EP0029201A1 - Method for traffic coverage in a guiding and information system for individual traffic - Google Patents
Method for traffic coverage in a guiding and information system for individual traffic Download PDFInfo
- Publication number
- EP0029201A1 EP0029201A1 EP80106940A EP80106940A EP0029201A1 EP 0029201 A1 EP0029201 A1 EP 0029201A1 EP 80106940 A EP80106940 A EP 80106940A EP 80106940 A EP80106940 A EP 80106940A EP 0029201 A1 EP0029201 A1 EP 0029201A1
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- Prior art keywords
- beacon
- vehicles
- vehicle
- guidance
- transmitted
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
- G08G1/096805—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route
- G08G1/096811—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
- G08G1/096805—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route
- G08G1/096811—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard
- G08G1/096822—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard where the segments of the route are transmitted to the vehicle at different locations and times
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
- G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
- G08G1/096844—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route where the complete route is dynamically recomputed based on new data
Definitions
- the invention relates to a method for recording traffic in a guidance and information system for individual traffic, with stationary beacons arranged in the area of the carriageways, which transmit guidance information and location information about their location to the passing vehicles, each with a destination in the individual vehicles are specified and certain guidance recommendations are selected in accordance with this destination, in particular according to the patent (P 29 23 634.8), the destination data being transmitted from the vehicle to the beacon and evaluated in order to obtain data on the general traffic situation.
- the main patent describes a guidance and information system in which the guidance information of the individual guidance beacons. radiations for all possible destinations are radiated to all passing vehicles. The selection of apply to a particular destination The recommendations are made in the vehicle.
- This has the advantage over other known systems that only one-way transmission, namely from the guide beacons to the vehicles, is required for pure route guidance.
- the destination is first passed from the vehicle to the beacon, that the associated information is then selected there and transmitted to the vehicle. The information is transmitted there in a dialog between the beacons and each individual vehicle.
- the object of the invention is to provide a measurement method for traffic detection, with which the traffic situation can be detected and evaluated quickly and safely over an entire route.
- this is done using a guide and. Information system, in particular according to the main patent, solved in that the address of the guide beacon and a start command for a time measuring device provided in the vehicle are transmitted from the individual beacons to the passing vehicles, that the time command device is started with the start command and that to the the following guiding beacon, the measured travel time together with the address of the preceding guiding beacon and the guidance recommendations received there,
- the vehicles themselves are used as measurement objects and. Disk used.
- a vehicle arrives at a beacon, it is queried and provides reliable information about the actual travel time.
- the measured travel times of a larger number of vehicles can be from this the sales very well.
- the guide beacons will be located at a greater distance from each other.
- the distances between them can be described as a series of path vectors.
- the beacons give guidance recommendations in the form of a chain of guidance vectors to the vehicles.
- the travel times in the vehicle it is also expedient for the travel times in the vehicle to be measured individually between the individual guide points of a guide vector chain, stored in the vehicle and transmitted to the following guide beacon together with the data of the guide vector chain. This makes it possible to record the traffic situation more accurately, even in the case of large ones Distances between the beacons possible.
- a vehicle FZ1 approaches the intersection K1 and receives the guidance recommendation from the beacon LB1 to use the route to the intersection K2 described by the guidance points LP1, LP2 to LP5.
- the vehicle device in vehicle FZ1 measures the respective travel times between the mentioned control points LP1 to LP5.
- the beacon LB2 receives another guidance recommendation telegram for the next section of the route. Simultaneously with this telegram. the vehicle device, however, is asked to transmit the measuring beacon MB2 (combined with the beacon LB2), among other things, the measured travel times of the preceding route sections.
- the vehicle FZ3 approaches the Intersection K1. It is assumed here that this vehicle FZ3 still receives the same guidance recommendation as the vehicle FZ1, that is to say the guidance vectors via the guidance points LP1, LP2 to LP5. However, this vehicle deviates from the recommended route at control point LP3 because, for example, a police officer makes a detour at location A because of an accident. The vehicle FZ3 therefore does not reach the intersection K2, but via the point P7 to the intersection K3 and reports to the measuring beacon MB3 there that it has left the recommended route at the control point LP3. If many more redirected vehicles arrive at the beacon MB3, a corresponding message is sent to the higher-level control computer LR.
- the travel time ' is determined in the computer area CF22 with the aid of the timer 26, which was required for driving through the distance described for a specific guidance vector LV.
- This travel time t is stored in the memory area SB24 for each guide vector.
- any idle times "h" for example in front of traffic light systems, are measured with the aid of the timer 26 and the displacement measuring device 25 'and are also stored in the memory area SB24.
- the values t, h and a are therefore stored in the memory area SB24; in such a way that they can be uniquely assigned to the guidance vectors LV or the guidance points LP (in the memory area SB21).
- the empirical values t, h and a are transmitted in connection with the address of the source beacon, the vector chain and the guidance points or vectors at the next beacon via the transmitting device 27.
- the receiving devices 31 of the beacons receive the data telegrams of all passing vehicles.
- the telegrams are checked and processed for transmission errors in the functional area CF31 of the beacon computer 32 in a manner not shown in detail.
- the beacon computer takes the transmitted empirical values t, h and a from these telegrams (see description for Fig. 3) and transfers them to the CF32 functional area.
- the number z of vehicles per time interval from which data is received is counted in this area CF32. Furthermore, the moving averages t , and a the empirical values t, h and a are calculated. These values are stored in the memory area SB31 of the memory 33, specifically the respective origin beacon LB with the associated address, for example LB "1", the used guide vector chain VK with its address, for example "1” or "2” and the control points LP1, LP2 etc. assigned.
- the reference values z * , t * , h * and a * determined for example by traffic engineers for the above-mentioned variables z, t, h and a are stored according to the same order principle.
- the beacon computer 32 now checks its functionality. area CF33, how far the number of vehicles z from which empirical values have been received,. and the average empirical values for the reference values *, t *, h * and a * approaching or these überschreiten.Abblingig of these relationships calculated Leitbakencomputer 32 in the functional area CF34, as examples' game, the distribution of over the guidance point LPO (Beacon LB1 ) approaching traffic should be made on the various possible routes. In the calculation of the distribution values, which is not shown in any more detail, the average travel times t, the average stop times h, but also the exceedances of the predetermined alarm reference values a * are used for each route section.
- the leading vector chain comprises the route between the control points LP1, LP2, LP3, LP4, LP5 and LP8,
- the guide vector chain with the address "2" comprises the route between the control points LP1, LP6, LP5 and LP8.
