EP1667084B1 - Detection of the desired stop - Google Patents

Abstract

The system (2) has a GPS receiver (3) for determining a current position of a city motor bus (1) and a geographical database defining proximity zones associated to respective stops. A computer (4) detects, from the position, presence of the bus in one zone, selects an identification code of the stop in the zone, and controls a radio frequency transmitter (5) in the bus for transmitting the code to a reception device (20) in the bus. Independent claims are also included for the following: (A) an assistance infrastructure comprising a user assistance system (B) an assistance method for a user of a vehicle servicing several predetermined stops.

Description

The present invention relates to an on-board assistance system for the users of a vehicle serving several predetermined stops and a support infrastructure using such a support system.

When a public transport user uses the bus on a route that he does not know, he may sometimes forget to go down because the name of the bus stop is not always very visible and / or when it is difficult for him to follow the route in the absence of a plane inside the buses. The most common solution is to ask the driver to warn the user when the desired stop is coming. Quite often, the demands multiply when the bus goes through an industrial zone or a tourist place. In addition, visually impaired people also have a problem getting off at the right station in the absence of a sound message.

The assistance system of the present invention is particularly suitable for buses but can be applied in different modes of public transport, such as the metro, urban or regional trains, for example.

A system for assisting a public transport user is described in document GB 2 322 725, in which a portable reception device comprising a receiver allows the user to be warned when approaching a predetermined destination stop. Transmitters capable of transmitting a radio frequency signal comprising an identification code are arranged near said stops. Each transmitter continuously transmits the identification code associated with it. When the vehicle enters the range of the transmitter, it receives the corresponding code. The receiving device compares the received code and the destination code that it has in memory to determine if the destination station is approaching. In the case where the destination station is approaching, the receiving device warns the user. In addition, programming terminals allow the programming of reception devices.

Such a support system nevertheless has several disadvantages. Such a support system is complicated and expensive to deploy, since each stop, or more generally each place whose approach must be signaled, requires the installation of a transmitter. In addition, such transmitters are not protected from vandalism or natural wear and tear. In addition, such an assistance system can easily be disturbed by the radiation of other devices, especially in urban areas, which can lead to reception problems. In addition, such a support system is difficult to evolve, since each change of a path requires re-installing new transmitters, which requires long and expensive work.

The present invention aims to provide an assistance system that avoids at least some of the aforementioned drawbacks. Another object of the invention is to provide a scalable assistance system, easy to deploy, which allows a user to be notified when approaching a predetermined stop.

For this purpose, the invention relates to an assistance system for the users of a vehicle serving a transmission line including several predetermined stops which are associated predetermined stopping identification codes, said assistance system comprising a radiofrequency transmitter for transmitting, to a portable reception device, one of said identification codes corresponding to a stop near which said vehicle is located, characterized in that said assistance system is embedded in said vehicle, said assistance system comprising a satellite location receiver able to determine a current position of said vehicle from signals emitted by satellites, a geographical database defining a proximity zone associated with each of said stops, a processing means adapted to detect, from said current position, the presence of said vehicle in a e of said proximity zones and, whenever the presence of the vehicle is detected in one of said proximity zones, to select said stop identification code associated with the stop in the zone of proximity from which the presence of said vehicle is detected and controlling said transmitter to transmit said selected identification code said radiofrequency transmitter being arranged in said vehicle so as to transmit, at least inside said vehicle, said selected identification code.

Since the stops and the proximity zones are defined by data recorded in the on-board assistance system, it is very simple to adapt them to any transmission line whatever the positions of the stops. This assistance system is therefore more flexible than assistance system using fixed transmitters, for which the proximity area, which is equal to the range of the transmitter, is difficult to control.

The proximity zones may be of any shape. According to a particular embodiment of the invention, said geographical database comprises data defining each of said proximity zones by a respective polygon whose vertices are defined by latitudes and longitudes stored in said geographical database.

Preferably, said geographical database defines said proximity zones so as to position each of said proximity zones substantially upstream of said associated stop with respect to the direction of movement of the vehicle in which said stop is served.

Such a definition of the proximity zones makes it possible to warn the user with a certain advance and to avoid detecting a stop already passed.

According to another particular embodiment of the invention, said assistance system comprises a traffic direction indicator for indicating a current direction of movement of said vehicle, said geographical database comprising data defining, for each of said stops, a direction of circulation of the vehicle in which said stop is likely to be served, said processing means being able to select stops likely to be served in the current direction of the vehicle to detect the presence of the vehicle only among the areas of proximity associated with said selected stops.

The use of such a traffic sense indicator is particularly interesting in the case where two stops facing each other in a street. Thus, even if stops served in opposite directions have overlapping proximity zones, the proximity of the stop that is not going to be served is avoided.

