104. Specifically, in one embodiment, the traffic signaling unit 102 is mounted at an upper end 106 of the mast 104 so as to allow traffic signals to be visible from a specified distance. In certain embodiments, the mast 104 may be a dedicated support. In certain other embodiments, however, the mast 104 may include existing street light poles or other outdoor structures that may be capable of supporting and powering the traffic signaling unit 102. In particular, existing structures may be used as the mast 104 in scenarios where new installation or modification to the existing infrastructure may not be desired, or when a need for a temporary traffic control system arises at a particular location.
[0031] As previously noted, conventional traffic control systems employ several sets of LEDs to provide the necessary traffic signals at multi-path intersections. Each of these LEDs and the associated circuitry add to the overall cost, weight, and power requirements associated with conventional traffic control systems. Unlike such conventional traffic control systems, the design of the present traffic signaling unit 102 provides a cost effective, lighter, and power-efficient signaling means for the traffic control system 100.
[0032] To that end, the traffic signaling unit 102 includes a fixed base 108, and a housing 110 that is rotatably coupled to the fixed base 108. In the embodiment depicted in FIG. 1, the housing 110 has a cuboidal shape with four vertical sections or side faces 112 (only two side faces shown in FIG. 1). The side faces 112 include a first side face 112a, a second side face 112b (not shown in FIG. 1), a third side face 112c (not shown in FIG. 1), and a main side face 112d. However, in alternative embodiments, the housing 110 may have any desired shape, such as, a triangular, cylindrical, circular, or any other suitable shape. Additionally, the housing 110 may have a designated number of the side faces 122 that is selected based on a number of intersecting paths to be serviced by the traffic signaling unit 102.
[0033] Furthermore, each of the side faces 112 has at least one opening 114 (only six openings shown in FIG. 1) in the form of a circular or other suitably shaped cutout. For example, the embodiment depicted in FIG. 1 includes the first side face 112a having a first opening 114a, the second side face 112b having a second opening 114b (not shown in FIG. 1), and the third side face 112c having a third opening 114c (not shown in FIG. 1). Additionally, the main side face 112d includes five openings, namely, a fourth opening 114d, a fifth opening 114e, a sixth opening 114f, a seventh opening 114g, and an eighth opening 114h. According to aspects of the present disclosure, the side faces 112a, 112b, 112c and the main side face 112d may generally differ from each other in number of openings 114, with the three side faces 112a, 112b, 112c having only one opening, and the main side face 112d including more than one opening.
[0034] Each of the openings 114 in the housing 110 encloses an LED 116. Specifically, in one embodiment, each of the openings 114a, 114b, 114c in the three side faces 112a, 112b, 112c, respectively is provided with a discrete LED 116a configured to emit RED color light. Further, the fourth opening 114d in the main side face 112d is provided with a LED 116b configured to emit YELLOW color light. Additionally, each of the fifth opening 114e, the sixth opening 114f, the seventh opening 114g and the eighth opening 114h in the main side face 112d is provided with a discrete LED 116c configured to emit GREEN color light.
[0035] Furthermore, in one embodiment, the sixth opening 114f may include a filter 118a for projecting a LEFT arrow image using the GREEN color light emitted by the corresponding LED 116c. Similarly, the seventh opening 114g may include a filter 118b for projecting a STRAIGHT arrow image using the GREEN color light emitted by the corresponding LED 116c, and the eighth opening 114h may include a filter 118c for projecting a RIGHT arrow image using the GREEN color light emitted by the corresponding LED 116c. Such filters that project an image using a light source in the background are well known, and thus, have not been described herein in further detail.
[0036] As depicted in an alternative view 119 of the traffic control system 100, the traffic control system 100 also includes a driver 120 configured to rotate the housing 110 about the fixed base 108, as needed. To that end, in one embodiment, the driver 120 may be a direct control (DC) motor, with or without gears. In certain implementations, the traffic signaling unit 102 is configured to rotate the housing 110 in discrete steps, with each step corresponding to a predefined angular rotation. In such implementations, the driver 120 may be a stepper motor, which may rotate the housing 110 with respect to the fixed base 108 by predefined degrees of rotation, as per requirements. To that end, the driver 120 may be positioned between the fixed base 108 and the housing 110, substantially about central axes thereof, to allow for desired rotation of the housing 110 with respect to the fixed base 108.