- the functional area CF35 of the computer 32 compiles the data telegram for the transmission of the distribution values including the associated addressing to all vehicles that are approaching the beacon LB2. This telegram is transmitted via the transmission device 34.
- a corresponding data telegram for the transmission of the distribution and alarm values to a higher-level master computer is put together. This data telegram is transmitted via the transmission device 35.
- FIG. 5 shows the additional devices in the vehicle that are required for the retransmission of the distribution values.
- the receiving devices 21 of all vehicles passing a beacon e.g. LB2 in FIG. 1 receive data telegrams which are checked and processed for transmission errors by the on-board computer 22 in its area CF21 in a manner not shown in detail.
- the tables with the distribution values extracted from these telegrams are stored in the memory area SB41 of the memory 23.
- the functional unit CF25 can delete all distribution value data that are intended for other beacons in the memory area SB41 and overwrite the data for the next target beacon in the memory area SB42.
- vehicle FZ2 in FIG. 1 only the distribution values for the beacons with the address "1" are adopted, the distribution values for other beacons are deleted or overwritten at the next beacon.
- the data in the memory area SB42 are called up again by the on-board computer 22, inserted in the data message for the beacon in the area CF24 and transmitted together with the experience data (see description of FIG. 3) to the beacon.
- FIG. 6 shows the additional devices in the beacons which are used to process the distribution values in the beacons.
- the receiving device 31 of the beacon eg beacon LB1 in FIG. 1 receives the data telegrams of all passing vehicles.
- the telegrams are checked and processed for transmission errors in the functional area CF31 of the beacon computer 32 in a manner not shown.
- the distribution values (percentages in FIG. 4) are transferred to the functional area CF31a. There it is checked whether the distribution values are still up to date. If the travel times t of the delivering vehicle, in the example the travel time of the vehicle FZ2 from, the beacon LB2 to the beacon LB1, far above the relevant mean values t the transferred data are out of date.
- the current average value is formed from current distribution values and stored in the memory area SB35.
- An updated overview of the desired traffic flow distribution between alternative routes to all neighboring beacons can therefore be found in this memory area.
- this is a distribution between the vector chains VK1 and VK2 of 75% and 25%.
- three alternative routes can be used, for example, for alternative routes to a beacon LBJ, not shown. to which the traffic should be distributed according to the ratio 60% (route ij) to 30% (route ik) to 10% (route. route il).
- the traffic to a beacon LBF also not shown, could be distributed over the routes fg with 20%, the route fh with 30%, the route fk with 50% and the route fj with 0%.
- the functional area CF37 of the beacon computer 32 has the task of using a timer 36 to distribute the traffic flows over the alternative travel routes as indicated by the distribution values (%). This happens e.g. in that the guide vector chain VK1 is written into the memory area SB36 at 75 out of 100 time intervals in order to reach the guide beacon LB2. Thereafter, the master vector chain VK2 would be in this memory area for 25 time intervals. The same applies to the alternative routes to all other neighboring beacons.
- the functional unit CF36 of the beacon computer 32 compiles the data telegrams for the vehicles in accordance with the regulation stored in the memory area SB36.
- the control point coordinates (x, y) of that vector chain are now transmitted to the vehicles via the transmission device which are currently listed in the memory area SB36 are.
Abstract
Description
Die Erfindung bezieht sich auf ein Verfahren zur Verkehrserfassung in einem Leit- und Informationssystem für den Individualverkehr, mit im Bereich der Fahrbahnen angeordneten ortsfesten Leitbaken, welche.Leitinformationen und Ortsinformationen über ihren Standort an die passierenden Fahrzeuge übermitteln, wobei in den einzelnen Fahrzeugen jeweils ein Fahrtziel angegeben und entsprechend diesem Fahrtziel bestimmte Leitempfehlungen ausgewählt werden, insbesondere nach Patent (P 29 23 634.8), wobei weiterhin vom Fahrzeug jeweils die Fahrtzieldaten zur Leitbake übertragen und zur Gewinnung von Daten über die allgemeine Verkehrslage ausgewertet werden.The invention relates to a method for recording traffic in a guidance and information system for individual traffic, with stationary beacons arranged in the area of the carriageways, which transmit guidance information and location information about their location to the passing vehicles, each with a destination in the individual vehicles are specified and certain guidance recommendations are selected in accordance with this destination, in particular according to the patent (P 29 23 634.8), the destination data being transmitted from the vehicle to the beacon and evaluated in order to obtain data on the general traffic situation.
Das Hauptpatent beschreibt ein Leit- und Informationssystem, bei dem von den einzelnen Leitbaken die Leitinfor-. mationen für sämtliche in Betracht kommenden Fahrtziele zyklisch an alle passierenden Fahrzeuge abgestrahlt werden. Die Auswahl der für ein bestimmtes Fahrtziel geltenden Empfehlungen erfolgt im Fahrzeug. Dies hat gegenüber anderen bekannten Systemen den Vorteil, daß für die reine Zielführung nur eine Übertragung in einer Richtung, nämlich von den Leitbaken zu den Fahrzeugen, erforderlich ist. Im Gegensatz dazu ist bei anderen bekannten Systemen vorgesehen, daß zunächst das Fahrtziel vom Fahrzeug an die Leitbake gegeben, daß dann dort die zugehörigen Informationen ausgewählt und zum Fahrzeug übertragen werden. Die Informationsübertragung erfolgt also dort im Dialog zwischen den Leitbaken und jedem einzelnen Fahrzeug.The main patent describes a guidance and information system in which the guidance information of the individual guidance beacons. radiations for all possible destinations are radiated to all passing vehicles. The selection of apply to a particular destination The recommendations are made in the vehicle. This has the advantage over other known systems that only one-way transmission, namely from the guide beacons to the vehicles, is required for pure route guidance. In contrast, it is provided in other known systems that the destination is first passed from the vehicle to the beacon, that the associated information is then selected there and transmitted to the vehicle. The information is transmitted there in a dialog between the beacons and each individual vehicle.
Obwohl es bei dem Verfahren nach dem Hauptpatent nicht unbedingt erforderlich. ist, ist es aber auch dort möglich, Angaben über das gewählte Fahrtziel von dem einzelnen Fahrzeug an die Leitbake zu übermitteln. Dies dient aber dann in diesem Falle nicht zur Auswahl bestimmter Leitempfehlungen, sondern zur Gewinnnng von allgemeinen Daten über das momentane und das an den Fahrtzielen zu erwartende Verkehrsaufkommen. Diese Angaben können entweder in der Leitbake selbst oder in einer übergeordneten Leitzentrale ausgewertet und bei der Ausarbeitung neuer Leitempfehlungen verwendet werden.Although it is not absolutely necessary in the procedure under the main patent. is, it is also possible there to transmit information about the selected destination from the individual vehicle to the beacon. In this case, however, this does not serve to select specific guidance recommendations, but rather to obtain general data about the current traffic volume and the traffic volume expected at the destinations. This information can either be evaluated in the lead beacon itself or in a higher-level control center and used in the preparation of new guidance recommendations.