Advantageously, said processing means is adapted to position said traffic direction indicator in response to the detection of the presence of the vehicle in the proximity zone of a terminus of said transport line. Thus, one simply and automatically detects the current direction of circulation.

Preferably, said geographical database comprises data defining the names of said stops, an identical stop identification code being associated with several of said stops bearing the same name and served in different traffic directions. Thus, it ensures the detection of the destination stop regardless of the direction by which it is reached.

Advantageously, said geographical database includes a file by stopping the transport line, said file including a stop name, a direction of service and a definition of proximity zone.

In one embodiment of the invention, said assistance system comprises a programming device disposed in said vehicle, said programming device comprising a user-operable input interface for selecting a destination stop and an output interface. intended to cooperate with said receiving device for storing in said receiving device a destination code corresponding to said destination stop.

Advantageously, said destination code is identical to the stop identification code associated with said selected destination stop. As a variant, the destination code, sent by the programming device, is not necessarily identical to the identification code, transmitted by the radiofrequency transmitter, of the destination stop, since the receiver can carry out a correspondence between these codes.

According to a particular embodiment of the invention, said input interface comprises a touch screen for displaying a list of stops of said transmission line. It is also possible to provide any type of input interface on the programming devices, for example an input interface comprising a voice recognition module.

Advantageously, said output interface comprises a radio frequency transmitter.

Preferably, said programming device comprises a correspondence management module able to identify a correspondence stop, where the user must change the transmission line, and another transport line that the user must use to reach his stop of destination.

The subject of the invention is also an assistance infrastructure characterized in that it comprises a support system mentioned above and a portable reception device, said reception device comprising a receiver able to receive said stop identification code. transmitted by the radiofrequency transmitter when said receiving device is inside said vehicle, said receiving device comprising a memory capable of storing a destination code, corresponding to a destination stop desired by the user, said receiving device comprising comparison means adapted to compare said destination code and said received identification code and said reception device comprising alert means adapted to alert the user of a correspondence between said stored destination code and said code stop identification received.

In one embodiment of the invention, said receiving device is integrated in a mobile phone.

Preferably, said receiving device comprises a voice recognition module for voice programming said at least one destination station in said receiving device.

Advantageously, said alerting means comprises a light warning means.

Advantageously, said alerting means comprises an audible warning means.

Advantageously, said warning system comprises a means of vibration.

• mémoriser dans un dispositif de réception un code de destination correspondant à un arrêt de destination souhaité par l'usager ;
• transporter l'usager muni dudit dispositif de réception avec le véhicule ;
• déterminer une position courante dudit véhicule à partir de signaux émis par des satellites, à l'aide d'un récepteur de localisation par satellite embarqué dans le véhicule ;
• comparer à l'aide d'un moyen de traitement embarqué dans ledit véhicule ladite position courante du véhicule avec des zones de proximité associées à chacun desdits arrêts, lesdites zones de proximité étant définies dans une base de données géographiques, ladite base de données géographiques embarquée dans ledit véhicule ;
• à chaque fois que la présence du véhicule est détectée dans une desdites zones de proximité, sélectionner à l'aide dudit moyen de traitement un code d'identification d'arrêt associé à un arrêt dans la zone de proximité duquel la présence du véhicule est détectée ;
• émettre ledit code d'identification d'arrêt sélectionné à l'intérieur dudit véhicule ;
• comparer dans ledit dispositif de réception ledit code d'identification émis et ledit code de destination mémorisé ; et
• alerter l'usager si ledit code d'identification émis correspond audit code de destination mémorisé.

The invention also relates to an assistance method for a user of a vehicle serving a plurality of predetermined stops, characterized in that it comprises the steps of:

• storing in a receiving device a destination code corresponding to a destination stop desired by the user;
• transporting the user equipped with said receiving device with the vehicle;
• determining a current position of said vehicle from signals transmitted by satellites, using a satellite location receiver embedded in the vehicle;
• comparing, using a processing means embedded in said vehicle, said current position of the vehicle with proximity zones associated with each of said stops, said proximity zones being defined in a geographic database, said on-board geographical database in said vehicle;
• whenever the presence of the vehicle is detected in one of said proximity zones, selecting with said processing means a stop identification code associated with a stop in the proximity zone from which the presence of the vehicle is detected ;
• transmitting said selected stop identification code within said vehicle;
• comparing in said receiving device said transmitted identification code and said stored destination code; and
• alert the user if said transmitted identification code corresponds to said stored destination code.

Advantageously, said method comprises a step of storing in said receiving device a destination code by means of a programming terminal, said programming terminal comprising an input interface for selecting the destination stop.

Advantageously, said method comprises the steps of determining, with the aid of said programming terminal, a correspondence stop where the user must change lines to reach said destination stop and to store in said reception device an identification code. said judgment of correspondence.

