GB2408414A

GB2408414A - Vehicle position monitoring system

Info

Publication number: GB2408414A
Application number: GB0326804A
Authority: GB
Inventors: Michael John Anthony Swift
Original assignee: SYSTEM 7 COMPUTING Ltd
Current assignee: SYSTEM 7 COMPUTING Ltd
Priority date: 2003-11-18
Filing date: 2003-11-18
Publication date: 2005-05-25
Anticipated expiration: 2023-11-18
Also published as: GB2408414B; GB0326804D0

Abstract

As a vehicle V travels along a route, detectors along that route A-I are able to receive identification information from the passing vehicle V and transmit this back to a central station. An embodiment describes a bus as the vehicle and the detectors located at bus stops. As the bus travels along its route its time of arrival at each bus stop is transmitted back to the central station. This information can then be transmitted to users (e.g. via a personal communicator or a display at the bus stop) which informs them of delays to the bus. The transmitter on the vehicle could be a RFID tag.

Description

1 2408414 Vehicle Position Monitoring System This invention relates to an

improved system for monitoring the progress of a vehicle during a journey; particularly a public service vehicle such as a bus.

Many potential users of public transport services are deterred by the lack of punctuality of such services; in particular public buses; typically resulting from unpredictable hold-ups due to varying traffic congestion.

Systems for tracking the progress of vehicles during a journey are known, and such systems generally make use of Global Positioning System (GPS) to locate the exact position of vehicles. However such systems are relatively costly due to their inherent complexity.

An object of the present invention is to provide an improved vehicle position monitoring system that avoids the complexity of using a GPS.

In one aspect the invention provides a vehicle position monitoring system for tracking the progress of a vehicle as it travels along a particular route comprising: a plurality of detectors located at intervals along the route; co-operating means on the vehicle that enable detection of the vehicle when it is proximal a detector; and data transfer means that send data relating to the progress of the vehicle along the route either directly or indirectly to a user.

In another aspect the invention provides a method of monitoring the position and for tracking the progress of designated vehicles as they travel along particular route(s) comprising: providing a plurality of detectors located at intervals along the route(s); providing co-operating means on the vehicles that enable detection of the vehicles when they are proximal a detector; and data transfer means that send data relating to the progress of a vehicle received by the detector either directly or indirectly to a user.

Specific embodiments of the invention will be described by reference to the following schematic diagrams in which: P3()4Xfi2a Figure I shows a detector mounted on a post with a vehicle to be sensed passing by; Figure 2 shows components within a communicator-sensor unit; Figure 3 shows information relating to the progress of a designated vehicle being relayed along a route from post to post: and Figure 4 shows communication paths between units at individual stops and means of transferring data to a user.

Figure I shows a schematic diagram that illustrates a first embodiment according to the invention. The system comprises a radio frequency activated tag (REID) 10 mounted within a public transport vehicle V (in this case a bus) near the roof level of that vehicle and a plurality of communicator-sensor units 12 located along the normal service route of the vehicle; in this case in each direction along a bus route. Suitable RFID-tags are available from a number of suppliers including Microchip Technology Inc _, Passive FRID systems typically comprise an detector and a passive tag. The tag has an antenna coil connected to a micro-chip that includes a basic modulation circuit and non-volatile memory. The tag is energised by a time-varying electromagnetic radio frequency wave that is transmitted by the detector. This carrier signal then passes through the antenna coil and thereby generates an AC voltage across the coil which is rectified to produce a transient DC power source for the tag. This power source energises a transmitter in the tag that radiates a RF (backscattering) signal carrying data from the tag. The detector receives this signal and is thus able to read data stored in the tag.

For urban routes units 12 could be placed close to each bus stop. The unit 12 is preferably mounted some distance above ground level on a post; for example a lamppost or a bus stop post; preferably at a height that makes it difficult to vandalise. The distance between each unit 12 determines the accuracy to which the position of the vehicle can be determined Unit 12 (see Figure 2) comprises means of detecting the proximity of a vehicle V with a Tag and means for communication this information to a user. Thus unit 12 has a detector 14 comprising transmitter 16 and receiver 18. Radio frequency transmitter 16 is capable of transiently energising RFID-tag 10 when the vehicle V passes proximal the detector. The RFID-tag so energised transmits its own distinctive transient RF signal carrying data from the tag, which is sensed by receiver 18. By this means detector 14 is able to sense when a bus has P304862a passed by and to recognise the particular bus by the distinctive data on its FRID tag 10. Unit 12 also contains a local micro-controller/processor 20 that communicates with the detector 14 and also with a relay transceiver 22 and optionally an interrogation transceiver 24. Preferably, the equipment 16,18,20,22 and 24 is powered by solar powered battery 26; however other means can also be used; for example mains electricity if the enclosures are mounted on lampposts.