[0037] In one embodiment, the traffic control system 100 may include a controller 122 that is located inside the housing 110 or the fixed base 108 and is configured to regulate the driver 120 to selectively rotate the housing 110 about the fixed base 108. Specifically, the controller 122 may be configured to define the angle of rotation by which the housing 110 may rotate for each step with respect to the fixed base 108. Further, the controller 122 may define a time period for which the housing 110 may remain stationary at one position and then rotate to a next position. In one example, the controller 122 may define predefined angles of rotation of the housing 110 between each position as well as one or more time periods for moving between different positions. In other examples, the controller 122 may define the angles of rotation of the housing 110 and the time periods between rotations for moving between different positions based on communications received from a traffic command center 126 over a wired and/or wireless communications network 127.
[0038] To that end, the controller 122 may generally be implemented as a combination of a processor (not shown) and a memory (not shown) operatively coupled to each other. The memory may be capable of storing machine executable instructions, and the processor may be capable of executing the stored machine executable instructions for performing tasks such as parsing the set of traffic signaling instructions, and other functions associated with the traffic control system 100. The processor may be embodied as one or more of various processing devices, such as a multi-core processor, a single core processor, a coprocessor, a microprocessor, a controller, a digital signal processor (DSP), a processing circuitry with or without an accompanying DSP, or various other processing devices. The processing devices may include integrated circuits such as, for example, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a micro-controller unit (MCU), a hardware accelerator, a special-purpose computer chip, or the like. Moreover, the processor may be a distributed or a unified system, without any limitations. Additionally, examples of memory devices for use in the controller 122 include, but are not limited to, volatile memory devices such as registers, cache, RAM, and/or non-volatile memory devices such as ROM, EEPROM, and flash memory.
[0039] According to aspects of the present disclosure, the processor and memory may be configured to provide suitable instructions to the driver 120, and in turn, the traffic signaling unit 102 to provide appropriate traffic signals to manage traffic in different types of traffic conditions. In one embodiment, the command center 122 may identify the traffic conditions, for example, based on information received from an associated traffic estimation unit 128. The traffic estimation unit 128 may include one or more devices such as a camera or weight sensors that capture image and other ambient information for use in estimating the traffic along different paths crossing at an intersection. Use of the traffic estimation unit 128 including different subunits for traffic estimation for use by a traffic control system is well-known, and hence, has not been described herein in further detail. An exemplary environment for deploying the traffic control system 100 for managing traffic conditions at various types of geographical locations is described in greater detail with reference to FIG. 2.
[0040] FIG. 2 illustrates simplified representations 202 and 204 of four-way intersections 206 and 208 where the traffic control system 100 of FIG. 1 may be deployed. It may be noted that the representation 202 depicts an embodiment of the traffic control system 100 that may be deployed in a location having predominantly right-hand-drive vehicles. Furthermore, the representation 204 depicts an embodiment of the traffic control system 100 that may be deployed in a location having predominantly left-hand-drive vehicles.
[0041] As depicted in the representation 202 of FIG. 2 corresponding to a right-hand drive location, the intersection 206 includes four paths, namely, a first path 210, a second path 212, a third path 214 and a fourth path 216. In one embodiment, the traffic control system 100 is installed at a central point where the four paths 210, 212, 214, and 216 cross each other. Similarly, in the representation 204 corresponding to a left-hand drive location, the intersection 208 includes four paths, namely, a first path 218, a second path 220, a third path 222 and a fourth path 224. Here again, the traffic control system 100 is installed at a central point where the four paths 218, 220, 222, and 224 cross each other.
[0042] It may be noted that the position of the traffic control system 100 as shown for the intersections 206 and 208 of FIG. 2 is only exemplary and shall not be construed as limiting to the disclosure in any manner. For example, in an alternative embodiment, the mast 104 of the traffic control system 100 may be installed outside of the four paths but still allows the traffic signaling unit 102 to be located substantially at the center of the intersections 206 and 208. In certain other embodiments, the traffic control system 100 may be installed at any suitable location that provides vehicles and commuters traveling on each of the intersecting roads with desired visibility of the traffic signaling unit 102.
