BE1024546B1 - Mobility management platform - Google Patents

Mobility management platform Download PDF

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Publication number
BE1024546B1
BE1024546B1 BE2016/5765A BE201605765A BE1024546B1 BE 1024546 B1 BE1024546 B1 BE 1024546B1 BE 2016/5765 A BE2016/5765 A BE 2016/5765A BE 201605765 A BE201605765 A BE 201605765A BE 1024546 B1 BE1024546 B1 BE 1024546B1
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management platform
mobility management
input
preceding
according
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BE2016/5765A
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Dutch (nl)
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BE1024546A1 (en
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Pieter Morlion
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More Lion Gcv
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    • GPHYSICS
    • G06COMPUTING; CALCULATING; COUNTING
    • G06QDATA PROCESSING SYSTEMS OR METHODS, SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL, SUPERVISORY OR FORECASTING PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL, SUPERVISORY OR FORECASTING PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00Administration; Management
    • G06Q10/10Office automation, e.g. computer aided management of electronic mail or groupware; Time management, e.g. calendars, reminders, meetings or time accounting
    • GPHYSICS
    • G06COMPUTING; CALCULATING; COUNTING
    • G06QDATA PROCESSING SYSTEMS OR METHODS, SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL, SUPERVISORY OR FORECASTING PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL, SUPERVISORY OR FORECASTING PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00Systems or methods specially adapted for specific business sectors, e.g. utilities or tourism
    • G06Q50/30Transportation; Communications

Abstract

The invention relates in its most general form to a mobility management platform. The invention also relates to the use of a mobility management platform. The invention also relates to a computer-implemented method for controlling mobility, preferably traffic.

Description

MOBILITY MANAGEMENT PLATFORM

TECHNICAL FIELD

The invention relates in its most general form to a mobility management platform. The invention also relates to the use of a mobility management platform. The invention also relates to a computer-implemented method for controlling mobility, preferably traffic.

TECHNOLOGICAL BACKGROUND OF THE INVENTION

Traffic centers have been established in many places, with the aim of ensuring that traffic runs as smoothly as possible on the territory that is linked to the traffic center. Examples are the Flemish Traffic Center, the Rijkswaterstaat traffic control centers in the Netherlands, the Transport For London Traffic Control Center, the New York Traffic Management Center in Queens and the Rio Operations Center. These systems all have a number of major shortcomings. The most important thing is that the large social investment is disproportionate to the minimal effect on that society.

Traffic control centers today are often outdated and not evolved along with the technological possibilities of the last years. Power stations are built around huge hardware systems that have limited expansion options, and because of the cost cannot be renewed quickly. This ensures that the systems are hardly flexible with regard to changing situations on the road, progressive insights into mobility policy or new technologies. So there is a need for a flexible and easily adaptable solution with extensive integration options that can incorporate new technologies quickly.

Traffic centers today are also very cost-intensive. Expressed in dollars in 2005, a 24/24 7/7 exchange costs roughly $ 3,000,000 a year. These costs are so high due to the large investments in buildings (design, security, maintenance), enormously expensive hardware systems for collecting and displaying data (cameras, detection loops, screens, digital roadside signs, ...) and especially the hiring of staff who must mann the systems around the clock. There is therefore a need for a cost-efficient solution that requires a minimum of staff and is permanently deployable.

Traffic control centers do not have a perfect view of what is happening on the road. Despite the large investments, it is virtually impossible to use the technologies used to oversee the entire road network managed by the plant. This is not technically or financially feasible. There is therefore a need for a technically and financially viable solution to oversee an extensive road network.

Traffic management today has relatively little impact on the road situation. Despite the high investments, a traffic center has only a limited influence on what happens on the road. This is mainly because, on the one hand, the power station is unable to reach sufficient road users and, on the other hand, does not have the means to offer the user detailed alternatives. The most commonly used technologies are: the distribution of information via the radio, the distribution of information via digital signs and the deployment of police or personnel on the road to guide physical traffic. So there is a need for an adaptive solution that can not only report problems on the road, but can also help solve the problems and / or provide alternatives for the road user.

Traffic management today does not reach enough future road users. Current systems are designed in such a way that they are primarily reactive: if problems occur on the road, they will be remedied as much as possible. However, it would be much more efficient to proactively reach road users before they commence their journey. So there is a need for a proactive solution that avoids future problems and / or warns road users in advance.

Traffic management today collects too little input from road users. They often use a limited number of data sources for gathering traffic information, with the emphasis on proprietary hardware systems. Information gathering is very limited in current exchanges, usually it only concerns systems that are installed themselves (such as induction loops and cameras).

The power stations are unable to be quickly and intelligently linked to systems from other governments or external data sources. In addition, many road users have systems and devices that collect and can exchange information, but these options are very rarely used in traffic control centers. This means that a huge wealth of information is not being used or is underused, and that the gap between the traffic center and the road user is huge. So there is a need for a solution to make optimum use of the extensive amount of data.

Traffic centers today are only focused on the car (mobile). Almost all traffic control centers only collect data on car traffic and also only have an impact on cars. In the current reality that is an anachronism. On the one hand, most road users use a multitude of means of transport, on the other hand, the mobility sector wants to encourage efficient combination of modes to make traffic run smoother, safer and more sustainable. Not mapping travel options via bicycle, public transport, etc. is a gap that is gradually becoming unforgivable. So there is a need for a solution that is not only usable for car drivers, but also for users of alternative means of transport.

Traffic control centers today are geographically anchored and cannot be moved. This means that in the event of disasters and major crises, operators are tied to their location. For events and major traffic attacks, the operators cannot go to crisis centers of other organizations such as the police and fire brigade. In the event of natural disasters and problems that require the traffic center itself to be evacuated, this will in most cases lead to the shutdown of the power station, since the operators cannot perform their duties elsewhere. So there is a need for a solution that is not geographically limited and that can be deployed even during crises and disasters.

Traffic control centers today do not offer tailor-made information for road users. An operator analyzes the available data, and then gives advice for all road users, at most specified for groups of road users per direction. This means that no individual instructions are given depending on, for example, the departure or end point of the traveler, the intention of the traveler (why does he travel), etc. There is therefore a need for a personalized solution for each individual road user.

Traffic centers today are only used in relatively large, urbanized areas in relatively rich environments. Given the huge investments involved in setting up traffic control centers, this rarely happens in developing areas or regions with a lower per capita income. However, these areas are no less susceptible to major traffic problems. In addition, rolling out a traditional sensor network also takes an enormous amount of time, and requires a good basic infrastructure (roads, fiber optics, data networks, etc.). It is estimated that regions that want to start setting up a traditional traffic control center today will need ten years to keep up with the level of existing centers. So there is a need for a solution that can be deployed quickly in smaller and less developed areas with a limited infrastructure.

Traffic control centers today rarely use the advantage of scale. The plant is set up for a local government with a view of local problems and solutions. On the one hand, these power stations are built up too little starting from a best practice or an existing example. On the other hand, they do not collaborate enough to share developments, resources and opportunities. So there is a need for a solution that makes optimum use of the economies of scale and mutual cooperation between the multiple components.

There is therefore a need for a mobility management platform and for a method of regulating mobility, preferably traffic, that offers a solution to one or more of the above needs.

SUMMARY

The present invention and the preferred embodiments thereof are intended to provide a solution for one or more of the aforementioned and other disadvantages.

To this end, the invention comprises in a first aspect a computer-implemented mobility management platform (100). The mobility management platform (100) comprises the following modules: an input unit (200), wherein the input unit (200) comprises one or more interfaces (201-212) configured to read input; a configuration unit (300) configured to control and / or evaluate the one or more interfaces (201-212) of the input unit (200); a storage system (500) configured to store data; a communication unit (600) configured to cause the mobility management platform (100) to communicate with external applications; an output unit (700) configured to pass output to one or more users, preferably wherein the output unit (700) comprises an Operator Interface (703); and a data processing unit (400) configured to process the input from the one or more interfaces (201-212) of the input unit (200), and configured to store data in the storage system (500), and configured to transmit data to the communication unit (600) and / or the output unit (700).

The computer-implemented mobility management platform (100) is also referred to herein as a "Traffic Management - Platform as a Service".

The Traffic Management - Platform as a Service can in some embodiments offer a flexible and easily adaptable solution with extensive integration possibilities, which can incorporate new technologies quickly. The Traffic Management - Platform as a Service preferably comprises a platform that is centrally managed and constantly evolves with the latest technological possibilities. It is a single central platform whose authority can be used by any city or region worldwide. This has the effect that the adjustments only have to be made at one location and not in each region separately. The development can therefore take place at one location instead of decentralized countless times. The consequences are that the development and maintenance costs are significantly lower and that the one, central platform can be equipped with many more options, for example with regard to integrations. The best experts can immediately implement the best technologies in the central platform. Then every region - regardless of location, Gross National Product, or education level of employees - can immediately have the best traffic management tools available on the market.