The invention will be better understood, and other objects, details, features and advantages thereof will become more clearly apparent in the following detailed explanatory description of several embodiments of the invention given as examples. purely illustrative and non-limiting examples, with reference to the attached schematic drawings.

• la figure 1 est une vue simplifiée d'un véhicule équipé d'un système d'assistance selon un mode de réalisation de l'invention ;
• la figure 2 est une vue schématique fonctionnelle du système d'assistance de la figure 1 ;
• la figure 3 est une vue schématique de dessus montrant six arrêts situés dans une rue et leurs zones de proximité respectives ;
• la figure 4 est une vue schématique fonctionnelle d'un dispositif de réception ;
• la figure 5 est une vue schématique extérieure du dispositif de réception de la figure 4 et d'une borne de programmation ;
• la figure 6 est une vue schématique d'un réseau de transport sur lequel est utilisé le système d'assistance de la figure 1 ;
• la figure 7 est un schéma fonctionnel représentant les étapes d'une opération d'initialisation du système d'assistance de la figure 1 ;
• la figure 8 est un schéma fonctionnel représentant les étapes d'une opération de programmation du dispositif de réception de la figure 4 ;
• la figure 9 est un schéma fonctionnel représentant les étapes d'une opération de détection de l'approche d'un arrêt à l'aide du système d'assistance de la figure 1 ;
• la figure 10 est un schéma fonctionnel représentant les étapes d'une opération d'alerte à l'aide du dispositif de réception de la figure 4 ; et
• les figures 11 et 12 sont des vues schématiques représentant l'écran du dispositif de réception de la figure 4.

On these drawings:

• Figure 1 is a simplified view of a vehicle equipped with an assistance system according to one embodiment of the invention;
• Figure 2 is a schematic functional view of the assistance system of Figure 1;
• Figure 3 is a schematic top view showing six stops located in a street and their respective proximity areas;
• Figure 4 is a schematic functional view of a receiving device;
• Figure 5 is an external schematic view of the receiving device of Figure 4 and a programming terminal;
• FIG. 6 is a schematic view of a transport network on which the assistance system of FIG. 1 is used;
• Fig. 7 is a block diagram showing the steps of an initialization operation of the assistance system of Fig. 1;
• Fig. 8 is a block diagram showing the steps of a programming operation of the receiving device of Fig. 4;
• Fig. 9 is a block diagram showing the steps of an operation of detecting the approach of a stop using the assistance system of Fig. 1;
• Fig. 10 is a block diagram showing the steps of an alert operation using the receiving device of Fig. 4; and
• Figures 11 and 12 are schematic views showing the screen of the receiving device of Figure 4.

Referring to FIGS. 1 and 2, there is shown a bus 1 intended to serve several predetermined stops 11a, 11b, 13a, 13b, 15a and 15b (FIG. 3) along a transport line L1 (FIGS. 3 and 6). ) having two terminals A and B. The bus 1 is equipped with an onboard assistance system 2. The assistance system 2 comprises a satellite positioning system 3, a computer 4 and a transmitter 5. Each stop 11a, 11b, 13a, 13b, 15a and 15b or terminus A and B has an identification code which is associated. This assistance system is intended to form an assistance infrastructure in association with portable devices for bus users. Preferably, all the buses serving this line L1 are equipped in the same way.

Embedded system

The location system 3 is a GPS receiver, which is able to determine a current position of the bus 1 from signals emitted by satellites 6, in a manner known per se. The GPS receiver 3 transmits the current position data in the form of a latitude-longitude pair to the computer 4.

The computer 4 is intended to process the signals received by the GPS receiver 3. For this, the computer 4 comprises a geographic database 7 which includes files 7a, for example in XML. There is a file 7a associated with each stop 11a, 11b, 13a, 13b, 15a and 15b including each terminus A and B.

Referring to Appendix 1, we see file 7a associated with stop 15a. File 7a contains data called "service direction". The direction of service corresponds to the direction of movement of the bus 1 in which the stop 15a is likely to be served. The value "1" corresponds to a stop served when the bus is traveling on the line L1 in the direction of the arrow 16, and the value "0" corresponds to a stop served when the bus is traveling in the direction of the arrow 17. The file 7a contains location data, between the <location> line and the </ location> line. The location data makes it possible to define a rectangular proximity zone 14a associated with the stop 15a, by specifying the geographical data of the vertices of a rectangle, namely two latitudes and two longitudes. In the example in Appendix 1, this rectangle is specified by an upper left vertex (UL) and a lower right vertex (DR). The file 7a also contains information data relating to the stop 15a, between the line <info> and the line </ info>, namely the name of the stop 15a, that is to say GARE , and the line L1 on which the stop 15a is located. This information data is intended to be transmitted to the receiving device 20, in a manner to be described in detail below.