[0043] It may be noted that FIG. 2 depicts the present traffic control system 100 for a four-way intersection, such as the intersections 206 and 208, as including four side faces, with one of the side faces facing towards one of the four paths at any instant of time. In the embodiments presented herein, the controller 122 regulates the driver 120 to rotate the housing 110 in a manner such that the side face pertinent for controlling the traffic for any applicable path may face that particular path for a required period of time. Although FIG. 2 depicts four-way intersections 206 and 208, the system 100 may be similarly configured to use the traffic signaling unit 102 to manage traffic at an intersection having greater than or lesser than four intersecting roads.
[0044] FIG. 3 depicts a graphical representation 300 depicting the traffic control system of FIG. 1 disposed in various positions when controlling traffic at a four-way intersection, according to an embodiment of the present disclosure. As depicted in FIG. 3, at Step I, the housing 110 is disposed in a first position, with the main side face 112d facing towards the first path 210 (as illustrated in FIG. 2) for a first period of time. Thereafter, at STEP II, the housing 110 is rotated so as to dispose the traffic signaling unit 102 in a second position with the main side face 112d facing towards the second path 212 for a second period of time, as depicted by Step III.
[0045] Subsequently, at STEP IV, the housing 110 is again rotated to a third position, depicted in STEP V, with the main side face 112d facing towards the third path 214 for a third period of time. Subsequently, the housing 110 is again rotated, as depicted in Step VI of FIG. 3, to a fourth position depicted in STEP VII with the main side face 112d facing towards the fourth path 216 for a fourth period of time. Thereafter, the housing 110 may again be rotated back to the first position and the cycle may be repeated to provide suitable traffic signaling at the four-way intersection 206.
[0046] As noted previously, in one embodiment, the main side face 112d provides GREEN color light and YELLOW color light, whereas the other three side faces 112a, 112b and 112c provide RED color light only. Therefore, at the intersection 206 (shown in FIG. 2), traffic on the path facing the main side face 112d may be allowed to ply, while traffic on the other paths facing any of the other three side faces 112a, 112b and 112c may need to wait. For example, when the traffic signaling unit 102 is disposed such that housing 110 is in the first position, the traffic including the motorized vehicles plying on the first path 210 may be allowed to travel to other paths or may be asked to wait depending on whether the YELLOW color light is illuminated in the fourth opening 114d of the main side face 112d.
[0047] Furthermore, a flow of traffic from the first path 210 towards the second path 212, the third path 214, and the fourth path 216 depends on which one of the LEFT arrow image, the STRAIGHT arrow image, and the RIGHT arrow image is illuminated. For example, when the LEFT arrow image is illuminated, the traffic from the first path 210 is permitted to flow to the fourth path 216, and vice-versa. Similarly, when the STRAIGHT arrow image is illuminated, the traffic from the first path 210 is permitted to flow to the third path 214 and vice-versa; and when the RIGHT arrow image is illuminated, the traffic from the first path 210 is permitted to flow to the second path 212, and vice-versa.
[0048] In one embodiment, the traffic control system 100 may also include a timing circuitry 226 (see FIG. 2) in the fifth opening 114e to configure the corresponding LED 116c to display a time counter indicative of time, for example in seconds, that is remaining for the housing 110 to rotate to the next position. To that end, the timing circuitry 226 may include various filters, or the like, that aid in displaying various numerals using the GREEN color light emitted by the corresponding LED 116c. Such techniques for control of traffic using various colored lights, direction arrows, and time counters are well known, and thus, have not been described in further detail herein for the brevity of the disclosure.
[0049] Referring back to FIG. 3, in an embodiment, where the traffic control system 100 is installed at a four-way intersection 206, the traffic signaling unit 102 is designed such that the housing 110 is capable of 360 degrees rotation with respect to the fixed base 108. The 360 degrees rotation allows the main side face 112d to be rotated towards any of the four paths 210, 212, 214, and 216 corresponding to the intersection 206, as required. Accordingly, in one embodiment, the housing is rotated by 90 degrees during each rotation, that is, when rotating the main side face 112d from first position facing the first path 210 to the next position facing a subsequent path.