Zur Erfassung der Verkehrssituation werden bisher Detektoren verwendet, mit denen an wesentlichen Stellen des Straßennetzes die Zahl, die Richtung, die Geschwindigkeit und gegebenenfalls die-Art der passierenden Fahrzeuge bestimmt bzw. die Zeitlücken und der Belegungsgrad gemessen werden.. Man schließt aus diesen Werten indirekt auf den Belegungszustand ganzer Straßenzüge, obwohl diese Meßwerte lediglich über das Verkehrsgeschehen an dem eng begrenz- 'ten Meßquerschnitt Auskunft geben. Ein Verkehrshindernis zwischen zwei voneinander entfernten. Meßstellen beispielsweise wird solange nicht wahrgenommen, solange der Verkehr vor und hinter diesen Meßstellen flüssig bleibt.To date, detectors have been used to record the traffic situation, with which the number, the direction, the speed and possibly the type of passing vehicles are determined or the time gaps and the degree of occupancy are measured at essential points in the road network on the occupancy status of entire streets, although these measured values only provide information about the traffic situation at the narrowly limited measuring cross-section. A traffic obstacle between two distant ones. Measuring points, for example, are not perceived as long as the traffic in front of and behind these measuring points remains fluid.
Aufgabe der Erfindung ist es, eine Meßmethode zur Verkehrserfassung anzugeben, mit welcher die Verkehrssituation über eine ganze Strecke schnell und sicher erfaßt und ausgewertet werden kann.The object of the invention is to provide a measurement method for traffic detection, with which the traffic situation can be detected and evaluated quickly and safely over an entire route.
Erfindungsgemäß wird dies unter Verwendung eines Leit- und. Informationssystems, insbesondere gemäß dem Hauptpatent, dadurch gelöst, daß von den einzelnen Leitbaken zu den passierenden Fahrzeugen die Adresse der Leitbake sowie ein Startbefehl für eine im Fahrzeug vorgesehene Zeitmeßeinrichtung übertragen wird, daß mit dem Startbefehl jeweils die Zeitmeßeinrichtung in Gang gesetzt wird und daß an die jeweils nachfolgende Leitbake die gemessene Reisezeit zusammen mit der Adresse der vorangehenden Leitbake und den dort erhaltenen Leitempfehlungen übertragen wird.,According to the invention, this is done using a guide and. Information system, in particular according to the main patent, solved in that the address of the guide beacon and a start command for a time measuring device provided in the vehicle are transmitted from the individual beacons to the passing vehicles, that the time command device is started with the start command and that to the the following guiding beacon, the measured travel time together with the address of the preceding guiding beacon and the guidance recommendations received there,
Nach dem erfindungsgemäßen Verfahren werden die Fahrzeuge selbst als Meßobjekte und. Datenträger verwendet. Bei Ankunft eines Fahrzeuges an einer Leitbake wird es abgefragt und gibt zuverlässig Auskunft über die tatsächliche Reisezeit. Aus den gemessenen Reisezeiten einer größeren Anzahl von Fahrzeugen läßt sich. daraus sehr gut die Ver-. kehrssituation in dem betreffenden Streckenabschnitt ermitteln. Dabei genügt es durchaus, wenn nur ein Teil der Fahrzeuge mit einer Zieliührvngseinrichtung versehen ist und auch zur Reisezeitmessung abgefragt werden kann. Denn diese einzelnen abfragbaren Fahrzeuge bewegen sich in dem allgemeinen Verkehrsstrom und bilden somit einzelne Strömungsmeßgeräte, aus deren Fahrverhalten ein zuverlässiger Schluß auf die gesamte Verkehrssituation möglich ist.According to the method according to the invention, the vehicles themselves are used as measurement objects and. Disk used. When a vehicle arrives at a beacon, it is queried and provides reliable information about the actual travel time. The measured travel times of a larger number of vehicles can be from this the sales very well. Determine the traffic situation in the relevant section of the route. It is quite sufficient if only some of the vehicles are equipped with a destination guide and can also be queried for travel time measurement. Because these individual interrogable vehicles move in the general traffic flow and thus form individual flow measuring devices, from whose driving behavior a reliable conclusion about the entire traffic situation is possible.
Zweckmäßigerweise werden in den Meßbaken aus den gemessenen Reisezeiten der einzelnen Fahrzeuge gleitende Mittelwerte gebildet. Durch eine solche gleitende Mittelwertbildung werden Tendenzen der Verkehrsflüsse schnell erkannt. Das anomale Verhalten einzelner Fahrzeuge bleibt dabei ohne wesentlichen Einfluß.Expediently, moving averages are formed in the measuring beacons from the measured travel times of the individual vehicles. With such a moving averaging, trends in traffic flows are quickly recognized. The anomalous behavior of individual vehicles remains without significant influence.
Im allgemeinen werden die Leitbaken jeweils in größerer Entfernung voneinander angeordnet sein. Die Strecken zwischen ihnen können als eine Folge von Wegvektoren beschrieben werden. Entsprechend ist in der Hauptanmeldung vorgesehen, daß von den Leitbaken an die Fahrzeuge jeweils Leitempfehlungen in Form einer Kette von Leitvektoren gegeben werden. Entsprechend ist es auch zweckmäßig, daß die Reisezeiten im Fahrzeug jeweils zwischen den einzelnen Leitpunkten einer Leitvektorkette einzeln gemessen, im Fahrzeug gespeichert und an der nachfolgenden Leitbake zusammen.mit den Daten der Leitvektorkette übertragen werden.. Damit ist eine genauere Erfassung der Verkehrssituation auch bei großen Entfernungen zwischen den Leitbaken möglich.In general, the guide beacons will be located at a greater distance from each other. The distances between them can be described as a series of path vectors. Accordingly, it is provided in the main application that the beacons give guidance recommendations in the form of a chain of guidance vectors to the vehicles. Accordingly, it is also expedient for the travel times in the vehicle to be measured individually between the individual guide points of a guide vector chain, stored in the vehicle and transmitted to the following guide beacon together with the data of the guide vector chain. This makes it possible to record the traffic situation more accurately, even in the case of large ones Distances between the beacons possible.