In some embodiments, the Traffic Management - Platform as a Service can offer a cost-efficient solution that requires a minimum of staff and is permanently deployable. The Traffic Management - Platform as a Service requires almost no hardware investments or maintenance costs, since the platform is centralized. The system is also largely fully automatic, allowing employees to take on other tasks. The effect is that the costs for traffic management using this platform are tens of times lower than with the current way of working. This effect will be felt by customers, residents and end users of regions and companies that use the solution.

The Traffic Management - Platform as a Service can in some embodiments offer a technically and financially viable solution for overseeing an extensive road network. The Traffic Management - Platform as a Service ensures a smart connection of data from various existing systems. This has the effect that the body responsible for traffic management has a much better understanding of what is happening on the road, without equipping it with dozens of hardware measurement points. Because every region or user of the platform has intricate and representative information, it is much easier to take policy measures based on quantitative and objective information. Moreover, these measures can also be evaluated in a simple way afterwards. The use of the platform therefore also has a positive effect on policy making, evaluations and decisions in the field of mobility.

In some embodiments, the Traffic Management - Platform as a Service can offer an adaptive solution that can not only report problems on the road, but can also help solve the problems and / or provide alternatives for the road user. The Traffic Management - Platform as a Service ensures that all possible channels are used to reach road users. The platform provides both connections with existing systems for guiding traffic and new and innovative technologies, allied to the end user or his / her vehicle. The effect of this is that the information that is available reaches the road user effectively and can move more quickly, safely and sustainably. This way road users can spread their journeys better in space and in time. This in turn means that there are fewer traffic jams due to better utilization of the capacity of the road network, less loss of time and economic damage, and a smaller impact on the environment.

In some embodiments, the Traffic Management - Platform as a Service can offer a proactive solution that avoids future problems and / or warns road users in advance. The Traffic Management - Platform as a Service takes into account the preferences of the potential or future road user and warns them before they move. The platform also contacts the end user via the communication channel that the end user chooses. The effect of this is that travelers know in advance what they can expect. The alternative travel options are better utilized and in case of traffic or mobility problems there is still sufficient possibility to adjust route, means of transport or time. This way a snowball effect is avoided during road works, accidents and traffic jams. This has the additional effect that road users are less frustrated in traffic and that the relationship of trust with the data provider, for example the government, is improved.

The Traffic Management - Platform as a Service can in some embodiments offer a solution to optimally use the extensive amount of data. The Traffic Management - Platform as a Service firstly uses both the passive and active data made available by road users and road systems. Secondly, the platform contains the necessary tools to offer road users and residents the opportunity to interact with traffic centers. This has the effect that thousands of residents and road users, who have good knowledge of the terrain, are involved in data collection and can test computer-generated data. The gap between road users and traffic centers is becoming so much smaller and the power stations have more verified information.

The Traffic Management - Platform as a Service can in some embodiments offer a solution that is not only usable for car drivers, but also for users of alternative means of transport. The Traffic Management - Platform as a Service integrates data from all possible transport modes and informs road users. This has the effect that residents and travelers gain more insight into alternative travel methods and promotes the transition to sustainable mobility. Travelers will switch smarter between different means of transport and stimulating or restraining policy measures will become clearer and more effective. Moreover, the policymaker gains a better insight into the use of all transport modes.

The Traffic Management - Platform as a Service can in some embodiments offer a solution that is not geographically limited, and that can even be used during crises and disasters. The Traffic Management - Platform as a Service is digital and cloud-based, which means that it can be searched as well as any place, and even at multiple locations simultaneously. This has the effect that the equipment and knowledge are not location-specific and the operator can move around freely at events or in the event of a disaster. Collaboration with other services can thus go much smoother. Optimal communication to travelers can thus be guaranteed and the flow of emergency services in traffic can be guaranteed.

The Traffic Management - Platform as a Service can in some embodiments offer a personalized solution for each individual road user. The Traffic Management - Platform as a Service knows the preferences of the end user and offers customized, targeted information. He or she, in turn, can make a well-informed choice about her / his relocation. This has the effect that users are optimally spread over the road and mobility network, over time and across different modes of transport. This ensures better use of the existing infrastructure and a reduction in loss time, emissions and consumption. Moreover, it ensures better use of the various means of transport. End users are less overwhelmed with information that is not relevant to them and put more trust in the data provided and the traffic control center.

The Traffic Management - Platform as a Service can in some embodiments offer a solution that can be deployed quickly in smaller and less developed areas with a limited infrastructure. The Traffic Management - Platform as a Service is developed and managed centrally. This ensures that a city or region that wants to use the system can register and immediately have access to all available technology. For areas without existing infrastructure or with very limited budgets, this has the effect of having the same tools as countries with years of experience and large sums to invest. And they can immediately catch up with a backlog. This has the worldwide effect that traffic management is lifted to a higher level, and most importantly: the same level. The payment model can be set up in such a way that poorer regions pay less for the platform, or other regions contribute to the costs. In this way, traffic flow and traffic safety can be structurally improved in these regions through a limited use of resources.

The Traffic Management - Platform as a Service can offer a solution that makes optimum use of the economies of scale and mutual cooperation between the multiple components. The Traffic Management - Platform as a Service makes optimal use of the economies of scale by making the same platform available for every city or region worldwide. On the one hand, the experience of years of traffic management is taken into account, on the other hand it offers the same tools to every user. This means that all mobility experts and traffic managers in the world have the same resources, data and exchange options. This has the effect that the advantage of scale is optimally utilized and experience and best practices can be optimally shared and bundled. This has the additional effect that policy measures are planned and evaluated in the same way and can be implemented much faster in other regions. What ensures that traffic management worldwide can evolve much faster and more in parallel.

The possible positive effects of the invention are cited in detail above. Broadly speaking, the effects for the user are an increase in efficiency and a decrease in the cost price. If we look at the domain of mobility and the social benefit, the Traffic Management - Platform as a Service ensures fewer traffic jams, smoother traffic flow, better use of existing infrastructure and better use of sustainable and alternative means of transport. This leads to less pollution, savings on fuel and natural resources, fewer lost hours in traffic and increased road safety. The gap between the government and road users is narrowed by facilitating personalized communication and feedback. The gap between governments is also narrowing, since they have the same resources worldwide.

The invention comprises in a second aspect a computer-implemented method of controlling mobility, preferably traffic, the method comprising the steps of: offering a computer-implemented mobility management platform (100), preferably according to the first aspect of the invention or embodiments thereof; reading input into the input unit (200) via one or more interfaces (201-212); controlling and / or evaluating the input by the configuration unit (300); storing data in the storage system (500); communicating to external applications by the communication unit (600); and relaying output from the output unit (700) to one or more users, preferably wherein the output unit (700) comprises an Operator Interface (703); wherein one or more steps, preferably all steps, are performed by a data processing unit (400).

The invention comprises in a third aspect the use of a mobility management platform (100) according to the first aspect, and embodiments thereof, to control mobility, preferably traffic.

The invention comprises in a fourth aspect the use of a mobility management platform (100) according to the first aspect, and embodiments thereof, to input.

The invention comprises in a fifth aspect the use of a mobility management platform (100) according to the first aspect, and embodiments thereof, for obtaining output.

The invention comprises in a sixth aspect the use of a mobility management platform (100) according to the first aspect, and embodiments thereof, to control external applications.

The invention comprises in a seventh aspect a computer-readable medium comprising instructions which, when executed on a computer, cause the computer to perform a method according to the second aspect, or embodiments thereof.

The invention comprises in a eighth aspect a data stream comprising instructions for performing a method according to the second aspect, or embodiments thereof.

The invention comprises in a ninth aspect a storage medium comprising computer-readable instructions for carrying out a method according to the second aspect, or embodiments thereof.

The inventors have surprisingly discovered that the present invention, and / or the preferred embodiments thereof, offer a solution to one or more of the aforementioned and other disadvantages.

The present invention, and / or the preferred embodiments thereof, provides a flexible and easily adaptable solution, with extensive integration possibilities, that can incorporate new technologies quickly.

The present invention, and / or the preferred embodiments thereof, provides a cost-efficient solution that requires a minimum of staff and is permanently deployable.

The present invention, and / or the preferred embodiments thereof, provides a technically and financially feasible solution for overseeing an extensive mobility network, preferably a road network.

The present invention, and / or the preferred embodiments thereof, provides an adaptive solution which can not only report problems, for example problems with means of transport or transport systems, or for example problems on the road, but which can also help solve the problems and / or or can provide alternatives for the road user.

The present invention, and / or the preferred embodiments thereof, provides a proactive solution that avoids future problems and / or alerts travelers, for example road users, in advance.

The present invention, and / or the preferred embodiments thereof, provides a solution to make optimum use of the extensive amount of data.

The present invention, and / or the preferred embodiments thereof, provides a solution that is not only useful for car drivers, but also for users of alternative means of transport.