[0050] However, in an alternative embodiment where the traffic control system 100 is installed at a three-way intersection, the housing 110 may need to be rotated from the third position directly back to the first position. In such a scenario, the controller 122 may configure the driver 120 to rotate the housing 110 by 180 degrees for that one particular rotation, as depicted in FIG. 4.
[0051] In certain exemplary implementations, the time period between each rotation of the housing 110 in the traffic control system 100 may be predetermined and/or programmed into the controller 122 based on a stored signal protocol and/or instructions. In one embodiment, the time periods between rotations of the housing 110 are substantially equal. Specifically, the first period of time, the second period of time, the third period of time, and the fourth period of time are substantially equal. In other examples, the traffic control system 100 may use data received from the traffic estimation unit 128 to estimate a state of traffic along the first path 210, the second path 212, the third path 214, and the fourth path 216. In these examples, the controller 122 configures the driver 120 to rotate the housing 110 such that the first period of time, the second period of time, the third period of time and the fourth period of time are based at least in part on the estimated traffic for the corresponding path. The estimated traffic conditions may then be used by the traffic control system 100 to provide traffic signals at intersections that are most suited to alleviate traffic obstructions and aid in free flow of traffic along the intersecting paths.
[0052] With returning reference to FIG. 1, the traffic control system 100 further includes a power source 124, for example, connected to a main supply line to draw electric power, and dispense the drawn electric power to operate the LEDs 116, the driver 120, the controller 122 and other components. However, in certain scenarios, the main supply line may fail or develop a fault, curtailing power supply to the traffic control system 100. As a result, the traffic control system 100 is unable to provide traffic signals, which may lead to unsafe traffic conditions. The present traffic control system 100, therefore, includes a fault mitigation system that continually monitors an operational state of the traffic control system 100, and provides backup in the event of a power failure.
[0053] FIG. 5 depicts an exemplary embodiment of a fault mitigation system 500 to be used with the traffic control system 100 of FIG. 1. In one embodiment, the fault mitigation system 500 includes a fault detection module 502 configured to detect a power failure in the traffic control system 100. In one example, the fault detection module 502 may include a light sensor, which may be positioned in front one of the LEDs, such as any one of the LEDs 116. In the event of a power failure, the LED 116 fails to provide any illumination for an extended period of time. This lack of illumination for more than a designated period of time may be determined by the light sensor to be indicative of a power failure in the traffic control system 100. In other examples, the fault detection module 502 may include a power sensor connected to the power source 124 and configured to detect electric current. The power sensor detects power failure upon determining absence of electric current flow through the power source 124 for more than a designated period of time.
[0054] The fault mitigation system 500 may also include a first communication module 504, communicatively coupled with the fault detection module 502, and configured to generate and transmit a fault signal ‘S’ upon detection of the power failure in the traffic control system 100. The fault signal ‘S’ may be sent using any suitable communications means, such as, but not limited to, wired, wireless, SMS, GSM means, etc. In some examples, the fault signal may also include information indicative of an identifier, and/or a location of the traffic control system 100, for example determined by a GPS, or the like. In the present embodiment, the fault detection module 502 and the first communication module 504 are powered independently of the traffic control system 100, for example using a small battery so as to be able to operate even during power failure in the traffic control system 100.
[0055] Further, the fault mitigation system 500 may be in communication with a remote control center 506, for example, located centrally in a city within a predefined distance range of the traffic control system 100. The control center 506 may include a second communication module 508 in signal communication with the first communication module 504 to receive the fault signal ‘S.’ The control center 506 may include a docking station 510 which allows docking and/or charging of one or more unmanned vehicles. In one embodiment, the unmanned vehicles include one or more drones 512. In the present embodiment, each drone 512 may include a backup power source 514 such as a battery.