Befolgt ein Fahrzeug die Leitempfehlung nicht., so kann das im Fahrzeug mit einer Navigationseinrichtung festgestellt werden. Zweckmäßigerweise wird ein solches Abweichen von der Leitempfehlung der nächsten Leitbake gemeldet und ausgewertet. In der Leitbake kann die Zahl der von den Leitempfehlungen abweichenden Fahrzeuge gespeichert und zur Beurteilung der Verkehrslage ausgewertet werden. Häufen sich beispielsweise solche Meldungen an bestimmten Leitpunkten, so kann diese Tatsache auch einem übergeordneten Leitrechner gemeldet werden.. Sie ist ein Indiz dafür, daß entweder ein Leitpunkt nicht mit richtigen Koordinaten versehen wurde, oder daß tatsächlich in diesem Bereich eine Verkehrsbehinderung vorliegt. Es kann dann überprüft werden, ob diese Behinderung von längerer Dauer ist. Gegebenenfalls muß die betreffende Leitempfehlung modifiziert werden. Weiterhin kann vorgesehen sein, daß die Zeitmessung im-Fahrzeug dann unterbrochen wird, wenn das Fahrzeug anhält und der Motor abgestellt wird. In weiterer Ausgestaltung der Erfindung kann außerdem vorgesehen sein, daß Leitanweisungen zwischen benachbarten Leitbaken mittels der Fahrzeuge übertragen werden. In diesem Fall werden den Fahrzeugen mit den Leitempfehlnagstelegrammen für die eigene Fahrtrichtung auch Anweisungen über zu empfehlende Leitvektorketten für die nächsten Leitbaken übertragen. Solche Informationen können im jeweiligen Fahrzeug gespeichert und beim Passieren der nächsten Leitbake von dieser abgefragt werden. Damit kann auf einfache Weise der nächsten Meßbake eine Information übermittelt werden, welcher Weg den Fahrzeugen mit entgegengesetzter Fahrtrichtung empfohlen werden soll. Auf diese Weise läßt sich mit einer Auswahllogik für Alternativrouten in den einzelnen Leitbaken und den Einrichtungen zur Rückübertragung der Leitanweisungen unter Nutzung der- Fahrzeuggeräte ein verkehrsabhängiges Leitsystam. für den Nahbereich realisieren, ohne daß ein. übergeordneter Leitrechner vorhanden sein muß. In weiterer Ausgestaltung der Erfindung ist jedoch vorgesehen, die gemessenen Reisezeiten und sonstigen Informationen, wie Wegabweichungen, an einen zentralen Leitrechner zu übertragen und von diesem zur Erarbeitung neuer Leitempfehlungen auswerten zu lassen.If a vehicle does not follow the guidance recommendation, this can be determined in the vehicle with a navigation device. Such a deviation from the guiding recommendation of the next guiding beacon is expediently reported and evaluated. The number of vehicles deviating from the guidance recommendations can be saved in the beacon and evaluated to assess the traffic situation. If, for example, such messages accumulate at certain control points, this fact can also be reported to a higher-level control computer. It is an indication that either a control point has not been provided with correct coordinates or that there is actually a traffic obstruction in this area. It can then be checked whether this disability is of a longer duration. The relevant guidance recommendation may have to be modified. Furthermore, it can be provided that the time measurement in the vehicle is interrupted when the vehicle stops and the engine is switched off. In a further embodiment of the invention, it can also be provided that guidance instructions are transmitted between adjacent beacons by means of the vehicles. In this case, the vehicles with the guidance recommendation telegrams for their own direction of travel are also given instructions about recommended guidance vector chains for the next guidance beacons. Such information can be stored in the respective vehicle and queried by the next beacon as it passes. In this way, the next measuring beacon can easily be informed of which route should be recommended to the vehicles with the opposite direction of travel. In this way, with a selection logic for alternative routes in the individual beacons and the devices for retransferring the guidance instructions using the vehicle devices, a traffic-dependent guidance system can be used. realize for the close range without a. higher-level master computer must be available. In a further embodiment of the invention, however, it is provided that the measured travel times and other information, such as deviations from the route, are transmitted to a central control computer and are evaluated by the latter to develop new guidance recommendations.
Die Erfindung wird nachfolgend an einem Ausführungsbeispiel anhand der Zeichnung näher erläutert.The invention is explained in more detail using an exemplary embodiment with reference to the drawing.
Es zeigt
- Fig.. 1 das Schema eines Straßennetzes in einem begrenzten Bereich,
- Fig. 2 einen Ausschnitt aus Fig. 1 zur Erläuterung der Leitvektoren,
- Fig. 3 die Einrichtungen in einem Fahrzeug,
- Fig. 4 die Einrichtungen in einer Leitbake,
- Fig. 5 zusätzliche Einrichtungen im Fahrzeug,
- Fig. 6 zusätzliche Einrichtungen in der Leitbake.
- 1 shows the diagram of a road network in a limited area,
- 2 shows a detail from FIG. 1 to explain the guide vectors,
- 3 shows the devices in a vehicle,
- 4 the devices in a beacon,
- 5 additional devices in the vehicle,
- Fig. 6 additional facilities in the beacon.
Die einzige Figur zeigt das Schema eines Straßennetzes in einem: begrenzten Bereich.. Gezeigt sind die Kreuzungen K1, K2. und k3 mit jeweils einer Leitbake-. Wegne der Trennung der beiden Funktionen wird hier unterschieden zwischen jeweils einer Leitbake LB1, LB2 usw. und einer Meßbake MB1, MB2 usw. In der Praxis werden. Leitbaken. und Meßbaken in einem Gerät an der Straßenkreuzung untergebracht sein.. Deswegen wurde in der vorhergehenden Beschreibung jeweils nur von einer Leitbake gesprochen, die sowohl Leitempfehlungen senden als auch Informationen empfangen kann.The only figure shows the diagram of a road network in a: limited area .. The intersections K1, K2 are shown. and k3, each with a lead beacon. Because of the separation of the two functions, a distinction is made between a beacon LB1, LB2 etc. and a beacon MB1, MB2 etc. in practice. Guide beacon. and measuring beacons can be accommodated in a device at the crossroads. That is why in the previous description spoken of only one beacon, which can both send guidance recommendations and receive information.