Referring to FIG. 3, we see the two proximity zones 10a and 10b associated with the two stops 11a and 11b located face to face in a street 18, the two proximity zones 12a and 12b associated with the two stops 13a and 13b located face to face in the street 18 and the two proximity zones 14a and 14b associated with the two stops 15a and 15b located face to face in the street 18. For example, the stops 11a and 11b bear the same name, namely THEATER, judgments 13a and 13b bear the same name, namely MAIRIE and both judgments 15a and 15b bear the same name, namely GARE. The stops 11a, 13a and 15a are served when the bus 1 circulates in the street 18 in the direction of the arrow 16 and the stops 11b, 13b and 15b are served when the bus 1 circulates in the street 18 in the direction of the arrow 17. Nearby areas (not shown) are also associated with all stops, including Terminals A and B. Street 18 has two lanes 18a and 18b, separated by a line 19.

When two stops face to face have the same name, it may be interesting to assign them the same identification code, to simplify the programming of the receiving device 20, as will be described in detail below. It will be noted that the data relating to the service direction make it possible to define zones of proximity that overlap without disturbing the operation of the system, that is to say without emitting the identification code of a stop when one is in in the zone of proximity of the stop opposite.

Each zone 10a, 10b, 12a, 12b, 14a or 14b extends upstream of the stop 11a, 11b, 13a, 13b, 15a or 15b with which it is associated. The size of an area is defined as the area that defines it. In the files 7a, the size of each zone 10a, 10b, 12a, 12b, 14a or 14b is defined independently of the size of the other zones. For example, when the bus 1 flows in the direction of the arrow 16, if the stop 13a is close to the stop 15a, it is not desired that the stop 13a is announced before the bus 1 stops at judgment 15a. The zone 12a must therefore be sufficiently small so that the zone 12a does not contain the stop 15a. Other parameters can influence the size of the zones 10a, 10b, 12a, 12b, 14a and 14b. For example, if the stop 11a is located on a fast lane it can be defined by a relatively large area 10a because the bus 1 can get there faster than elsewhere and the users must be warned with a certain advance notice, therefore sufficiently far from stop 11a.

Since the stops and the proximity zones are defined by data recorded in the on-board assistance system, it is very simple to adapt to any transmission line regardless of the positions of the stops, which are not necessarily face to face.

The computer 4 includes a position indicator that corresponds to the direction of movement of the bus. The position indicator is updated with each change of direction, as will be described in detail below. For example, the position indicator is an integer variable. The position indicator is "1" when bus 1 runs in the direction of arrow 16 and "0" when bus 1 is traveling in the direction of arrow 17.

The computer 4 is also equipped with an operating system, for example linux or windows. The definition files of the proximity zones 7a can be updated by copying files (floppy disk, USB key, etc.). It is therefore very simple to update the assistance system 2, for example when the path of the bus 1 changes.

The computer 4 is connected to the transmitter 5. The transmitter 5 is a radio frequency transmitter which emits for example in the 433 MHZ band. The signal emitted by the transmitter 5 has for example a power of about 1 mW and a range of about 200-300m. However, a range of approximately 10m is generally sufficient to cover the interior space of the bus 1. The power can be adapted to reduce the coverage area.

Programming terminals

Referring to FIG. 5, a programming terminal 30 is shown for programming the reception device 20. A programming terminal 30 can be arranged in the bus 1, as can be seen in FIG. 1. The terminal 30 includes an interface input in the form of a touch screen 31 allowing a bus user to choose the destination stop where the user wants to go down and whose identification code must be stored in the memory 24 as the destination code. The screen 31 includes a menu 32 for selecting each of the stops 11a, 11b, 13a, 13b, 15a, 15b, A or B of the line L1. Arrows 33 make it possible to go through the list 34 of the stops 11a, 11b, 13a, 13b, 15a and 15b including the terminals A and B on the line L1. The terminal 30 also has an output interface in the form of a radio frequency transmitter 36 for transmitting to a receiving device 20 the programming data. The transmission is a transmission at very short range to avoid programming other receiving devices 20 that may be nearby. Preferably, the transmitter 36 operates at the same frequency as the transmitter 5, which makes it possible to use a single corresponding receiver in the reception device 20.

Reception device

Referring to Figures 4 and 5, there is shown a receiving device 20 which comprises a housing 26. The receiving device 20 comprises a receiver 22 adapted to the transmitter 5, adapted to receive signals in the 433 MHz band. The architecture of the receiving device 20 is based on a microprocessor BasicStamp type 21 associated with a module RF / 433MHz 22. The receiving device 20 comprises a display screen 23, for example a LCD display 2 * 16 characters. The receiving device 20 also comprises a memory 24, for example of the EPROM type, which enables it to memorize the destination codes associated with the desired destination stops by the user. The receiving device 20 also comprises an alert system 27, for example an audible alarm. The receiving device 20 also comprises control buttons 25, which allow the user to control the receiving device 20 for example to turn it on or off.