The present invention, and / or the preferred embodiments thereof, provides a solution that is not geographically limited, and that can be used even during crises and disasters.

The present invention, and / or the preferred embodiments thereof, provides a solution that makes optimum and intelligent use of multiple sources of information.

The present invention, and / or the preferred embodiments thereof, provides the possibility of a personalized solution for each individual road user.

The present invention, and / or the preferred embodiments thereof, provides a solution that is usable in less developed areas with a limited infrastructure.

The present invention, and / or the preferred embodiments thereof, provides a solution that makes optimum use of the economies of scale and mutual cooperation between the multiple components and organizations.

The present invention, and / or the preferred embodiments thereof, provides a solution that makes it possible to materialize the mobility policy of a region by offering personalized mobility information.

The present invention, and / or the preferred embodiments thereof, provides a solution that facilitates the smart combination of different means of transport by providing targeted information.

The present invention, and / or the preferred embodiments thereof, provides a solution that can be available in the extremely short term for managing traffic and mobility flows.

The present invention, and / or its preferred embodiments, provides a solution that makes it possible to centralize and use data from travelers, road users and residents for mobility management

DESCRIPTION OF THE FIGURES

In order to better demonstrate the features of the invention, the preferred figures without any limiting character describe only preferred embodiments of a mobility management platform according to the present invention. The numerical references are further discussed below in the examples. FIG. 1 (FIGS. 1A-C) is a schematic illustration of a mobility management platform (100) according to a preferred embodiment of the invention.

The following numbering is used throughout the figures: 100 - mobility management platform; 200 - input unit; 201 - interface connected to navigation systems or in-car systems; 202 - interface connected to a roadblock system; 203 - interface connected to already existing local systems; 204 - interface connected to social media; 205 - interface connected to a meteorological system; 206 - interface connected to a traffic light system; 207 - interface connected to a smart counting system; 208 - interface connected to a video system; 209 - interface connected to a manual shopping system; 210 - interface connected to a public transportation system; 211 - interface connected to a private transport system; 212 - interface connected to an Internet of Things system 300 - configuration unit; 400 - data processing unit; 500 - storage system; 600 - communication unit; 700 - output unit; 701 - notification interface; 702 - Open Data interface; 703 - Operator Interface; 704 - traffic light system interface; 705 - Digital traffic signaling interface; 706 - navigation and map systems - interface; 707 - in-car systems interface 708 - Software Development Kit; and 709 - existing systems.

DETAILED DESCRIPTION

As used further in this text, the singular forms "one," "the," "the," include both the singular and the plural unless the context is clearly different.

The terms "include", "includes" as used further are synonymous with "inclusive", "include" or "contain," contain "and are inclusive or open and do not exclude additional, unnamed members, elements or method steps. The terms "include", "includes" include the term "include".

The enumeration of numerical values based on numerical ranges includes all values and fractions in these ranges, as well as the cited endpoints.

The term "about", as used when referring to a measurable value such as a parameter, a quantity, a duration, and so on, is intended to encompass variations of +/- 10% or less, preferably + 1-5% or less, more preferably +/- 1% or less, and even more preferably +/- 0.1% or less, from and from the specified value, insofar as the variations apply to function in the known made invention. It is to be understood that the value to which the term "approximately" refers per se has also been disclosed.

Unless defined otherwise, all terms disclosed in the invention, including technical and scientific terms, have the meaning that those skilled in the art usually understand. As a further guide, definitions are included for further explanation of terms used in the description of the invention.

The invention comprises in a first aspect a computer-implemented mobility management platform (100). The mobility management platform (100) comprises the following modules: an input unit (200), wherein the input unit (200) comprises one or more interfaces (201-212) configured to read input; a configuration unit (300) configured to control and / or evaluate the one or more interfaces (201-212) of the input unit (200); a storage system (500) configured to store data; a communication unit (600) configured to cause the mobility management platform (100) to communicate with external applications; an output unit (700) configured to pass output to one or more users, preferably wherein the output unit (700) comprises an Operator Interface (703); and a data processing unit (400) configured to process the input from the one or more interfaces (201-212) of the input unit (200), and configured to store data in the storage system (500), and configured to transmit data to the communication unit (600) and / or the output unit (700).

The mobility management platform (100) can be offered to a user as a service, and is sometimes referred to herein as a "mobility management platform as a service". Preferably, the mobility management platform (100) is a traffic management platform. The term "mobility" includes mobility on the road, on the track, on the water, or in the air. The term "mobility" preferably refers to mobility on the road.

The term "user" includes an operator, this is a person who uses the mobility management platform (100) to control mobility in a particular region. The term "end user" includes a road user, this is a person who travels in the real world and possibly receives information or messages from the mobility management platform (100), or notices adapted situations in the world, obtained by the mobility management platform (100)

The invention comprises in a second aspect a computer-implemented method of controlling mobility, preferably traffic, the method comprising the steps of: offering a computer-implemented mobility management platform (100), preferably according to the first aspect of the invention or embodiments thereof; reading input into the input unit (200) via one or more interfaces (201-212); controlling and / or evaluating the input by the configuration unit (300); storing data in the storage system (500); communicating to external applications by the communication unit (600); and relaying output from the output unit (700) to one or more users, preferably wherein the output unit (700) comprises an Operator Interface (703); wherein one or more steps, preferably all steps, are performed by a data processing unit (400). Preferably, the mobility management platform (100) is a traffic management platform.

The mobility management platform (100) comprises an input unit (200), the input unit (200) comprising one or more interfaces (201-212) configured to read input.

In some embodiments, the input unit (200) comprises an interface (201) connected to one or more real-time navigation systems and / or one or more in-car systems, preferably several real-time navigation systems and / or several in-car systems , for example in-car warning systems. The term "in-car systems" refers not only to systems in cars, but to systems in vehicles in general. The term "vehicle" includes any means of propulsion: for example, systems incorporated in buses, trains, trams, bicycles, shoes, boats, and / or aircraft. Preferably, the term "in-car systems" refers to systems in cars. In some embodiments, the input unit (200) reads input connected to one or more real-time navigation systems, preferably multiple real-time navigation systems. In some embodiments, the input unit (200) reads input connected to one or more in-car systems, preferably multiple in-car systems. In some embodiments, the input unit (200) reads input associated with a user's location. In some embodiments, the input unit (200) reads input associated with a user's speed. In some embodiments, the input unit (200) reads input associated with a notification from a user.

In some embodiments, the method comprises the step of: reading in input via an interface (201) connected to one or more real-time navigation systems and / or one or more in-car systems by the input unit (200), preferably a plurality of real -time navigation systems and / or multiple in-car systems.

In some embodiments, the method includes the step of: reading in input associated with a user's location by the input unit (200).

In some embodiments, the method includes the step of: reading in input associated with a user's speed by the input unit (200).

In some embodiments, the method includes the step of: reading in input associated with a user's notification by the input unit (200).

In some embodiments, the method includes the step of: reading parameters of the operation or condition of the vehicle.

Real-time navigation systems and in-car systems are an extremely important form of information, because they not only display data to the user, but because they also capture the location of the user, his speed, direction, etc. (and therefore also traffic jams and delays), and on the other hand because they offer the user the possibility to forward notifications that can help other users of the same system. The disadvantage is that users of other systems or devices from other manufacturers do not see these reports. The strength of the mobility management platform (100) as a service is that it extracts the reports from different ecosystems and makes them visible to all travelers in a certain area, regardless of which navigation system they use.

In some embodiments, the input unit (200) is implemented directly in a vehicle or in a mobile unit connected to the user.

Software or other modules can be incorporated into the vehicle (car / bicycle / tram / bus / train / boat / etc.) itself, so that the means of transport can provide the information itself and there is no longer any need for an intermediary, such as a navigation system .

In some embodiments, the input unit (200) includes an interface (202) connected to a system with respect to (mbt) roadblocks. In some embodiments, the input unit (200) reads input associated with a roadblock, for example where the roadblock is selected from the list comprising: accidents, roadworks, events, loading and unloading, cut-off overhead lines, fallen trees, floods, traffic jams, sleet, demonstrations, events, blocked tunnels, terrorist attacks, security service closures, cable breaks, broken cycle paths, defective vehicles, deformed rails, power outages, people on the tracks, structures, narrowed carriageways, landslides, bad condition, storm damage, fallen rocks, oil leaks , gas leaks, fire, storm, avalanche, heightened controls, closed borders, failures of a level crossing, absent drivers, personal accidents, and bomb reports. In some embodiments, the input unit (200) reads input associated with a pre-planned roadblock. In some embodiments, the input unit (200) reads input associated with an unexpected roadblock.

In some embodiments, the method comprising the step of: reading input through an interface (202) connected to a system with regard to roadblocks by the input unit (200).