Figure 3 illustrates features of the above system in use. As vehicle V passes units 12 situated at bus stops along the route (unit 12a on post A at the first stop on the route, and unit 12b on post B at the second stop etc.), data transmitted from RFID-tag 10 is received and stored by local micro-controllers 20a, 20b etc. This data will identify at least the vehicle number; for example bus number. Hence in this simple example, as Bus No. 510 passes post A local micro-controller 20a will store details of this bus and the time it passed post A. This information will then be relayed along the route from post to post using relay transceivers 22a, 22b etc..

Figure 4 shows further details of such a system operating near a town centre shopping complex M. Thus, as vehicle V passes a stop (for example; stop A to H) that fact is relayed along the entire route by means of local micro-controller 20 and relay transceiver 22. At the end of the route (terminus stop H) the information is preferably relayed to a remote central processor P (for example via a radio or land line modem link). Processor P is preferably linked to the world-wide-web via an ISP.

Relay transceiver 22 preferably employs multi-channels; typically 16 to 128 channels. Thus, when several bus routes share bus stops each route will have a separate dedicated channel or channels. Often there will be more than one bus in transit along a route at any point in time and in this case it will be desirable for each bus to have a separate channel for relaying data so that progress of each individual bus can be monitored. Alternatively all vehicles on a particular route may share a common channel as each of the vehicles will be distinguihable by their unique RFID-tag 10 data. By selectively activating appropriate channels in individual units data on a first channel can be relayed along a different route of stops to that for say a second channel. Divergence of routes for different channels will normally occur at a road junction. For example, referring to Figure 4 suppose bus No. 490 follow a route along stops A P304862a to H data being relayed on channel 1; while Bus No. 500 may follow route A to F and then I; data being relayed on channel 2. In such a case units 12 at stops G and H would not have channel 2 activated and units 12 at stop I would not have channel 1 activated. Thus, data relayed on channel 1 from stops A to F for Bus No. 490 must subsequently be relayed via stops G and H as the route I is closed (channel 1 not activated). By this or similar means data can easily be directed along the actual route of a bus to the terminus stop.

A user U may obtain information relating to the progress of a vehicle V in several ways.

Firstly, a user may employ a personal communicator to receive data from a local unit 12 (located at stops A to G) via the interrogation transceiver 24. For example, a RF personal communicator purchased from the bus service provider. Alternatively this personal communicator may use ultrasonic or infra-red means rather than RF means. Secondly, a user may view a local display screen at the bus stop; for example an LCD screen mounted below unit 12 on a bus-stop post and communicating with local micro-controller 20. Thirdly, data relevant to a number of services may be displayed in a public place; for example within the mall M of a shopping complex or school; the said data being received from remote central processor P or from P via an ISP. Fourthly, a user U may remotely access location data stored on remote central processor P or the ISP while working at an office, at home, shopping, commuting etc..

It is believed that providing a facility whereby a user can avoid wasting time waiting for a delayed service by extending earlier activities makes the use of public transport services more attractive to most users.

RFID-tag 10 preferably has means that allow it to be activated by the driver of the vehicle.

Thus, if the vehicle is out of service for any reason the driver may deactivate the tag so that even if the vehicle passes near a unit 12 it will not be detected because the tag will not respond to an energising RF signal transmitted by transmitter 16 of detector 14. RFID-tag 10 may also be re-programable; for example, by the vehicle driver in the event of a change in route in a case where several vehicles share part of the same route. However, this will not always be essential as each tag uniquely identifies a vehicle.

P304862a When a vehicle is detected proximal a unit 12 that unit may transmit data to the driver of the vehicle relating to the progress of the vehicle with respect to a timetable or schedule. For example data may be audibly or visibly presented to the driver indicating how many minutes the vehicle is ahead or behind a scheduled time. This requires that local mini-controller 20 or remote central processor P has time schedule data relating to a route and means of comparing this with the time when a particular vehicle is detected buy a unit 12.