Operation

The operation of the assistance system and the support infrastructure will now be described with reference to FIGS. 7, 8, 9 and 10.

Detection of the direction of the bus

Referring to Figure 7, we see a block diagram describing the steps performed by the system 2 to continuously detect the direction of movement of the bus 1. Step 70 is to detect the current position of the bus 1 with the GPS receiver 3. When position data is received by the GPS receiver 3, it transmits it to the computer 4 and proceeds to step 71. Step 71 compares the received position data with the proximity associated with the starting terminals of the bus 1, namely for example the terminals A and B. For this, the computer 4 compares the proximity area defined in each of the two files 7a associated with the terminus of departure with the position data received. If the bus 1 is in the proximity zone of a starting terminus, proceed to step 72, which consists of adjusting the value of the position indicator to indicate the direction of movement of the bus 1 from this terminus of departure, namely for example the direction 16 from the terminus A and the direction 17 from the terminus B. Then we return to step 70. Otherwise, we return to step 70. Note that the departure terminus and the terminus of arrival of a bus at a given location are not necessarily confused. It is quite possible to provide a proximity zone associated with the stop where the passengers are coming down (terminus of arrival) and a zone of proximity associated with the stop where the passengers go up (terminus of departure).

Programming

Referring to Fig. 8, there is shown a block diagram describing the programming steps of the receiving device 20. The step 80 is to select in the programming terminal 30 the desired destination stop from the list of all the stops 11a, 11b, 13a, 13b, 15a or 15b including the terminus A or B. This selection is made using the touch screen 31. Step 81 is an optional step that is not used in this embodiment and will be described in detail later. When a user has selected a destination stop and he validates his choice on the screen 31, we go to step 82. The step 82 consists in transmitting a signal containing the identification code and the name of the destination stop selected by the user, the signal being sent by the terminal 30 to the receiving device 20. When programming the receiving device 20, the user briefly presses one of the control buttons 25 to pass the receiving device 20 in programming mode. This will remain in the programming state for a predetermined duration, for example a few seconds. This allows it to receive the programming frame from terminal 30. The transmitted signal also includes a programming instruction, to indicate to the reception device 20 that the identification code and the name must be stored in the memory 24. A audible signal for validation of the reception device 20 confirms the registration of the destination code and the stop name in the memory 24.

With a terminal 30 disposed in the bus 1, the user can perform this programming when it is mounted in the bus 1 or during its journey.

Detection

Referring to Fig. 9, there is shown a block diagram describing the steps of detecting the approach of a stop 11a, 11b, 13a, 13b, 15a or 15b including terminus A or B. Step 90 consists of to detect the current position of the bus 1 with the GPS receiver 3. When position data has been received by the GPS receiver 3 and transmitted to the computer 4, proceed to step 91. In step 91 the computer 4 compares the received position data with the proximity zones 10a, 10b, 12a, 12b, 14a and 14b associated with each stop 11a, 11b, 13a, 13b, 15a and 15b including each terminus A and B. For this purpose the computer 4 analyzes each file 7a. For each file 7a, the computer 4 begins by comparing the value of the direction of service mentioned in the file 7a with the value of the position indicator. If they are identical, the computer 4 compares the latitude and longitude provided by the GPS receiver 3 with the latitudes and longitudes of the vertices of the proximity area defined in the file 7a. If the current position of the bus 1 is not in this zone, the computer 4 proceeds to the next file 7a. If the position data does not correspond to any zone near the stops of the line, it returns to step 90. As long as the bus 1 is not in an area close to the stops of the line, then one carries out a loop between step 90 and step 91.

For example, bus 1 is considered to be running on line L1 in the direction of arrow 16. When bus 1 enters zone 14a, GPS receiver 3 receives position data and step 91 is carried out. step 91, the computer 4 makes the comparisons. When it analyzes the file 7a associated with the zone 14a, it detects that the value of the service direction of this file 7a is equal to the value of the position indicator. The computer 4 therefore compares the current position data of the bus 1 with the proximity zone 14a defined in this file 7a. The computer 4 thus detects that the bus 1 is in the zone 14a, so that the bus 1 approaches the stop 15a, and one goes to the step 92. The step 92 consists of controlling the transmitter 5 to it emits a modulated signal containing the identification code corresponding to the stop 15a. The emitted signal also includes a detection instruction, to indicate to the receiving device 20 that the identification code must be compared with the stored destination code. When the identification code has been issued, it returns to step 90. Thus, this loop is performed continuously by the embedded system.