In some embodiments, the method includes the step of: reading in input associated with a roadblock by the input unit (200), for example where the roadblock is selected from the list comprising: accidents, roadworks, events, loading and unloading, cracked overhead lines, fallen over trees, flooding, traffic jams, black ice, demonstrations, events, blocked tunnels, terrorist attacks, closed by security services, cable breaks, broken bike paths, defective vehicles, deformed rails, power outages, people on the tracks, structures, narrowed carriageways, landslides, roads in bad state, storm damage, fallen rocks, oil leaks, gas leaks, fire, storm, avalanche, heightened controls, closed borders, failures of a level crossing, absent drivers, personal accidents, and bomb reports.

In some embodiments, the method includes the step of: reading in input associated with a pre-planned roadblock by the input unit (200).

In some embodiments, the method includes the step of: reading input associated with an unexpected roadblock by the input unit (200).

The term "roadblock" does not only include roadblocks on motorways, but roadblocks in any way of moving: it can be planned or unplanned interruptions to train arrangements, trams, buses, cycle paths, airports, canals and rivers, etc. Preferably includes the term "barrier" means a barrier on motorways.

Barriers, for whatever reason (accidents, road works, events, loading and unloading, cracked overhead lines of tram / train, fallen trees, etc.) are an important reason for disrupting the normal functioning of the mobility system in a certain region. Information about planned interruptions is often available in government or third-party systems. Preferably, this is brought to the end user as early as possible, regardless of whether it is information known in advance (such as licensed road works and events) or unexpected events. Therefore, in some embodiments, the mobility management platform (100) reads this data from the various sources as soon as it is known.

In some embodiments, the input unit (200) includes an interface (203) connected to pre-existing local systems. Examples of pre-existing local systems can be selected from the list including: induction loops, traffic light centers, TMC - RDS systems, systems for controlling digital signs (VMS), incident monitoring, fault and defect detective, ramp metering systems, license plate recognition systems, access control systems, bridges, automatic warning systems, tunnel control systems, adaptive speed systems, SMS systems, e-mail systems and parking systems in all their forms. In some embodiments, the input unit (200) reads input associated with pre-existing local systems.

In some embodiments, the method includes the step of: reading input through an interface (203) connected to pre-existing local systems by the input unit (200).

Local, existing systems are often not the most efficient investments, but they often do a good job and there are no reasons to put them out of service as long as they function well. It is therefore a question of integrating them as well as possible into the mobility management platform (100). This is possible by offering customized interfaces, so that local data can also be read in, and integrated with other data sources.

In some embodiments, the input unit (200) includes an interface (204) connected to social media. In some embodiments, the input unit (200) reads input associated with social media. The social media are preferably social media with user-generated content such as social networks, social games, virtual worlds, video sharing, microblogs, photo sharing systems, forums, mobility networks, discussion forums, etc. The input is not necessarily limited to messages or messages itself, but can also include metadata (for example, how the user deals with the message: like, dislike, how many times have been responded to, how many times has the message been shared or read, etc.). Examples of social media can be selected from the non-limiting list including: Twitter, Facebook, Instagram, Whatsapp, Snapchat, Google+, Periscope, Xing, Bing, Flickr, Youtube, Vine, Tumblr, Viber, Telegram, and others.

In some embodiments, the method includes the step of: reading input through an interface (204) connected to social media by the input unit (200).

A lot of information is shared by people and is available via social media in an unstructured way. By going through these in a targeted way and extracting relevant information, an important source of data can be added to the mobility management platform (100). Events often circulate faster on social media than traditional channels such as emergency services are aware of.

In some embodiments, the input unit (200) includes an interface (205) connected to a meteorological system. In some embodiments, the input unit (200) reads input associated with meteorological information, preferably wherein the meteorological information is selected from the list comprising: weather forecasts, precipitation, wind, ice formation, air quality, rainfall, temperature, wind speed, barometer values, humidity, wind direction, and feeling temperature, preferably weather forecasts, preferably temperature forecasts, preferably precipitation forecasts.

In some embodiments, the method includes the step of: reading input through an interface (205) connected to a meteorological system by the input unit (200).

In some embodiments, the method includes the step of: reading input associated with meteorological information by the input unit (200), preferably wherein the meteorological information is selected from the list comprising: weather forecasts, precipitation, wind, ice formation, air quality, rainfall, temperature, wind speed, barometer values, humidity, wind direction, and feeling temperature, preferably weather forecasts, preferably temperature forecasts, preferably precipitation forecasts.

Meteorological information is very relevant for cyclists (rain, ice, snow, wind, etc.) but also for pedestrians, for car drivers, and occasionally also for users of public transport. By warning in time for rain, ice or dangerous weather, the user can adjust his route, the time of movement, his clothing or means of transport.

The meteorological information does not necessarily include only the current weather condition - such as temperature and rainfall - but preferably also includes the future / predicted condition, and in some embodiments also about the historical condition. Preference is given to predicting the impact of a specific weather condition on the basis of historical data.

In some embodiments, the input unit (200) comprises an interface (206) connected to a traffic light system, preferably wherein the traffic light system comprises a counting system or detector. In some embodiments, the input unit (200) reads input associated with a traffic light system.

In some embodiments, the method includes the step of: reading input through an interface (206) connected to a traffic light system by the input unit (200), preferably wherein the traffic light system comprises a counting system or detector.

Traffic lights are an important tool for controlling traffic flows, but also provide a large amount of data. The lights are usually equipped with counting systems and detectors that can count cars or buses. Often technologies are already being used that can identify vehicles, bus lines or ambulances. All that information is very useful for gaining real-time insight into traffic flows.

The information preferably comprises one or more elements selected from the list comprising: reading the position of the lights - green / orange / red; the control plan of the intersection, i.e. the programming; Detections by loops, radars, video images, pedestrian or bicycle detection, magnetic detection, detection of wireless devices, etc .; and collecting video images.

In some embodiments, the input unit (200) includes an interface (207) connected to a smart counting system. In some embodiments, the input unit (200) reads input associated with a smart counting system.

In some embodiments, the method comprising the step of: reading input through an interface (207) connected to a smart counting system by the input unit (200).

There are various technologies and systems for detecting and counting, for example (non-exhaustive) pedestrian flows, cyclists, cars, turn movements, speeds, etc. By cleverly integrating these systems and technologies into the mobility management platform (100), information can be obtained quickly about (non-exhaustive): journeys, numbers of cyclists, gaps in the transport network, large crowds of people during events, etc.

Specifically, this includes the use of smart, hardware counting devices, tracing mobile phone signals, detecting bluetooth or wifi signals, detecting movements, infrared systems, automatically analyzing video images, thermal detection systems, passenger counting systems, counting via weight, subscription / ticket counting systems, systems to count and distinguish profiles and returning customers / users, etc.

In some embodiments, the input unit (200) comprises an interface (208) connected to a video system, preferably wherein the video system is selected from the list comprising: traffic cameras, safety cameras, camera systems incorporated in vehicles, public transportation, video systems that are inherently part of Autonomous vehicle systems, portable video systems, camera systems that form part of traffic management systems, tunnel surveillance systems, and camera systems that form part of road infrastructure and public lighting. In some embodiments, the input unit (200) reads input associated with video images.

In some embodiments, the method includes the step of: reading input through an interface (208) connected to a video system by the input unit (200), preferably wherein the video system is selected from the list comprising: traffic cameras, security cameras, camera systems incorporated in vehicles, public transport, video systems that are inherently part of autonomous vehicles, portable video systems, camera systems that are part of traffic management systems, tunnel surveillance systems, and camera systems that are part of road infrastructure and public lighting.

Traffic cameras and a lot of safety cameras have already been installed on public roads in some places. In addition, video systems are also used in safety cameras, camera systems incorporated in vehicles, public transport, video systems that are inherently part of autonomous-vehicle systems, portable video systems, camera systems that are part of traffic management systems, tunnel surveillance systems, and camera systems that are part of road infrastructure and public lighting. . Smart algorithms can interpret images automatically and fully identify events or deviations - such as accidents - completely autonomously. By linking this information to the mobility management platform (100), an important source of information can be unlocked automatically, without the operator having to keep an eye on screens. The interface connected to video systems (208) is able to perform these analyzes, so that cheap cameras can be used that simply send their images to the mobility management platform (100). In addition, the mobility management platform (100) real-time images can be immediately accessed and viewed if necessary.

In some embodiments, the input unit (200) includes an interface (209) connected to a manual shopping system. In some embodiments, the input unit (200) reads input associated with manual messages.

In some embodiments, the method includes the step of: reading input through an interface (209) connected to a manual shopping system by the input unit (200).

It is often very useful to be able to send customized messages to residents / travelers / road users. In the mobility management platform interface (100) in some embodiments, the operator can manually enter a message and indicate who it is intended for (depending on user preferences, location, means of transport, place of residence, interests, etc.).