[0056] Upon receipt of the fault signal ‘S,’ by the control center 506 configures the docking station 510 to program at least one of the drones 512 to travel to the location of the traffic control system 100. As previously noted, the location information may be determined from the fault signal ‘S.’ The drone 512 may be configured to engage with the traffic control system 100 to provide power thereto via the backup power source 514, such as a battery carried by the drone 512. An exemplary implementation of the drone-based failure mitigation 500 for use with the traffic control system 100 is depicted and described in greater detail with reference to FIGs. 6 and 7.
[0057] FIG. 6 illustrates the traffic signaling unit 102 including a connection module 600 disposed on a top side face of the traffic signaling unit 102. The connection module 600 provides one or more ports 602 that may be connected to a backup power source 514 (see FIG. 5), such as the portable battery carried by the drone 512. As previously noted, the drone 512 may travel from the control center 506 to the traffic control system 100 and engage with the ports 602 in the connection module 600 using designated connection means to provide backup electric power to the traffic signaling unit 102. In one embodiment, the backup electric power may be used to power all components of the traffic control system 100. In an alternative embodiment, however, the traffic control system 100 may be configured to use the backup electric power to power only selected components such as the LEDs 116, the driver 120, and other critical components for continuous operation of the traffic control system 100 even during the power failure.
[0058] In one embodiment, the fault detection module 502 of FIG. 5 associated with the traffic signaling unit 102 is further configured to detect when power is restored in the traffic control system 100. The fault detection module 502 subsequently configures the first communication module 504 to generate and send a restoration signal to the second communication module 508 in the control center 506 upon detecting the restored power supply. Upon receipt of the restoration signal, the docking station 510 is configured to generate and send a command, via the second communication module 508, to the drone 512 engaged with the traffic control system 100 to either travel back to the docking station 510 or travel to another traffic control system from which a faulty signal has been received by the second communication module 508. In certain embodiments, upon restoration of the power supply, the drone 512 may be configured to recharge its backup power using the restored power supply from the power source 124. To that end, the connection module 600 may include one or more recharging ports 604 that may be connected to the drone 512 to recharge the portable battery 514 carried by the drone 512. Alternatively, the drone 512 may include a solar battery charging system, incorporated therein, or recharge itself upon returning to the docking station 510.
[0059] Thus, embodiments of the present traffic control system 100 not only provide the same functioning as conventional traffic light signals with lesser number of lighting components, but also allow for fault tolerant operation. It may be noted that the LEDs employed for traffic signaling typically consume large amounts of electric power because of a need for high brightness for better visibility in open daylight conditions. Therefore, reducing the number of required LEDs in the present traffic signaling unit 102, for example from 28 to 8, while providing the same functionality allows for significant cost and power savings. Considering a total number of active lights required at any instant at an intersection, the traffic control system 100 provides substantial power savings over conventional traffic light signals.
[0060] Furthermore, it may also be noted that typical weight of a conventional traffic light signal is about 72 kilograms (Kgs). This includes the weight of LEDs employed for traffic signaling purposes, which is about 56 Kgs for twenty-eight LEDs (about 2 Kgs per LED) deployed at a four-way intersection, and the weight of enclosure and circuitry which is about 16 Kgs. In comparison, the present traffic signaling unit 102 employing a total of eight LEDs only weighs approximately 18 Kg only (2 Kg for each of eight number of LEDs plus 4 Kg for the housing 110, the driver 120, etc.). The lighter weight allows for portability and easier installation of the present traffic control system 100 at different locations.
[0061] Additionally, presence of the fault mitigation system 500 allows for fault tolerant operation of the traffic control system 100, thus preventing unsafe traffic conditions that may otherwise lead to a fatal mishap. Particularly, the significantly lesser number of LEDs allows use of devices such as portable backup batteries 514 carried by the drone 512 to easily restore power to the traffic control system 100, thereby significantly reducing the downtime of the traffic control system 100.
[0062] Although specific features of various embodiments of the present systems and methods may be shown in and/or described with respect to some drawings and not in others, this is for convenience only. It is to be understood that the described features, structures, and/or characteristics may be combined and/or used interchangeably in any suitable manner in the various embodiments shown in the different figures.
[0063] While only certain features of the present systems and methods have been illustrated and described herein, many modifications and changes will occur to those skilled in the art. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the claimed invention.