Alert

The housing 26 is portable and transported by the user who is in the bus 1. For example, it is considered that the user wishes to go to the stop 13a and that he programmed his receiving device 20 accordingly. Referring to FIG. 10, there is shown a block diagram describing the steps performed by the reception device 20 to alert the user when approaching his destination stop 11a, 11b, 13a, 13b, 15a or 15b. Including terminus A or B. Step 100 consists of receiving an identification code transmitted by the transmitter 5. When the reception device 20 receives an identification code, it proceeds to step 101. The step 101 is to compare the received identification code with the stored destination code. When the receiving device 20 receives the identification code corresponding to the stop 15a, it compares it with the destination code corresponding to the stop 13a but there is no equality, so we return to the step 100, as indicated by the arrow 103. When the device 20 receives the code corresponding to the stop 13a, it goes to the step 101 and compares the codes. Since the identification code received by the reception device 20 corresponds to the destination code stored in the memory 24, step 102 is proceeded to. The step 102 consists in alerting the user by a sound or vibration signal and display on the screen 23 the name of the destination stop previously stored in the memory 24. The user can stop the notification sent by his reception device by the use of the buttons 25. Alternatively, the stop name could be issued by the transmitter 5 each time it issues a stop identification code. When step 102 has been performed, return to step 100.

Second embodiment

A second embodiment will now be described in which several buses 1 equipped with an assistance system 2, as described in the first embodiment, run on several (for example three) transport lines L1, L2 and L3 (Figure 6).

Programming terminal

A terminal 30 is disposed in each of the buses 1. As a variant or in combination, terminals 30 may be outside the buses 1, for example in bus shelters or correspondence nodes. In this embodiment, the terminal 30 includes the list of all the stops of the transport network, namely for example all stops lines L1, L2 and L3 and allows the user to select any of these stops as a desired destination. The terminal 30 is connected to the computer 4. The computer 4 transmits in real time current position data from the bus 1 to the terminal 30. The programming terminal 30 has a correspondence management module, which enables it to determine the correspondences that the user must perform. The correspondences are the line changes that the user may have to make to get to his destination stop. The bus stops are the stops where the user must change lines to reach his destination stop.

Operation:

Referring to Fig. 8, in this embodiment, programming of the receiving device 20 includes step 81. Step 80 corresponds to selecting the destination stop, in the same manner as in the first mode of production. When a user takes the bus 1 of the line L1 and wants to go to the terminus C of the line L3, he selects this destination in the programming terminal 30 inside the bus 1. When the user validates at his choice, proceed to step 81. In step 81, the programming terminal 30 determines the shortest path to go from the current position of the bus 1 to the terminus C using its correspondence management module . When the terminal 30 has determined the path, proceed to step 182. Step 182 consists of transmitting a programming instruction and destination data, namely the identification code and the name of the destination stop. C, as in the first embodiment, and correspondence data relating to all the correspondence that the user must make to reach his destination from the current position of the bus 1. The terminal 30 transmits the identification code and the stop name corresponding to the stop where the user must leave the first line, ie, for example, stop 15a, and a frame containing information on the second line and the direction that the user must take, that is to say for example the line L2 direction D. In the example chosen, the following correspondence is identified by the identification code and the name corresponding to the stop where the user must leave the second line, namely the stop 9 and a frame containing information relating to the third line and the direction that the user must take, that is to say line L3 and direction C.

When the bus 1 of the line L1 enters the zone 14a, the warning system 27 is triggered in the same manner as in the first embodiment. In addition, the screen 23 displays the name of the stop 15a and the line L2 that the user must take to arrive at the terminus C, as shown in Figure 11. In the same way, when the user is found in the bus 1 of the line L2, it is warned of the approach of the stop 9 and the correspondence to be followed at this stop. When going up on the bus 1 of the line L2, the user does not need to program his reception device 20 since the latter has already memorized the destination stop C, as well as the corresponding correspondence stop 9. In this manner, the receiving device 20 makes it possible to alert the user at each correspondence stop 15a and 9 by indicating which line to take L2 and L3, then to alert him when approaching the stop of destination C.

More generally, the correspondence management can be used on a transport network which comprises any number of lines and any number of matches between the lines.

Other variants

This assistance system 2 is adapted to a transport network using buses 1, but can also be used on any type of transport network.

Other variants are possible, for example, for the visually impaired, it is possible to achieve a receiving device 20 which is programmed by voice. In this case, the receiving device has a memory for previously storing the name of the stops and the identification codes of all the stops of the line. This is equipped with a voice recognition module to program the name of the desired destination stop. A switch toggles the receiving device into voice programming mode. he Just say the name of the destination stop. If the name is recognized by the module, that is to say if the name has been memorized, it will emit a confirmation tone. A separate programming terminal is not necessary in this case.

The receiving device can permanently display the current station as well as the destination stop that it has in memory, as shown in FIG. 12.

It is also possible to integrate the receiving device 20 in a wristwatch.

The receiving device 20 can be integrated in a mobile phone equipped with a wireless communication technology, for example WiFi technology. In this case, the programming terminals 30 are no longer needed. To program the phone, an application can be downloaded automatically, after validation of the user, when the phone is in the WiFi zone of bus 1.