In some embodiments, the input unit (200) comprises an interface (210) connected to a public transportation system, for example wherein the public transportation system comprises a train, tram, metro, bus system. Other examples of public transportation systems are: trolley buses, light rail, public boat services, public air connections, etc. In some embodiments, the input unit (200) reads input from a public transportation system selected from the list comprising: real transit time, occupation of the vehicle ( number of passengers), waiting passengers at the stop, number of reservations, the direction of the vehicle, the stops, the delay or lead, the previous and next stop with transit time, disruptions, and the speed and / or information of all sensors on board.

In some embodiments, the method includes the step of: reading in input via an interface (210) connected to a public transportation system by the input unit (200), for example wherein the public transportation system is a train, tram, metro, or bus system.

Public transportation is a very important means of transport. By giving, for example, the real transit time (instead of the planned) of buses, trams and trains, end users can be informed more accurately and reliably. This is possible on the one hand by reading the data from the operator of the network, on the other hand by directly reading information from the vehicle (bus, tram, train, etc.) or collecting data from people or devices that are in or on the network. vehicle. In addition to information about the real-time transit times, it also includes all information related to the current or future state of the means of transport. We mention, for example (not exhaustively): the occupancy (the number of passengers) on the vehicle, the expected number of passengers, the number of tickets / reservations / subscriptions sold, the number of waiting passengers at a stop, the direction of the vehicle, the previous and following stops on the route, the delay / lead on schedule with real-time transit time, malfunctions, errors and defects, the speed and information of all sensors and systems on board.

In some embodiments, the input unit (200) comprises an interface (211) connected to a private transportation system, for example wherein the private transportation system comprises a system selected from the list comprising: taxi, ridesharing and carpooling systems, private bus services, rental cars, rental bicycles, boat services, and private jets. In some embodiments, the input unit (200) reads input associated with the location, and / or occupation, and / or availability of a private transportation system.

In some embodiments, the method includes the step of: reading in input via an interface (211) connected to a private transportation system by the input unit (200), for example wherein the private transportation system comprises a system selected from the non-limiting list including: taxi , ridesharing and carpooling systems, private bus services, rental cars, rental bicycles, boat services, and private jets.

Very useful information can be collected by tracing vehicles intended for private transport. Firstly, the location of the vehicle and whether or not it is occupied offers the possibility of specifically informing people about the availability of transport services in the area. In addition, these vehicles often mix with other mobility systems and provide a random sample of their operation (traffic flow, travel times, congestion, etc). Finally, private car journeys indicate which journeys people make and that data can be useful for urban planning or designing mobility systems.

In some embodiments, the input unit (200) includes an interface (212) connected to an Internet of Things system. In some embodiments, the input unit (200) reads input connected to an Internet of Things system.

In some embodiments, the method includes the step of: reading input through an interface (212) connected to an Internet of Things system by the input unit (200).

Everyday objects are becoming more and more often intelligent or semi-intelligent systems that act as their own entity on the internet and in the (digital) world. This also applies to objects and infrastructure used in road design and the mobility sector. For example, road surfaces, signage, bridges, curbs, roadblocks, parking areas and lighting systems, etc. are equipped with sensors and communication technology, among other things. The mobility management platform (100) preferably has an interface that can communicate with such intelligent devices.

The mobility management platform (100) comprises a configuration unit (300) configured to control and / or evaluate the one or more interfaces (201-212) of the input unit (200). Keeping information in the storage system (500) preferably enables the mobility management platform (100) via the configuration unit (300) to be able to distinguish average situations from exceptional moments over time.

In some embodiments, the configuration unit (300) attaches one or more interfaces (201-212) of the input unit (200) a value parameter. In some embodiments, the configuration unit (300) turns on one or more interfaces (201-212) of the input unit (200). In some embodiments, the configuration unit (300) disables one or more interfaces (201-212) of the input unit (200).

In some embodiments, the method includes the step of: attaching a value parameter to one or more interfaces (201-212) of the input unit (200) by the configuration unit (300).

In some embodiments, the method includes the step of: enabling one or more interfaces (201-212) of the input unit (200) by the configuration unit (300).

In some embodiments, the method includes the step of: disabling one or more interfaces (201-212) of the input unit (200) by the configuration unit (300).

In some embodiments, the configuration unit (300) also makes it possible to display minimum, maximum and average values from the past, so that it is easier to set the system) - for example: the minimum, maximum and average travel time on a certain route, so that it is much easier to estimate what a good or problematic value is.

In some embodiments, in the configuration unit (300) it is possible to set which messages are sent to which recipients, so that certain transport modes or displacement possibilities can be encouraged in function of the mobility policy that is implemented,

The basis of the mobility management platform (100) is preferably the same for all customers of the platform. The service can therefore be activated very quickly for a specific customer. The local mobility policy and the priorities that are set in a certain area must of course also be taken into account. Therefore, there is a configuration unit (300) that can preferably indicate for each source and value how important it is, and / or from when it is considered alarming. In addition, certain components can also be switched on or off.

The configuration unit (300) also makes it possible in some embodiments to store the mobility preferences of specific users (operators).

The configuration unit (300) also makes it possible in some embodiments to store the mobility preferences of specific end users (travelers), so that the system can take this into account on the one hand and inform these end users on a customized basis.

The mobility management platform (100) comprises a data processing unit (400) configured, for example by the configuration unit (300), to process the input of the one or more interfaces (201-212) of the input unit (200) as data , and configured to store data in the storage system (500), and configured to transmit data to the communication unit (600) and / or the output unit (700).

In some embodiments, the data processing unit (400) reads the input from the one or more interfaces (201-212). In some embodiments, the data processing unit (400) analyzes the input from the one or more interfaces (201212), preferably wherein the analysis involves a deviation from expected data. In some embodiments, the data processing unit (400) is configured, for example, by the configuration unit (300), to determine what is to be communicated to the communication unit (600) and / or the output unit (700), and / or what needs to be communicated to which users. The deviations are preferably viewed on the basis of pre-set parameters (for example in the configuration unit (300)). This means that in normal / slightly different circumstances (the most common situations such as traffic jams, train delays, rain showers, accidents etc.) the users are fully automatically informed by the platform, without human intervention.

In some embodiments, the method comprises the step of: - reading in the data from the one or more interfaces (201-212) by the data processing unit (400).

In some embodiments, the method includes the step of: - analyzing the input of the one or more interfaces (201-212) by the data processing unit (400), preferably wherein the analysis includes the presence or absence of a deviation from expected data .

In some embodiments, the method comprises the step of: - determining what is to be communicated to the communication unit (600) and / or the execution unit (700), and / or what is to be communicated to which users, by the data processing unit (400).

The data processing unit (400) preferably reads out all the data from the interfaces, analyzes whether the values are different from what is expected and what has already happened in the past, passes the data on to the storage system (500), and / or determines what needs to be communicated to whom.

The data processing unit (400) can also be configured in some embodiments to independently turn on or control one or more components of the output unit (700). This includes, for example, placing a message on a digital board (VMS), activating access dosing, and / or adjusting traffic lights.

The mobility management platform (100) includes a storage system (500) configured to store data.

In some embodiments, the storage system (500) is configured to store data for immediate use. In some embodiments, the storage system (500) is configured to store data for later use. The term "later use" includes the use at later times to: - refine the configuration of the system itself, - to be able to evaluate the operation of the system in the past, - to make statistics on mobility in the region, - evaluate mobility measures that have been taken (for example: adapted traffic light regulations, changed driving direction, closed streets), - measure the impact of accidents, events and / or road works, and / or - map traffic flow and / or road safety.

In some embodiments, the storage system (500) is configured to link data to one or more data parameters, preferably wherein the one or more data parameters are selected from the non-limiting list including: location, time, transport means, data source, and intensity. The data source is a unique reference that can be used to collect feedback on that report.

In some embodiments, the method includes the step of: storing data for immediate use by the storage system (500).

In some embodiments, the method includes the step of: storing data for later use by the storage system (500).

In some embodiments, the method includes the step of: linking data to one or more data parameters through the storage system (500), the one or more data parameters being selected from the non-limiting list including: location, time, transport means, data source, and intensity.

Preferably, the storage system (500) uses a cloud database. This cloud database preferably stores all data, so that it is available for immediate or later use (for example when investigating traffic jams, traffic flow, traffic safety, accidents, etc. in a certain region). To facilitate searches, all reports can be provided with various parameters such as location, time, means of transport, data source, intensity, etc.

The mobility management platform (100) comprises a communication unit (600), sometimes referred to herein as Application Programming Interface (API), configured to allow the mobility management platform (100) to communicate with external applications.

In some embodiments, the communication unit (600) is configured to communicate reports and data from the mobility management platform (100) to external applications. In some embodiments, the messages and data include the configuration and / or error messages / metadata about the operation of the system. In some embodiments, the communication unit (600) is configured to receive feedback from a user or external system. The feedback can take the form of textual data, structured code, images or video images. The feedback can also take the form of a "like" or "dislike", so that reports can be confirmed or invalidated and the accuracy of previously transmitted information can be determined.