While the embodiment described above has in addition to a detector 14 a local micro-controller 20, a relay transceiver 22 and an interrogation transceiver 24, simpler systems are possible. Thus relay and interrogation of data may be accomplished using a single multi-channel transceiver. In addition, while it is preferable for each unit to have a local micro-controller (see below) a system according to the invention may comprise a unit 12 having only a detector 14, a power supply and a relay transceiver 22. In such a system remote central processor P. which receives relayed data via the terminus would receive a signal each time a bus passed a detector and each detector along the route would have a recognizable identifier. Thus, processor P would know the time that the bus had passed a particular stop.

Again the use of multi-channels enables several buses to be tracked along the same route.

While the above example describes a system where data is relayed to the terminus stop, the system may operate with data being relayed to another destination; for example the starting point of the route.

The use of a local micro-controller 20 in each unit confers several benefits. Firstly it enables individual units to be programmed. Such programming may include activation or deactivation of relaying channels for relay transceiver 22. Programming would preferably be accomplished by communicating with the micro-controller via a dedicated relay transceiver channel. Such programmed instructions could be sent either from remote central processor P or, for example, by a hand held programming unit employing a RF transmitter.

While it is preferred to use RFID-tags as the co-operating means on the vehicle this is not essential. Thus, devices that rely on ultrasonic or infra-red signals may be employed. For example, the co-operating means may comprise a low power infra-red or ultrasonic transmitter the signal from which is localised and may be detected when proximal a detector P304862a 14. Similarly, the data transfer means may comprise alternatives to RF relay transceiver 22; for example transceivers that operate outside the RF range.

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Claims

1. A vehicle position monitoring system for tracking the progress of a vehicle as it travels along a particular route comprising: a plurality of detectors located at intervals along the route; co-operating means on the vehicle that enable detection of the vehicle when it is proximal a detector; and data transfer means that send data relating to the progress of the vehicle either directly or indirectly to a user.

2. A system according to Claim I wherein the co-operating means comprise a RFID-tag.

3. A system according to any preceding claim wherein the detector forms a part of a local unit comprising a detector and a relay RF transceiver and the transceiver forms part of the data transfer means.

4. A system according to Claim 3 wherein data relating to the progress of the vehicle is relayed to the start or end of the route via a plurality of relay transceivers located with said plurality of detectors along the route.

5. A system according to Claim 4 wherein data is relayed to a detector located proximal the start or end of the route and thence to a remote central processor.

6. A system according to Claim I comprising a plurality of routes each with detectors wherein data relating to the progress of one or more vehicles along each route is sent to a remote central processor.

7. A system according to Claim 5 or 6 wherein the user interrogates appropriate data on the remote central processor by means of a computer network.

8. A system according to Claim 7 wherein the computer network is the world-wide-web.

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9. A system according to any preceding claim wherein the data transfer means enable a user to view data relating to the progress of one of more vehicles on a display located in a public place.

10. A system according to Claim 3 wherein the unit further comprises a micro-controller that provides an interface for data flowing between the detector and the relay RF transceiver.

11. A system according to Claim 10 wherein the micro-controller stores data relating to the current progress or position of vehicles and wherein this data may be accessed by a user located proximal that unit.

12. A system according to Claim 11 wherein said data is accessed by a user at a designated stopping point.

13. A system according to Claim 12 wherein said data is viewed by a user on a display screen.

14. A system according to Claim 11 wherein the data stored on said microcontroller is accessed by a user using hand held communication means

15. A system according to any preceding claim wherein each detector is located proximal a designated stopping point for the public transport vehicle.

16. A system according to any preceding claim wherein the user may access the data relating to the progress of a particular vehicle by means of a RF or infra-red communication device that receives said data from said data transfer means.

17. A system according to any preceding claim comprising a solar powered detector and/or data transfer means.

18. A system according to any preceding claim wherein the route is a public transport vehicle route.

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19. A system according to any preceding claim wherein following detection of a vehicle proximal a detector, data is transmitted to the vehicle driver indicating progress in relation to a pre-determined schedule.

20. A vehicle position monitoring system for tracking the progress of a vehicles as they travels along a particular route comprising: REID tag detectors located at intervals along the route; a REID tag on each vehicle to be tracked that enables detection of the vehicle when it is proximal a detector; and A RF transceiver that send data relating to the progress of the vehicle either directly or indirectly to a user.

21. A method of monitoring the position and for tracking the progress of designated vehicles as they travel along particular route(s) comprising: providing a plurality of detectors located at intervals along the route(s) ; providing co-operating means on the vehicles that enable detection of the vehicles when they are proximal a detector; and data transfer means that send data relating to the progress of a vehicle received by the detector either directly or indirectly to a user.

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