The warning means 27 may be arbitrary, such as light, sound, vibration or display. For example, for a blind person, the vibration of the receiving device 20 at the approach of its destination stop allows it to be autonomous to use public transport.

The receiving device may comprise control buttons for entering programming mode or erasing the memory 24.

In addition, a radiofrequency link between the programming terminal 30 and the receiving device 20 is particularly suitable since it makes it possible to program the reception device 20 even if it remains in the user's pocket, since this type of connection is little directive. Nevertheless, the programming of the reception device 20 can be carried out with an infrared link or by any other means of data transfer.

In particular, it is possible to provide the location of the terminals 30 in bus shelters, railway stations or airports. The programming terminals 30 can be coupled to ATM terminals already existing in the stations. With the purchase of the ticket, the receiving device 20 can thus be automatically programmed with the chosen destination.

In addition, the destination codes transmitted by the terminals 30 when programming the reception device 20 may be different from the identification codes issued by the on-board assistance system when the reception device 20 has a correspondence rule. between the stored destination codes and the received identification codes.

The proximity zones 10a, 10b, 12a, 12b, 14a and 14b can be defined in the form of any polygon whose vertices are marked by their latitude and longitude. Other geometric shapes are still possible.

The XML localization files 7a can be updated by a means of communication (Satellite, WiFi, etc.) if the embedded computer 4 has such means.

The 433 MHz is a free band that is suitable for this type of application. Transmitters of this type are known and inexpensive. Nevertheless, the system can operate on another frequency band (2.4 GHz, Wifi for example).

If bus 1 begins its trip outside one of the proximity zones of one of the A or B terminals, the traffic direction indicator can be initialized using a manual setting.

The computer may include an additional file with the order of the stops, to analyze the files 7a in the order of the stops to save time. Such scheduling can also be done using pointers present in each file 7a. Each pointer pointing to file 7a corresponding to the next stop.

Although the invention has been described in connection with several particular embodiments, it is obvious that it is not limited thereto and that it includes all the technical equivalents of the means described and their combinations if they are within the scope of the invention as defined by the following claims.

Appendix 1: Sample Stop Definition File

• <Location>
  <service direction = "1">
  <UL point>
  <Latitude> 50.63598 </ latitude>
  <Longitude> 3.04454 </ longitude>
  </ PointUL>
  <PointDR>
  <Latitude> 50.62923 </ latitude>
  <Longitude> 3.05962 </ longitude>
  </ PointDR>
  </ Location>
• <Info>
  <Line> L1 </ line>
  <Stop> station </ off>
  </ Info>

Claims (21)