In some embodiments, the method includes the step of: communicating notifications and data to external applications by the communication unit (600).

In some embodiments, the method includes the step of: receiving feedback from a user or external system by the communication unit (600).

The communication unit (600) takes care of the communication between the mobility management platform (100) and other systems. It is mainly about sending notifications and making the data available for external applications, which can independently take actions based on these data or commands. In addition, the communication unit (600) also makes it possible to read messages, for example feedback from users about the messages sent. Hence, the relationships between the communication unit (600) and output unit (700) in FIG. 1 (FIGS. 1A-C) when mutual relationships are to be interpreted.

The mobility management platform (100) includes an output unit (700) configured to pass output to one or more users.

In some embodiments, the output unit (700) includes a notification interface (701) configured to compare data with a user's preference and, if relevant, to pass data to the user. In some embodiments, the output unit (700) is configured to transmit data through a preferred channel of an end user. In some embodiments, the output includes relevant data for a user, the relevance being determined based on the user's preference. Practical examples include informing specific end users if there are relevant notifications for this user. For example, notifying when road works are to take place within a radius of 500 m around the specified place of residence. Or if there is a significant delay on the home-work route at a time when the user makes this move normal. Or if the bus or train that the user normally takes to go to school is canceled or very delayed. In its basic form, the notification interface (701) feeds a dashboard on which all mobility information from the platform can be consulted, whether or not tailored to the end user.

In some embodiments, the method includes the steps of: comparing data with a user's preference; and if relevant, relaying data to the user through a notification interface (701) of the output unit (700).

In some embodiments, the method comprises the steps of: transmitting data to the user via a preferred channel through the output unit (700); and receiving messages through the notification interface (701) from users or systems via a preferred channel.

In some embodiments, users and notification systems can also send messages to the mobility management platform (100) or reply to messages sent. These read-in messages are preferably stored in the storage system (500) by the communication unit (600) and forwarded to the data processing unit (400).

The notification interface (701) is preferably an interface that can pass on information via virtually any (automated) communication channel, and ensures that the user can receive the information that is relevant to him or her. In some embodiments, the service compares the information available with the preferences of the user and, if relevant, a message is sent through the preferred channel of the end user. By channels we mean, among other things, and not limited to: social media, social networks, image communication, SMS, e-mail, video services, chatbots and messages, etc.

The notification interface (701) is capable of receiving messages from users in some embodiments, as well as user feedback on notifications previously sent by the notification interface (701).

In some embodiments, the communication unit (600) and output unit (700) are configured as a whole, preferably with the data being presented as Open Data (702).

In some embodiments, the method includes the step of: presenting data as Open Data (702) by the output unit (700).

The term “Open Data” as used herein means that the data can be used freely by any application or website that wants to offer mobility information in the region. The intention of the mobility management platform (100) is that as many people as possible are aware of real-time mobility, hence the information should preferably be opened to as many external parties as possible.

The Open Data interface (702) is also preferably capable of receiving feedback on the output data and metadata, for example about the quality of the data or the operation of the interface itself. In this way, the mobility management platform (100), with or without the help of the operator, can improve quality.

In some embodiments, the output unit (700) includes an Operator Interface (703) configured to display data, settings, and data about the operation of the platform itself in an overview. In some embodiments, the output includes data in an overview.

In some embodiments, the method includes the step of: displaying data, settings, and data about the operation of the platform itself in an overview by an Operator Interface (703) in the output unit (700).

The Operator Interface (703) can ensure that all available messages are displayed in one clear, preferably visual, application, thus replacing a traffic center full of screens. This application preferably also works on tablet and mobile devices, which means that the mobility management platform (100) can therefore be operated anywhere in the world. The operator can preferably adjust the layout of the overview himself and determine the priority of certain reports (for example accidents or messages coming in via social media).

The Operator interface (703) is preferably configured to be able to collect input from the operator and use it to make adjustments to the mobility management platform or its settings.

In some embodiments, the output unit (700) includes a traffic light interface (704) configured to adaptively control traffic lights or communicate with a traffic light center or controller. In some embodiments, the output includes adaptive control for traffic lights.

In some embodiments, the method includes the step of: adaptively controlling a traffic light system through a traffic light interface (704) in the output unit (700).

Traffic lights are preferably controlled as adaptively as possible, so depending on traffic flows, incidents and the pressure on the various arms of intersections. The mobility management platform (100) can provide this information and control traffic light systems, so that traffic flows are controlled as efficiently as possible.

The traffic light system interface (704) is also capable of receiving and processing feedback, notifications or data on the operation of the traffic light system.

In some embodiments, the output unit (700) includes a Digital Traffic Signaling interface (705) configured to adaptively control digital traffic signaling systems. In some embodiments, the output includes adaptive control for digital signs or communication with a control system for digital signs. This includes not only VMS, but also legal signage.

In some embodiments, the method includes the step of: adaptively controlling a digital sign or digital sign control system through a Digital Traffic Signaling interface (705) in the output unit (700).

Digital signs are in some cases an efficient means of communicating with travelers. Unfortunately, the management is sometimes very cumbersome and is done from a separate system. Hence, the mobility management platform (100) preferably provides an interface for most existing systems, so that texts can be placed on the boards directly from the operator interface, adapted, or deleted, with or without the intervention of an external control system for digital signs. This is on the one hand about digital text signs, reference signs and signs to display images or video images, on the other hand about digital legal signage (traffic signs), for example (not exhaustive), signs with speed limits, turn restrictions, tonnage restrictions, signs indicating directions, etc.

The Digital Traffic Signaling interface (705) is also preferably capable of receiving and processing feedback, notifications or data on the operation of digital traffic signaling or control systems for digital traffic signaling.

In some embodiments, the output unit (700) comprises a navigation and map systems interface (706) configured to adaptively control a navigation system or map system. In some embodiments, the output includes data for navigation and map systems.

In some embodiments, the method includes the step of: adaptively controlling a navigation and / or map system through a navigation and map systems interface (706) in the output unit (700).

Navigation systems are an important way to display information to users and adjust the suggested route to changing situations.

The navigation and map systems - interface (706) is preferably also capable of receiving and processing feedback, notifications, adjustments or data on the operation of navigation and map systems.

In some embodiments, the output unit (700) includes an interface for in-car systems configured to adaptively control an in-car system. In some embodiments, the output includes data for in-car systems.

In some embodiments, the method comprises the steps of: adaptively controlling an in-car system through an in-car system interface (707) in the output unit (700); and forwarding information to an in-car system through an in-car system interface (707) in the output unit (700).

By in-car systems we mean the electronic systems that are part of vehicles. By vehicles we mean any means of transport that is capable of being controlled or contained by electronic systems. By in-car systems we mean, for example, not exhaustively: built-in navigation systems, systems that provide the user with information, platforms in the car that can accommodate numerous applications, safety systems, braking systems, ventilation systems, lighting, systems that control the vehicle independently or semi- manage independently, etc.

The mobility management platform (100) can preferably send messages and data to vehicles or the described in-car systems (707). The vehicle or the in-car system (707) can preferably also send messages back to the communication unit (600), but also its location, speed, messages and other messages, parameters, data or data about the condition and operation of the forward the in-car system to the mobility management platform (100).

In some embodiments, the output unit (700) includes a Software Development Kit (or SDK) (708). This is a set of tools that are made available to external parties such as developers and suppliers of mobility systems. This SDK preferably contains, among other things, software code that can be built into external applications, applications and systems. In this way, these applications and systems can communicate easily and securely with the mobility management platform (100) via an end-user unit. In some embodiments, the SDK contains documentation on how external applications can be developed or adapted to communicate with the traffic management platform (100).

In some embodiments, the Software Development Kit (708) of the executing unit (700) is configured to provide tools, code, and documentation that enables external parties to easily communicate with the Mobility Management Platform (100)

In some embodiments, the method includes the step of: providing a Software Development Kit (708) to connect to a communication unit (600).

By making an SDK or Software Development Kit (708) available, tools are preferably made available to developers to allow external applications to communicate with the traffic management platform (100). They can process the available tools and software code into their application, system or device, so that their application or system can tailor the user (if desired) data or reports about mobility from the communication unit (600) and (if desired) messages from the end user or external applications, systems or devices to the traffic management platform (100) via the communication unit (600). Or, if desired, other parameters of the application, the system or the user (such as: location, speed, acceleration, direction, altitude, etc.) can be sent back to the communication unit (800)

In some embodiments, the output unit (700) includes an interface for existing systems (709) configured to control existing mobility systems. In some embodiments, the output includes data for existing systems. In some embodiments, data is read from existing systems.

In some embodiments, the method includes the step of: adaptively controlling existing systems through an interface for existing systems (709); sending information to existing systems through an interface for existing systems (709); and reading data or commands from existing systems through an interface for existing systems (709).