Für die Darstellung in der Zeichnung ist folgender Verkehrsablauf angenommen: Ein Fahrzeug FZ1 nähert sich der Kreuzung K1 und erhält von der Leitbake LB1 die Leitempfehlung, die durch die Leitpunkte LP1, LP2 bis LP5 beschriebene Route zur Kreuzung K2 zu benutzen. Während der Fahrt mißt das Fahrzeuggerät im Fahrzeug FZ1 die jeweiligen Reisezeiten zwischen den erwähnten Leitpunkten LP1 bis LP5. An der Kreuzung erhält es von der Leitbake LB2 ein weiteres Leitempfehlungs-Telegramm für den nachfolgenden Streckenabschnitt. Gleichzeitig mit diesem Telegramm wird. das Fahrzeuggerät aber aufgefordert, der Meßbake MB2 (mit der Leitbake LB2 kombiniert) unter anderem die gemessenen Reisezeiten der vorangehenden Strekkenabschnitte zu übertragen.The following traffic flow is assumed for the illustration in the drawing: A vehicle FZ1 approaches the intersection K1 and receives the guidance recommendation from the beacon LB1 to use the route to the intersection K2 described by the guidance points LP1, LP2 to LP5. During the journey, the vehicle device in vehicle FZ1 measures the respective travel times between the mentioned control points LP1 to LP5. At the intersection, the beacon LB2 receives another guidance recommendation telegram for the next section of the route. Simultaneously with this telegram. the vehicle device, however, is asked to transmit the measuring beacon MB2 (combined with the beacon LB2), among other things, the measured travel times of the preceding route sections.
Nach Abfrage einer Reihe von Fahrzeugen durch die Meßbake MB2 und nach der Auswertung dieser gemessenen Reisezeiten kann. diese zu dem Schluß kommen, daß die Route über die Leitpunkte LP1 und LP6 nach LP5 bei der gegebenen Verkehrssituation günstiger ist. Diese Information wird Fahrzeugen in der Gegenrichtung, z.B. dem Fahrzeug FZ2, mitgegeben. Die Übertragung dieser Information erfolgt zusätzlich zu den Leitempfehlungen, die das Fahrzeug FZ2 ohnehin von der Leitbake LB2 erhält. Passiert das Fahrzeug FZ2 dann die Leitbake LB1 bzw. die Meßbake MB1, so wird neben der eigenen gemessenen Reisezeit auch diese mitgegebene Leitempfehlung abgefragt, gespeichert und zur Korrektur der Leitempfehlungen für die weiteren passierenden Fahrzeuge verwendet.After querying a number of vehicles by the MB2 beacon and after evaluating these measured travel times. they come to the conclusion that the route via the control points LP1 and LP6 to LP5 is more favorable for the given traffic situation. This information is sent to vehicles in the opposite direction, e.g. the vehicle FZ2. This information is transmitted in addition to the guidance recommendations that the FZ2 vehicle receives from the beacon LB2 anyway. If the vehicle FZ2 then passes the beacon LB1 or the measuring beacon MB1, in addition to its own measured travel time, this guiding recommendation is also queried, stored and used to correct the guiding recommendations for the other passing vehicles.
Hinter dem Fahrzeug FZ1 nähert sich das Fahrzeug FZ3 der Kreuzung K1. Es sei hier angenommen, daß dieses Fahrzeug FZ3 noch die gleiche Leitempfehlung erhält wie das Fahrzeug FZ1, also die Leitvektoren über die Leitpunkte LP1, LP2 bis LP5. Dieses Fahrzeug weicht aber am Leitpunkt LP3 von der empfohlenen Route ab, weil z.B. ein Polizeibeamter wegen eines Unfalles an der Stelle A eine Umleitung vornimmt. Das Fahrzeug FZ3 gelangt deshalb nicht an die Kreuzung K2, sondern über den Punkt P7 an die Kreuzung K3 und meldet der dort stehenden Meßbake MB3, daß es die empfohlene Route am Leitpunkt LP3 verlassen hat. Treffen viele weitere umgeleitete Fahrzeuge an der Meßbake MB3 ein, so wird eine entsprechende Meldung an den übergeordneten Leitrechner LR abgesetzt. Dieser kann auch von sich aus die.Leitbake LB1 direkt anweisen, weiteren Fahrzeugen eine Alternativroute zur Kreuzung K2 zu empfehlen. Die Bedeutung der Leitvektoren ist in Fig. 2 in einem Ausschnitt aus. Fig. 1 dargestellt. Jeder Leitvektor LV1, LV2 usw. wird bestimmt nach seinem Betrag (Absolutwert) s1, s2 usw. und durch seinen Winkelwert w1, w2 usw. gegenüber einer vorgegebenen Richtung, beispielsweise der Winkel gegenüber der Nordrichtung N.Behind the vehicle FZ1, the vehicle FZ3 approaches the Intersection K1. It is assumed here that this vehicle FZ3 still receives the same guidance recommendation as the vehicle FZ1, that is to say the guidance vectors via the guidance points LP1, LP2 to LP5. However, this vehicle deviates from the recommended route at control point LP3 because, for example, a police officer makes a detour at location A because of an accident. The vehicle FZ3 therefore does not reach the intersection K2, but via the point P7 to the intersection K3 and reports to the measuring beacon MB3 there that it has left the recommended route at the control point LP3. If many more redirected vehicles arrive at the beacon MB3, a corresponding message is sent to the higher-level control computer LR. This can also direct die.Leitbake LB1 directly to recommend an alternative route to the K2 junction for other vehicles. The meaning of the guide vectors is shown in a detail in FIG. 2. Fig. 1 shown. Each guide vector LV1, LV2 etc. is determined according to its magnitude (absolute value) s1, s2 etc. and by its angle value w1, w2 etc. with respect to a predetermined direction, for example the angle with respect to the north direction N.
In Fig. 3 sind die Fahrzeugeinrichtungen schematisch dargestellt, um die Gewinnung der Erfahrungswerte in den Fahrzeugen zu zeigen. Jedes Fahrzeug besitzt eine Empfangseinrichtung 21, welche beim Passieren einer Leitbake (z.B. LB1) von dieser Leitbake ausgestrahlte Daten und Telegramme empfängt. Diese Datentelegramme werden im Bordcomputer 22 und zwar im Bereich CF21 in nicht näher dargestellter Weise auf Übertragungsfehler überprüft und aufbereitet. Aus diesen Datentelegrammen werden alle Daten extrahiert, welche Leitempfehlungen betreffen, und im Speicherbereich SB21 des Speichers 23 gespeichert. Es handelt sich dabei im einzelnen'um folgende Daten:
- a) die Adresse (LB"1") der gerade passierten Leitbake LB,
- b) die Adresse (VK"1") der empfohlenen:Leitvektorkette VK,
- c) die Koordinaten (xy) aller Leitpunkte LP der empfohlenen Vektorkette. Eine solche Vektorkette ist in Fig. 1 beispielsweise LPO, LP1 bis LP6.