1. Aid system (2) for the users of a vehicle (1) serving a transport route including several predetermined stops (11a, 11b, 13a, 13b, 15a, 15b) with which are associated predetermined stop identification codes, the said aid system (2) comprising a radio transmitter (5) to transmit, to a portable receiving device (20) one of the said identification codes corresponding to a stop in the proximity of which the said vehicle (1) is situated, characterized in that the said aid system is installed in the said vehicle, the said aid system comprising a satellite positioning receiver (3) able to determine a current position of the said vehicle from signals transmitted by satellites, a geographic database (7) defining a proximity zone (10a, 10b, 12a, 12b, 14a, 14b) associated with each of the said stops (11a, 11b, 13a, 13b, 15a, 15b), a processing means (4) able to detect, from the said current position, the presence of the said vehicle in one of the said proximity zones (10a, 10b, 12a, 12b, 14a, 14b) and, each time that the presence of the vehicle is detected in one of the said proximity zones, to select the said stop identification code associated with the stop in the proximity zone in which the presence of the said vehicle is detected and to instruct the said transmitter to transmit the said selected identification code, the said radio transmitter (5) being arranged in the said vehicle in such a way as to transmit, at least within the said vehicle, the said selected identification code.
2. Aid system (2) according to Claim 1, characterized in that the said geographic database (7) comprises data defining each one of the said proximity zones (10a, 10b, 12a, 12b, 14a, 14b) by a respective polygon whose peaks are defined by latitudes and longitudes stored in the said geographic database.
3. Aid system (2) according to Claim 1 or Claim 2, characterized in that the said geographic database (7) defines the said proximity zones in such a way as to position each one of the said proximity zones (10a, 10b, 12a, 12b, 14a, 14b) essentially upstream of the said associated stop (11a, 11b, 13a, 13b, 15a, 15b), with respect to the direction of travel (16, 17) of the vehicle (1) in which the said stop is served.
4. Aid system according to any one of Claims 1 to 3, characterized in that the said aid system comprises a direction of travel indicator to indicate a current direction of travel of the vehicle, the said geographic database (7) comprising data defining, for each of the said stops, a direction of travel of the vehicle in which the said stop may be served, the said processing means being able to select stops which may be served in the current direction of travel of the vehicle in order to detect the presence of the vehicle only among the proximity zones associated with the said selected stops.
5. Aid system according to Claim 4; characterized in that the said processing means is able to position (72) the said direction of travel indicator in response to the detection (71) of the presence of the vehicle in the proximity zone of a terminus of the said transport route.
6. Aid system according to any one of Claims 1 to 5, characterized in that the said geographic database comprises data defining the names of the said stops, an identical stop identification code being associated with several of the said stops (11a, 11b) having the same name and being served in different directions of travel.
7. Aid system according to any one of Claims 1 to 6, characterized in that the said geographic database includes one file (7a) per stop of the transport route, the said file comprising a stop name, a direction of service and a proximity zone definition.
8. Aid system according to any one of Claims 1 to 7, characterized in that it comprises a programming device (30) disposed in the said vehicle (1), the said programming device (30) comprising an input interface (31) that can be operated by a user in order to select (80) a destination stop and an output interface (36) able to cooperate with the said receiving device (20) for storing in the said receiving device a destination code corresponding to the said destination stop.
9. Aid system according to Claim 8, characterized in that the said destination code is identical to the stop identification code associated with the said selected destination stop.
10. Aid system according to Claim 8 or Claim 9, characterized in that the said input interface comprises a touch screen (31) for displaying a list of stops of the said transport route.
11. Aid system according to any one of Claims 8 to 10, characterized in that the said output interface comprises a radio transmitter (36).
12. Aid system according to any one of Claims 8 to 11, characterized in that the said programming device comprises a module for managing connections able to identify a connecting stop, where the user must change transport route, and another transport route that the user must take in order to reach his destination stop.
13. Aid infrastructure, characterized in that it comprises an aid system (2) according to any one of Claims 1 to 12 and a portable receiving device (20), the said receiving device (20) comprising a receiver (22) able to receive the said stop identification code transmitted by the radio transmitter (5) when the said receiving device is inside the said vehicle, the said receiving device (20) comprising a memory able to store a destination code, corresponding to a destination stop (10, 12, 14, A, B) desired by the user, the said receiving device (20) comprising a means of comparison able to compare the said destination code and the said received identification code and the said receiving device (20) comprising a warning means (27) able to warn the user of a correspondence between the said stored destination code and the said received stop identification code.
14. Aid infrastructure according to Claim 13, characterized in that the said receiving device (20) is integrated in a mobile telephone.
15. Aid infrastructure according to any one of Claims 13 to 14, characterized in that the said receiving device (20) comprises a voice recognition module allowing the vocal programming of the said at least one destination station (10, 12, 14, A, B) in the said receiving device (20).
16. Aid infrastructure according to any one of Claims 13 to 15, characterized in that the said warning means (27) comprises a luminous warning means.
17. Aid infrastructure according to any one of Claims 13 to 16, characterized in that the said warning means (27) comprises an audible warning means.
18. Aid infrastructure according to any one of Claims 13 to 17, characterized in that the said warning system (27) comprises a vibration means.
19. Aid method for a user of a vehicle (1) serving several predetermined stops (10, 12, 14, A, B), characterized in that it comprises the steps consisting in:

    - storing in a receiving device (20) a destination code corresponding to a destination stop (10, 12, 14, A, B) desired by the user;

    - transporting the user provided with the said receiving device with the vehicle;

    - determining a current position of the said vehicle (1) from signals transmitted by satellites, using a satellite positioning receiver (3) installed in the vehicle (1);

    - comparing, by means of a processing means (4) installed in the said vehicle, the said current position of the vehicle (1) with proximity zones (10a, 10b, 12a, 12b, 14a, 14b) associated with each of the said stops (10, 12, 14, A, B), the said proximity zones (10a, 10b, 12a, 12b, 14a, 14b) being defined in a geographic database (7), the said geographic database (7) being installed in the said vehicle;

    - each time the presence of the vehicle is detected in one of the said proximity zones, selecting by means of the processing means a stop identification code associated with a stop (10, 12, 14, A, B) in the proximity zone (10a, 10b, 12a, 12b, 14a, 14b) in which the presence of the vehicle (1) is detected;

    - transmitting the said selected stop identification code inside the said vehicle;

    - comparing, in the said receiving device (20), the said transmitted identification code and the said stored destination code; and

    - warning the user if the said transmitted identification code corresponds with the said stored destination code.
20. Aid method according to Claim 19, characterized in that it comprises a step consisting in storing (82, 182) in the said receiving device a destination code by means of a programming terminal, the said programming terminal comprising an input interface (31) for selecting the destination stop.
21. Aid method according to Claim 20, characterized in that it comprises the steps consisting in determining (81) by means of the said programming terminal a connecting stop where the user must change route in order to reach the said destination stop and in storing (182), in the said receiving device, an identification code of the said connecting stop.

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