Local, existing systems (which can be replaced by the mobility management platform (100)) are or were not the most efficient investments, but they often do well and there are no reasons to put them out of service as long as they function well. In addition, there are also solutions or systems that are laterally connected to traffic management but must still receive information or orders from the mobility management platform (100). It is therefore a question of providing them with assignments and information from the mobility management platform (100). This can be done by connecting them to the interface for existing systems (709)

Existing systems include, but are not limited to, license plate recognition systems, bridges, level crossings, locks, rail systems, adaptive speed systems, tunnels, access dosing systems, public transport systems, bicycle infrastructure, systems for environmental zones, systems for access control, etc.

The existing systems interface (709) is also preferably capable of receiving and processing feedback, notifications, adjustments or data on the operation of existing systems.

The invention comprises in a third aspect the use of a mobility management platform (100) according to the first aspect, and embodiments thereof, to control mobility, preferably traffic, for example to control mobility in a region fully automatically. Preferably, the mobility management platform (100) is a traffic management platform. In some embodiments, a standby operator is called in case of problems.

The invention comprises in a fourth aspect the use of a mobility management platform (100) according to the first aspect, and embodiments thereof, to input. Preferably, the mobility management platform (100) is a traffic management platform.

The invention comprises in a fifth aspect the use of a mobility management platform (100) according to the first aspect, and embodiments thereof, for obtaining output. Preferably, the mobility management platform (100) is a traffic management platform. In some embodiments, the mobility management platform (100) is offered at a one-time price. In some embodiments, the mobility management platform (100) is offered at a recurring price, for example a monthly subscription. In some embodiments, the price is variable, according to certain parameters.

The invention comprises in a sixth aspect the use of a mobility management platform (100) according to the first aspect, and embodiments thereof, to control external applications. Preferably, the mobility management platform (100) is a traffic management platform.

The invention comprises in a seventh aspect a computer-readable medium comprising instructions which, when executed on a computer, cause the computer to perform a method according to the second aspect, or embodiments thereof. Preferably, the mobility management platform (100) is a traffic management platform. In some embodiments, the mobility management platform (100) is cloud-based.

The invention comprises in a eighth aspect a data stream comprising instructions for performing a method according to the second aspect, or embodiments thereof. Preferably, the mobility management platform (100) is a traffic management platform.

The invention comprises in a ninth aspect a storage medium comprising computer-readable instructions for carrying out a method according to the second aspect, or embodiments thereof. Preferably, the mobility management platform (100) is a traffic management platform. The method is preferably (partly) performed on a tablet or mobile device.

EXAMPLES

In order to further clarify the features, advantages and details of this invention, a few preferred embodiments are explained in more detail below with reference to the accompanying figures. It is to be understood that such an explanation is by no means to be construed as a limitation of the scope of the invention as such, and in particular as expressed in the appended claims. FIG. 1 (FIGS. 1A-C) illustrates a mobility management platform (100) according to a preferred embodiment of the invention.

The mobility management platform (100) as a Service overcomes virtually all of the aforementioned drawbacks, by offering a cloud-based platform at a monthly or fixed price. The cost is only a fraction of the investments that require a traditional traffic center. Moreover, the possibilities of the mobility management platform (100) are much more extensive and it has a greater impact on mobility in the region, which is one of the basic objectives of a traffic center.

The mobility management platform (100) is preferably cloud-based and therefore has very little local dependence. This means on the one hand that local operators can perform their work at any location and on the other hand that the advantage of scale is used. The mobility management platform (100) is developed once and then scaled according to the number of locations where it is used. This means that all governments in the world that use the mobility management platform (100) have the most advanced technology and the investments are supported by all users of the mobility management platform (100). Local preferences can of course be configured per location or traffic center.

The mobility management platform (100) largely eliminates the deployment of operators in traffic centers. On the one hand, the system makes decisions itself and brings information to the end users on the basis of pre-set parameters. This means that in normal / slightly different circumstances (the most common situations such as traffic jams, train delays, rain showers etc.) the users are automatically informed without the intervention of an operator. If planned or unplanned disruptions, emergencies or large crowds occur where additional assistance may be required, the system automatically notifies an operator who is on standby. This operator can very quickly call up an operator interface (703) that displays all available information in a single overview screen. A first advantage here is that all information is bundled in a single system (instead of monitoring an entire room full of screens). A second is that the operator interface (703) is available on tablet or mobile devices and can therefore be called location-independent.

In addition, the system is also less dependent on human intervention by an operator, because the relevant information is automatically delivered to end users and external systems via an execution unit (700). The user can then make an individual choice based on that information. Where traditional traffic control centers send out general notifications (for example, the national radio station warns of an accident on one specific road in one specific city, but the whole country is told this information). With the mobility management platform (100) as a service, on the other hand, the user only receives information that is relevant to the movement that he is making or will make in the near future.

The mobility management platform (100) provides a much better view of what is happening on the road by combining as many smart information sources as possible, through smart collaborations. It thus eliminates the need for expensive hardware systems for gathering information. By smart sources of information through smart partnerships, we mean bringing in relevant mobility information for the region through partnerships. Because these players are present internationally, information can be collected for almost any local government. By linking data from different local, national and international sources, the information from one source can be confirmed by another. In addition, gaps in information from one source are supplemented by the other.

The Mobility Management Platform (100) is full of multimodality. By combining any data source that has to do with mobility in the region, many more relevant alternatives can be offered to people who want to travel. It is therefore not only about road condition data for car drivers, but also about information for users of public transport (train delays, bus diversions, special trams at events, etc.), taxis, bicycles, weather information ( rain, ice, storm, snow, etc.) ,, parking, etc.

In traditional traffic centers, the gap with the end user is huge. The mobility management platform (100) as described reduces it in various ways.

Firstly, customized information is offered. The end user only receives information that is relevant to her / his relocation and corresponds to her / his sphere of interest. This may include road works located within a radius of X meters around the user's place of residence, an incident on the way to her / his workplace just before she / he leaves or a carpool alternative to the daily train ride.

Secondly, the resident / traveler / end user is also actively involved in the collection of information (only if she / he wants to, of course). On the one hand, the mobility management platform (100), if desired by the end user, is fed with his / her movement data (transport mode, delays, congestion, etc.) by tracking devices and vehicles (smartphone, GPS, car, bicycle, etc.) . This means that those responsible have a real-time view of the journeys made in their area, congestion and traffic jams and the percentage of road users currently traveling by bicycle or car, for example. On the other hand, the end user has the possibility to provide feedback on reports generated by the mobility management platform (100). The communication unit (600) of the mobility management platform (100) sends an ID with the notifications, and can then also process feedback. In the form of a "like" or "dislike", so that scores of data can be used to determine the accuracy of notifications, but also text messages, images, video images or structural code that can then be analyzed by the operators or the system itself.

Thirdly, the information is much closer to the end user. Whereas in the past this mainly concerned general information via digital signs (VMS) and radio news, the mobility management platform (100) and the open and modular architecture made it possible to process the information in all types of applications and devices. The information can be distributed via apps, open data, via direct messaging services from existing social media, via smartphones, via navigation systems, in vehicles themselves and all existing possibilities to inform about mobility and traffic.

The mobility management platform (100) preferably does not require any investment on the part of the local government, but preferably works via a monthly cost for the service. Because fewer operators and no expensive hardware are required to perform traffic management, the costs are only a fraction of those of a traditional traffic center. In addition, the mobility management platform (100) can be made available very quickly for a specific region. Moreover, the central mobility management platform (100) is modular and can constantly implement new technological trends, so that every region has a state-of-the-art mobility management platform (100). Finally, the price can be made variable according to certain parameters. For example, the length of the mobility network, preferably a road network, or the number of inhabitants can be used to determine the monthly cost, so that the mobility management platform (100) remains affordable for each region. The price can also be adjusted to the GNP, so that poorer countries or developing regions have the same opportunities to do thorough mobility management.