- a) the address (LB "1") of the beacon LB just passed,
- b) the address (VK "1") of the recommended: vector chain VK,
- c) the coordinates (xy) of all guiding points LP of the recommended vector chain. Such a vector chain is, for example, LPO, LP1 to LP6 in FIG. 1.
Unmittelbar nach der Speicherung dieser Daten berechnet der Bordcomputer 22 im Funktionsbereich CF21a aus den Koordinaten der Leitpunkte x, y die Beträge s und die Winkel w für die einzelnen Leitvektoren LV1, LV2 usw. Diese Werte werden im Speicherbereich SB22 des Speichers 23 gespeichert.Immediately after the storage of this data, the on-
Im Computerbereich CF23 wird die an sich bekannte Koppelnavigation durchgeführt. Ausgehend von den Koordinaten der Leitpunkte LPO (d.h. von den Koordinaten der zuletzt passierten Leitbake, im Beispiel der Fig. 1 von den Koordinaten der Leitbake LB1) wird aus der Fahrt-, richtungsmessung durch die Magnetfeldsonde 24 und aus den Wegimpulsen der Wegmeßeinrichtung 25 die zurückgelegte Wegstrecke nach Betrag s' und Richtung w' ermittelt und im Speicherbereich SB23 abgespeichert. Aufgrund unvermeidlicher Meßfehler weichen diese ermittelten Werte s' und w' etwas von den tatsächlichen Werten s und w ab.The well-known dead reckoning is carried out in the computer area CF23. Starting from the coordinates of the guide points LPO (ie from the coordinates of the last passed guide beacon, in the example of FIG. 1 from the coordinates of the guide beacon LB1), the travel and direction measurement by the
Im Computerbereich CF22 wird überprüft, ob die Abweichungen sich in vorgegebenen Grenzen halten; im Falle einer unzulässig großen Abweichung wird ein Alarmsignal "a" gesetzt und im Speicherbereich SB24 gespeichert. Im Falle einer unzulässig kleinen Abweichung wird eine Korrektur vorgenommen, sobald eine markante Richtungsänderung Rückschlüsse über die tatsächliche Position des Fahrzeuges ermöglicht. Beispielsweise erfolgt am Leitpunkt LP1 (Fig. 1) eine markante Richtungsänderung von 90°. Sobald diese Richtungsänderung über die Magnetfeldsonde 24 in der Navigationseinrichtung CF23 erkannt wird, werden die Koordinaten dieses Leitpunktes als Ausgangspunkt für die weitere Koppelnavigation benutzt. Außerdem wird im Computerbereich CF22 mit Hilfe des Zeitgebers 26 die Fahrzeit't'ermittelt, die für das Durchfahren der für einen bestimmten Leitvektor LV beschriebenen Wegstrecke benötigt wurde. Diese Fahrzeit t wird für jeden Leitvektor im Speicherbereich SB24 gespeichert. Außerdem werden evtl. Standzeiten "h", z.B. vor Lichtsignalanlagen,mit Hilfe des Zeitgebers 26 und .der Wegmeßeinrichtung 25'gemessen und ebenfalls im Speicherbereich SB24 gespeichert.In the CF22 computer area, it is checked whether the deviations are within predetermined limits; in the event of an impermissibly large deviation, an alarm signal "a" is set and stored in the memory area SB24. In the event of an impermissibly small deviation, a correction is made as soon as a striking change in direction enables conclusions to be drawn about the actual position of the vehicle. For example, a distinctive change in direction of 90 ° takes place at the control point LP1 (FIG. 1). Once this change of direction over the
Die Werte t, h und a werden also im Speicherbereich SB24 abgespeichert; und zwar.derart, daß man sie jeweils eindeutig den Leitvektoren LV bzw. den Leitpunkten LP (im Speicherbereich SB21) zuordnen kann.The values t, h and a are therefore stored in the memory area SB24; in such a way that they can be uniquely assigned to the guidance vectors LV or the guidance points LP (in the memory area SB21).
Im Computerbereich CF24 werden die Erfahrungswerte t, h und a in Verbindung mit der Adresse der Herkunfts-Leitbake, der Leitvektorkette und den Leitpunkten bzw. Leitvektoren an der nächsten Leitbake über die Sendeeinrichtung 27 übermittelt.In the computer area CF24, the empirical values t, h and a are transmitted in connection with the address of the source beacon, the vector chain and the guidance points or vectors at the next beacon via the transmitting
Die Fig. 4 zeigt die Einrichtungen in den jeweiligen Leitbaken zur Verarbeitung der von den Fahrzeugen übermittelten Erfahrungswerte. Die Empfangseinrichtungen 31 der Leitbaken (z.B. LB2 in Fig. 1) empfangen die Datentelegramme aller passierenden Fahrzeuge. Die Telegramme werden im Funktionsbereich CF31 des Leitbakencomputers 32 in nicht näher dargestellter Weise auf Übertragungsfehler überprüft und aufbereitet. Der Leitbakencomputer entnimmt aus diesen Telegrammen die übertragenen Erfahrungswerte t, h und a (siehe Beschreibung zu.Fig. 3) und übergibt sie dem Funktionsbereich CF32.4 shows the devices in the respective beacons for processing the empirical values transmitted by the vehicles. The receiving
In diesem Bereich CF32 wird die Anzahl z der Fahrzeuge je Zeitintervall gezählt, von denen Daten empfangen werden. Weiterhin werden die gleitenden Mittelwerte
Im Speicherbereich SB32 sind die beispielsweise von Verkehrsingenieuren ermittelten Bezugswerte z*, t*, h* und a* für die obengenannten Größen z, t, h und a nach demselben Ordnurgsprinzip gespeichert. Der Leitbakencomputer 32 überprüft nun laufend in seinem Funktions-. bereich CF33, wie weit sich die Anzahl der Fahrzeuge z, von denen Erfahrungswerte empfangen worden sind, . und die gemittelten Erfahrungswerte den Bezugswerten z*, t*, h* und a* nähern oder diese überschreiten.Abhängig von diesen Beziehungen berechnet der Leitbakencomputer 32 in dem Funktionsbereich CF34, wie bei- 'spielsweise die Verteilung des über den Leitpunkt LPO (Leitbake LB1) heranrollenden Verkehrs auf die verschiedenen möglichen Fahrtrouten vorgenommen werden soll. Bei der nicht näher dargestellten Berechnung der Verteilungswerte werden die mittleren Reisezeiten t, die mittleren Haltezeiten h, aber auch Überschreitungen der vorgegebenen Alarmbezugswerte a* je Strekkenabschnitt verwertet.In the storage area SB32, the reference values z * , t * , h * and a * determined for example by traffic engineers for the above-mentioned variables z, t, h and a are stored according to the same order principle. The
Diese Verteilungswerte werden im Speicherbereich SB33 gespeichert. Im Beispiel der Fig. 4 ist angenommen, daß der Verkehr von der Leitbake LB1 im Verhältnis von 80 % zu 20 % zwischen den Leitvektorketten VK1 und VK2 aufgeteilt werden soll. Die Leitvektorkette umfaßt die Strecke zwischen den Leitpunkten LP1, LP2, LP3, LP4, LP5 und LP8, die Leitvektorkette mit der Adresse "2" umfaßt die Strecke zwischen den Leitpunkten LP1, LP6, LP5 und LP8.These distribution values are stored in the memory area SB33. In the example in FIG. 4, it is assumed that the traffic from the beacon LB1 is to be divided between the guidance vector chains VK1 and VK2 in a ratio of 80% to 20%. The leading vector chain comprises the route between the control points LP1, LP2, LP3, LP4, LP5 and LP8, the guide vector chain with the address "2" comprises the route between the control points LP1, LP6, LP5 and LP8.
