Mobile FLOW readout and mobile FLOW sequencer features

The traffic management system of claim 3 wherein there is a less clearly defined threshold or node wherein a general application of enhancements or a more independent set of speed assignments bring traffic through during the green phase,

• wherein distance form intersection X is taken each time a scan of the calculation is done by the receiver calculator
• wherein there is a possibility for said offset of Pi for traffic signal and Pi for consolidating and/or compressing traffic managed “fast lane on warning” mobile readouts to be reevaluated each time a new X is scanned as if there were a “moving” threshold of where compression begins,
• wherein there is not necessarily a node, or wherein there is a looser interpretation of a node wherein instead of a substantially distinct set distance from the intersection where a first distance X is taken, that there is a set distance X that is taken anywhere within reasonable trap range wherein:
• the speed limit is not exceeded,
• there is maximum possible discouragement of cross assigning of speed assignments in outputs (i.e. to within the limitations of resolution),
• wherein there is a general proportional resemblance of the preexisting hierarchy, wherein said preexisting substantially represents pattern before compression and speed assignments,
• wherein said resemblance substantially happens as the consolidating and/or compressing traffic managed “fast lane on warning” pattern nears the intersection, and where there is a generally emerging proportion of arrivals at the end of the consolidating and/or compressing traffic managed “fast lane on warning” compression as there was when the traffic was first encountered as a random traffic string before compression occurred,
• wherein there is a following, and especially forward (said forward including possibility of receiving stray traffic from preceding consolidating and/or compressing traffic managed “fast lane on warning” pattern) safety buffer time periods,
• wherein said safety buffer time periods can absorb any anomalous activity not relating to that activity of a consolidating and/or compressing traffic managed “fast lane on warning” pattern as reinterpreted by each new location of X,
• wherein there is a possibility for looser interpretation of safety buffers that collect vehicles from voids and empty spaces as interpreted by more distinct boundaries and more distinct nodes (as mentioned in claim 9 but still with concept of “range” instead of “point”), and while retaining possibility for safety buffers surrounding Tng and being the difference between Tng and total green phase G,
• and wherein there is a possibility for more evenly distributed traffic in the event of much wayward traffic joining in consolidating and/or compressing traffic managed “fast lane on warning” pattern and wherein there is less likelihood of overloading overstuffing buffers with oversize numbers of mathematically enhanced traffic from voids.

The traffic management system including onboard timer and memory of claim of 14 wherein once the RCR gets viable “location” and “status”, data;

• once time and distance can be derived, there can be an internal process that uses that data to output consolidating and/or compressing traffic managed “fast lane on warning” readouts necessary to guide vehicle through said traffic light while it is green, in spite of data that might be missing, incoming data that might be blacked out, or otherwise be corrupted,
• wherein said onboard receiver/calculator/readout RCR can function as a one dimensional inertial navigation system,
• whereby where outputting can be backed up by onboard means once initial location and status has been established, in spite of continued missing incoming data,
• wherein said inertial navigation can be compatible with use of a substantially distinctly placed node or threshold, or just as easily be applicable to a looser interpretation of a node wherein said looser interpretation can include zones and tolerances instead of a distinct point or threshold,
• wherein said inertial navigation means can be driven by event based activity as well as streaming activity including importing of frequencies, digital, and analog as data,
• wherein there is a possibility for said inertial navigation serving as advanced anticipation backup, wherein events such as crossing said node or threshold can be anticipated and wherein if there is a data transfer blackout at the crossing of the node, processing and data (including real or virtual) can be adequate for entering the node crossing event for use in real or virtual speed readouts thereafter,
• wherein there can be successful anticipation-based node crossing event log in spite of a data blackout, or a missed data time entry (especially in a case where there might be an input frequency slower than a few inputs per second), such time entry having taken place at the precise instant the node crossing took place, and wherein at that instant, the location data was not being downloaded,
• wherein there is a possibility for said inertial navigation serving to switch to on-board processing using said timer and velocity data from on-board speedometer, including possibility of GPS as speedometer, to still know location, including derivation leading to distance to signal, in spite of location information blackout,
• wherein there is a possibility for said inertial navigation serving to switch to onboard processing to use timing means to continue to count down status,
• wherein said switched timing data could lead to or derive to time left to beginning net green, or time left to hierarchical position, slot;
• arrival at/through green, in event of a status input blackout,
• wherein there is a possibility for said inertial navigation serving to retain probability of speed assignment hierarchical placement slot continuity,
• wherein there is somewhat preservation of speed assignments from the crossing of the node event, threshold to finishing of assignments at or near crossing of intersection event,
• wherein there is a possibility for said inertial navigation serving to switch in and out as necessary to keep readouts/outputs, HMI continuous, perceivable, readable,
• wherein once the first data packet gets through, there is enough data so that said location and status data can be ascertained, there is enough data for said inertial navigation system to guide vehicle with appropriate consolidating and/or compressing traffic managed “fast lane on warning” speed assignments,
• wherein there is included the possibility for using velocity algorithms, wherein if speed is too high, back up system implies “go slower”;
• if speed is too low, back up system implies “go faster” than the “actual” or “interactive” readut, thus heading vehicle back to the originally assigned speed of said vehicle
• wherein the option is included that the relationship of:
• V
• sa
• =
• V
• actual
• ±
• ⅆ
• x
• ⅆ
• t
• can utilize velocity based inertial navigation where Vsa is speed assignment, and in the event of a blackout, with no true assignments coming in, Vsa becomes “virtual” speed assignment gained substantially near the node, V(actual) is the realtime speedometer based speed assignment being carried out, dX/dt is the change processed either in positive or negative direction by receiver calculator based on “go faster” or “go slower” variation of speed assignment, and wherein there is a possibility for nature of readouts also being based on “go faster” or “go slower”,
• wherein there is the possibility for said processor to regard scans generated by events from said status and location packages (as well as streaming incoming data) as taking precedence over said backup one dimensional inertial guidance system for generating outputs, or wherein there is possibility for a master-slave priority relationship of real readouts having priority over virtual ones,
• wherein there is the possibility of a back up means in the event of data corruption,
• wherein there can still be continuity,
• wherein there can be the possibility for anticipating location to determine a “virtual”
• node in the event of a blackout of data near the node so that the initial node set of assignments can be valid,
• wherein there is the possibility for real location and real time data to take higher precedence, i.e. supersede over onboard virtual data or data generated by inertial navigation, wherein when said higher precedence real location and/or real status/time data can be funneled into the processing as soon as it is determined to be viable, wherein backup readouts are deferred aside when real or true RCR inputs come in,
• wherein there can be a master slave relationship between true consolidating and/or compressing traffic managed “fast lane on warning” status and location inputs to RCR substitute processed inputs,
• wherein RCR substitute activity is corrected, updated, calibrated by true status and location inputs
• wherein such precedence insures maximum accuracy in consolidating and/or compressing traffic managed “fast lane on warning” status and location inputs,
• also wherein there can also be an alternate possibility for the virtual assignment, onboard generated inertial navigation to have a higher degree of precedence in the processing wherein there can be a range in number of real-data-corrections, frequency of real-data-corrections to virtual speed outputs, and wherein that range can go from many corrections by real data to only a couple of corrections, and wherein the virtual speed outputting assumes a higher priority,
• wherein said possibility of higher precedence of said onboard virtual resulting processing can provide for more clarity of status and location data due to longer available time periods for downloading.