In vergleichbarer Weise werden Überschreitungen der Alarmwerte im Speicherbereich SB34 registriert. Im Beispiel der Fig. 4 ist angenommen, daß die Anzahl der Alarmwerte der Vektorkette mit der Adresse "1" von der Leitbake mit der Adresse "1" am Leitpunkt LP8 .höher lag, als der betreffende Bezugswert a* zuläßt. Diese Überschreitung ist bereits aus dem Alarmwert a=8 im Speicherbereich SB31 am Leitpunkt LP8 erkennbar, der größer ist als der korrespondierende Bezugswert a*=5 im Speicherbereich SB32.In a comparable manner, exceedances of the alarm values are registered in the memory area SB34. In the example in FIG. 4, it is assumed that the number of alarm values of the vector chain with the address "1" from the beacon with the address "1" at the control point LP8 was higher than the reference value a * in question. This exceeding can already be seen from the alarm value a = 8 in the memory area SB31 at the control point LP8, which is greater than the corresponding reference value a * = 5 in the memory area SB32.
Entsprechende Tabellen für die Verteilungs- und Alarmwerte werden für alle benachbarten Leitbake mit den. Adressen "2", "3", usw. in den Speicherbereichen SB33 und SB34 geführt.Corresponding tables for the distribution and alarm values are shown for all neighboring beacons with the. Addresses "2", "3", etc. in the memory areas SB33 and SB34.
Der Funktionsbereich CF35 des Computers 32 stellt das Datentelegramm für die Übertragung der Verteilungswerte einschließlich der zugehörigen Adressierung an alle Fahrzeuge zusammen, die sich der Leitbake LB2 nähern. Dieses Telegramm wird über die Sendeeinrichtung 34 ausgesendet.The functional area CF35 of the
Im Funktionsbereich CF36 des Computers 32 wird ein entsprechendes Datentelegramm zur Übertragung der Verteilungs- und Alarmwerte an einen übergeordneten Leitrechner zusammengestellt. Die Übertragung dieses Datentelegramms erfolgt über die Sendeeinrichtung 35.In the functional area CF36 of the
Die Fig. 5 zeigt die zusätzlichen Einrichtungen im Fahrzeug, die zur Rückübertragung der Verteilungswerte erforderlich sind. Die Empfangseinrichtungen 21 aller eine Leitbake (z.B. LB2 in Fig. 1) passierenden Fahrzeuge empfangen Datentelegramme, die vom Bordcomputer 22 in dessen Bereich CF21 in nicht näher dargestellter Weise auf Übertragungsfehler überprüft und aufbereitet werden. Die aus diesen Telegrammen extrahierten Tabellen mit den Verteilungswerten werden im Speicherbereich SB41 des Speichers 23 gespeichert.FIG. 5 shows the additional devices in the vehicle that are required for the retransmission of the distribution values. The receiving
Nachdem der Bordcomputer 22 die Daten für die Leitempfehlung extrahiert und sich aufgrund des vom Fahrzeugführer eingegebenen Reisezieles für eine der Leitempfehlungen (Leitvektorkette LV) nach einer an dieser Stelle nicht beschriebenen Methode entschieden hat, ist die nächste anzufahrende Leitbake bekannt. Die Funktionseinheit CF25 kann mit dieser Kenntnis alle Verteilungswert-Daten, die für andere Leitbaken bestimmt sind, im Speicherbereich SB41 löschen und die Daten für die nächste Zielbake in den Speicherbereich SB42 überschreiben. Im Beispiel des Fahrzeugs FZ2 in Fig. 1 werden nur die Verteilungswerte für die Leitbaken mit der Adresse "1" übernommen, die Verteilungswerte für andere Leitbaken werden gelöscht bzw. bei der nächsten Leitbake überschrieben.After the on-
Nähert sich das Fahrzeug dieser nächsten Leitbake, so werden die im Speicherbereich SB42 stehenden Daten wieder durch den Bordcomputer 22 abgerufen, im Bereich CF24 in das Datentelegramm für die Leitbaken eingefügt und gemeinsam mit den Erfahrungsdaten (siehe Beschreibung zu Fig. 3) zur Leitbake übertragen.If the vehicle approaches this next beacon, the data in the memory area SB42 are called up again by the on-
Die Fig. 6 zeigt die zusätzlichen Einrichtungen in den Leitbaken, welche zur Verarbeitung der Verteilungswerte in den Leitbaken dienen. Die Empfangseinrichtung 31 der Leitbake (z.B. Leitbake LB1 in Fig. 1) empfängt die Datentelegramme aller passierenden Fahrzeuge. Die Telegramme werden im Funktionsbereich CF31 des Leitbakencomputers 32 in nicht näher dargestellter Weise auf Übertragungsfehler überprüft und aufbereitet. Die Verteilungswerte (Prozentzahlen in Fig. 4) werden dem Funktionsbereich CF31a übergeben. Dort wird überprüft, .ob die Verteilungswerte noch aktuell sind. Wenn die Reisezeiten t des Überbringerfahrzeuges, im Beispiel die Reisezeit des Fahrzeugs FZ2 von,der Leitbake LB2 bis zur Leitbake LB1, weit über den betreffenden Mittelwerten
Von.aktuellen Verteilungswerten wird der laufende Mittelwert gebildet und im Speicherbereich SB35 abgelegt. In diesem Speicherbereich ist also eine aktualisierte Übersicht der anzustrebenden Verkehrsflußverteilung zwischen alternativen Fahrtrouten zu allen benachbarten Leitbaken zu finden. Das ist im dargestellten Beispiel eine Verteilung zwischen den Vektorketten VK1 und VK2 von 75 % und 25 %. Weiterhin können beispielsweise für alternative Fahrtrouten zu einer nicht dargestellten Leitbake LBJ drei alternative Fahrtrouten . bestehen, auf die der Verkehr nach dem Verhältnis 60 % (Fahrtroute ij) zu 30 % (Fahrtroute ik) zu 10 % (Fahrt- . route il) verteilt werden soll. Der Verkehr zu einer ebenfalls nicht dargestellten Leitbake LBF könnte nach dem dargestellten Beispiel über die Routen fg mit 20 %, die Route fh mit 30 %, die Route fk mit 50 % und die Route fj mit 0 % verteilt werden.The current average value is formed from current distribution values and stored in the memory area SB35. An updated overview of the desired traffic flow distribution between alternative routes to all neighboring beacons can therefore be found in this memory area. In the example shown, this is a distribution between the vector chains VK1 and VK2 of 75% and 25%. Furthermore, three alternative routes can be used, for example, for alternative routes to a beacon LBJ, not shown. to which the traffic should be distributed according to the
Der Funktionsbereich CF37 des Leitbakencomputers 32 hat die Aufgabe, mit Hilfe eines Zeitgebers 36 die Verkehrsflüsse so auf die alternativen Fahrtrouten zu verteilen, wie es die Verteilungswerte (%) angeben. Das geschieht z.B. dadurch, daß die Leitvektorkette VK1 in 75 von 100 Zeitintervallen zur Erreichung der Leitbake LB2 in den Speicherbereich SB36 geschrieben wird. Danach würde für 25 Zeitintervalle die Leitvektorkette VK2 in diesem Speicherbereich stehen. Entsprechendes gilt für die Alternativrouten zu allen anderen-benachbarten Leitbaken.The functional area CF37 of the
Die Funktionseinheit CF36 des Leitbakencomputers 32 stellt nach der im Speicherbereich SB36 niedergelegten Vorschrift die Datentelegramme für die Fahrzeuge zusammen.. Es werden nun die Leitpunktkoordinaten (x, y) derjenigen Vektorkette über die Sendeeinrichtung an die Fahrzeuge übertragen, die im Moment im.Speicherbereich SB36 aufgeführt sind.The functional unit CF36 of the
Claims (9)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT80106940T ATE12149T1 (en) | 1979-11-13 | 1980-11-10 | PROCEDURE FOR TRAFFIC DETECTION IN A CONTROL AND INFORMATION SYSTEM FOR INDIVIDUAL TRANSPORT. |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19792945852 DE2945852A1 (en) | 1979-11-13 | 1979-11-13 | METHOD FOR DETECTING TRAFFIC IN A GUIDE AND INFORMATION SYSTEM FOR INDIVIDUAL TRAFFIC |
| DE2945852 | 1979-11-13 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0029201A1 true EP0029201A1 (en) | 1981-05-27 |
| EP0029201B1 EP0029201B1 (en) | 1985-03-13 |
Family
ID=6085882
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP80106940A Expired EP0029201B1 (en) | 1979-11-13 | 1980-11-10 | Method for traffic coverage in a guiding and information system for individual traffic |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US4350970A (en) |
| EP (1) | EP0029201B1 (en) |
| AT (1) | ATE12149T1 (en) |
| DE (2) | DE2945852A1 (en) |
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| EP0136691A3 (en) * | 1983-10-04 | 1985-06-05 | Siemens Aktiengesellschaft | |
| EP0136691A2 (en) * | 1983-10-04 | 1985-04-10 | Siemens Aktiengesellschaft | Method of recording hazardous places in a guide and information system for land vehicles |
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| EP0292897A2 (en) * | 1987-05-25 | 1988-11-30 | Siemens Aktiengesellschaft | Evaluation method of the travel time measured in vehicles by means of a guidance and information device in a guidance and information system |
| EP0292897A3 (en) * | 1987-05-25 | 1990-05-09 | Siemens Aktiengesellschaft | Evaluation method of the travel time measured in vehicles by means of a guidance and information device in a guidance and information system |
| US5317311A (en) * | 1988-11-14 | 1994-05-31 | Martell David K | Traffic congestion monitoring system |
| WO1990005969A2 (en) * | 1988-11-14 | 1990-05-31 | David Kenneth Martell | Traffic congestion monitoring system |
| WO1990005969A3 (en) * | 1988-11-14 | 1990-06-28 | David Kenneth Martell | Traffic congestion monitoring system |
| FR2642875A1 (en) * | 1989-02-03 | 1990-08-10 | Urba 2000 | INFORMATION COLLECTION AND DISSEMINATION SYSTEM FOR MOTORISTS |
| EP0384794A1 (en) * | 1989-02-03 | 1990-08-29 | Urba 2000 | Traffic and parking information collecting and broadcasting system for transport vehicles, especially for motorists |
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| EP1217331A1 (en) * | 2000-12-20 | 2002-06-26 | Pioneer Corporation | Method and system for setting travel time and method and system for route calculation with use thereof |
| AT500265A1 (en) * | 2004-05-03 | 2005-11-15 | E & C Engineering & Consulting | METHOD FOR THE MEASUREMENT OF TOLLS |
| EP1838050A1 (en) | 2006-03-23 | 2007-09-26 | Peiker acustic GmbH & Co. KG | Method for transmitting at least one information data set between a mobile actuator and at least one fixed station |
| US7835690B2 (en) | 2006-03-23 | 2010-11-16 | Peiker Acustic Gmbh & Co. Kg | Method for transmitting at least one information data record between a mobile trigger apparatus and at least one fixed station |
| NL1038875C2 (en) * | 2011-06-17 | 2012-12-18 | Robbert Jacobus Franciscus Johannes Wesenbeeck | WARNING SYSTEM FOR PEOPLE FOLLOWING A DRAWN OUT TRAVEL. |
| EP2610815A1 (en) * | 2011-12-27 | 2013-07-03 | Kapsch TrafficCom AG | Method for acquiring traffic flow data in a street network |
| US9035798B2 (en) | 2011-12-27 | 2015-05-19 | Kapsch Trafficcom Ag | Method for determining traffic flow data in a road network |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0029201B1 (en) | 1985-03-13 |
| ATE12149T1 (en) | 1985-03-15 |
| DE3070284D1 (en) | 1985-04-18 |
| DE2945852A1 (en) | 1981-05-21 |
| US4350970A (en) | 1982-09-21 |
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