Claims (108)

  1. CONCLUSIONS (changes accepted)
    A computer-implemented mobility management platform (100) comprising the following modules: an input unit (200), wherein the input unit (200) comprises one or more interfaces (201-212) configured to read input; a configuration unit (300) configured to control and / or evaluate the one or more interfaces (201-212) of the input unit (200); a storage system (500) configured to store data; a communication unit (600) configured to cause the mobility management platform (100) to communicate with external applications; an output unit (700) configured to pass output to one or more users, preferably wherein the output unit (700) comprises an Operator Interface (703); and a data processing unit (400) configured to process the input from the one or more interfaces (201-212) of the input unit (200), and configured to store data in the storage system (500), and configured to pass data to the communication unit (600) and / or the output unit (700); wherein the output unit (700) comprises a notification interface (701) configured to compare data with a user's preference and, if relevant, to pass data to the user.
  2. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (201) connected to one or more real-time navigation systems and / or one or more in-car systems, preferably several real-time navigation systems and / or multiple in-car systems.
  3. The mobility management platform (100) according to any one of the preceding claims, wherein the input unit (200) reads input connected to one or more real-time navigation systems, preferably several real-time navigation systems.
  4. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input connected to one or more in-car systems, preferably several in-car systems.
  5. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input associated with a user's location.
  6. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input associated with a user's speed.
  7. The mobility management platform (100) according to any one of the preceding claims, wherein the input unit (200) reads input associated with a notification from a user.
  8. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) is implemented directly in a vehicle or in a mobile unit connected to the user.
  9. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (202) connected to a roadblock system.
  10. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input connected to a roadblock, for example wherein the roadblock is selected from the list comprising: accidents, roadworks, events, loading and unloading, cracked overhead lines, fallen trees, and floods.
  11. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input connected to a pre-planned roadblock.
  12. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input associated with an unexpected roadblock.
  13. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (203) connected to pre-existing local systems.
  14. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input connected to pre-existing local systems.
  15. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (204) connected to social media.
  16. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input connected to social media.
  17. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (205) connected to a meteorological system.
  18. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input associated with meteorological information, preferably wherein the meteorological information is selected from the list comprising: weather forecasts, precipitation, wind, ice formation, air quality , rainfall, temperature, wind speed, barometer values, humidity, wind direction, and feeling temperature, preferably weather forecasts, preferably temperature forecasts, preferably precipitation forecasts.
  19. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (206) connected to a traffic light system, preferably wherein the traffic light system comprises a counting system or detector.
  20. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input connected to a traffic light system.
  21. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (207) connected to a smart counting system.
  22. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input connected to a smart counting system.
  23. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (208) connected to a video system, preferably wherein the video system is selected from the list comprising: traffic cameras, safety cameras, camera systems incorporated in vehicles, public transport, video systems that are inherently part of autonomous vehicles, portable video systems, camera systems that are part of traffic management systems, tunnel surveillance systems, and camera systems that are part of road infrastructure and public lighting.
  24. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input connected to video images.
  25. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (209) connected to a manual shopping system.
  26. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input associated with manual messages.
  27. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (210) connected to a public transportation system.
  28. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads in input from a public transportation system selected from the list comprising: real transit time, occupation of the vehicle (number of passengers), waiting passengers on the stop, number of reservations, the direction of the vehicle, the stops, the delay or lead, the previous and next stop with transit time, disruptions, and the speed and / or information of all sensors on board, for example where the public transport system is a train -, tram, metro, or bus system.
  29. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (211) connected to a private transportation system, for example wherein the private transportation system comprises a system selected from the list comprising: taxi, ridesharing and carpool systems, private bus services, rental cars, rental bicycles, boat services, and private jets.
  30. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input associated with the location, and / or occupation, and / or availability of a private transportation system.
  31. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) comprises an interface (212) connected to an Internet of Things system.
  32. The mobility management platform (100) according to any of the preceding claims, wherein the input unit (200) reads input connected to an Internet of Things system.
  33. The mobility management platform (100) according to any one of the preceding claims, wherein the configuration unit (300) attaches a value parameter to one or more interfaces (201-212) of the input unit (200).
  34. The mobility management platform (100) according to any of the preceding claims, wherein the configuration unit (300) turns on one or more interfaces (201-212) of the input unit (200).
  35. The mobility management platform (100) according to any one of the preceding claims, wherein the configuration unit (300) disables one or more interfaces (201-212) of the input unit (200).
  36. The mobility management platform (100) according to any of the preceding claims, wherein the data processing unit (400) reads the input from the one or more interfaces (201-212).
  37. The mobility management platform (100) according to any of the preceding claims, wherein the data processing unit (400) analyzes the input of the one or more interfaces (201-212), preferably wherein the analysis involves a deviation from expected data.
  38. The mobility management platform (100) according to any one of the preceding claims, wherein the data processing unit (400) is configured to determine what is to be communicated to the communication unit (600) and / or the output unit (700), and / or what needs to be communicated to which users.
  39. The mobility management platform (100) according to any of the preceding claims, wherein the storage system (500) is configured to store data for immediate use.
  40. The mobility management platform (100) according to any of the preceding claims, wherein the storage system (500) is configured to store data for later use.
  41. The mobility management platform (100) according to any of the preceding claims, wherein the storage system (500) is configured to link data to one or more data parameters, preferably wherein the one or more data parameters are selected from the list comprising: location, time, means of transport, data source, and intensity.
  42. The mobility management platform (100) according to any of the preceding claims, wherein the communication unit (600) is configured to communicate reports and data from the mobility management platform (100) to external applications.
  43. The mobility management platform (100) according to any one of the preceding claims, wherein the communication unit (600) is configured to receive feedback from a user or external system.
  44. The mobility management platform (100) according to any of the preceding claims, wherein the output unit (700) is configured to transmit data through a preferred channel of an end user.
  45. The mobility management platform (100) according to any of the preceding claims, wherein the output comprises relevant data for a user, the relevance being determined based on the user's preference.
  46. The mobility management platform (100) according to any one of the preceding claims, wherein the communication unit (600) and execution unit (700) are configured as a whole.
  47. The mobility management platform (100) according to claim 46, wherein the data is offered as Open Data (702).
  48. The mobility management platform (100) according to any of the preceding claims, wherein the execution unit (700) comprises an Operator Interface (703) configured to display data in an overview.
  49. The mobility management platform (100) according to any of the preceding claims, wherein the output comprises data in an overview.
  50. The mobility management platform (100) according to any of the preceding claims, wherein the executing unit (700) comprises a traffic light interface (704) configured to adaptively control traffic lights.
  51. The mobility management platform (100) according to any one of the preceding claims, wherein the output comprises adaptive control for traffic lights.
  52. The mobility management platform (100) according to any of the preceding claims, wherein the execution unit (700) comprises a Digital Traffic Signaling interface (705) configured to adaptively control digital signs.
  53. The mobility management platform (100) according to any of the preceding claims, wherein the output comprises adaptive control for digital signs.
  54. The mobility management platform (100) according to any of the preceding claims, wherein the execution unit (700) comprises a navigation and map systems interface (706) configured to adaptively control a navigation system.
  55. The mobility management platform (100) according to any of the preceding claims, wherein the output comprises data for navigation systems.
  56. The mobility management platform (100) according to any of the preceding claims, wherein the execution unit (700) comprises an interface for in-car systems configured to adaptively control an in-car system.
  57. The mobility management platform (100) according to any of the preceding claims, wherein the output comprises data for in-car systems.
  58. The mobility management platform (100) according to any of the preceding claims, wherein the execution unit (700) comprises a Software Development Kit (708).
  59. The mobility management platform (100) according to any of the preceding claims, wherein the execution unit (700) comprises an interface for existing systems (709) configured to control existing mobility systems.
  60. The mobility management platform (100) according to any of the preceding claims, wherein the output comprises data for existing systems.
  61. Use of a mobility management platform (100) according to any of claims 1 to 60, to control mobility, preferably traffic.
  62. 62. Use of a mobility management platform (100) according to any of claims 1 to 60, to input.
  63. 63. Use of a mobility management platform (100) according to any of claims 1 to 60, to obtain output.
  64. Use of a mobility management platform (100) according to any of claims 1 to 60, to control external applications.
  65. A computer-implemented method of controlling mobility, preferably traffic, the method comprising the steps of: providing a computer-implemented mobility management platform (100) according to any of claims 1 to 60; reading input into the input unit (200) via one or more interfaces (201-212); controlling and / or evaluating the input by the configuration unit (300); storing data in the storage system (500); communicating to external applications by the communication unit (600); and relaying output from the output unit (700) to one or more users, preferably wherein the output unit (700) comprises an Operator Interface (703); wherein one or more steps are performed by a data processing unit (400).
  66. The method of claim 65, comprising the step of: reading in input via an interface (201) connected to one or more real-time navigation systems and / or one or more in-car systems by the input unit (200), preferably multiple real-time navigation systems and / or multiple in-car systems.
  67. The method of any one of claims 65 or 66, comprising the step of: reading in input associated with a user's location by the input unit (200).
  68. The method of any one of claims 65 to 67, comprising the step of: reading in input associated with the speed of a user by the input unit (200).
  69. The method of any one of claims 65 to 68, comprising the step of: reading in input associated with a user's notification by the input unit (200).
  70. The method of any one of claims 65 to 69, comprising the step of: reading in input via an interface (202) connected to a system with regard to roadblocks by the input unit (200).
  71. The method of any one of claims 65 to 70, comprising the step of: reading input associated with a roadblock by the input unit (200), for example wherein the roadblock is selected from the list comprising: accidents, roadworks, events, loading and unloading, broken overhead lines, fallen trees, and floods.
  72. The method of any one of claims 65 to 71, comprising the step of: reading in input associated with a pre-planned roadblock by the input unit (200).
  73. The method of any one of claims 65 to 72, comprising the step of: reading in input associated with an unexpected roadblock by the input unit (200).
  74. The method of any one of claims 65 to 73, comprising the step of: reading input through an interface (203) connected to pre-existing local systems by the input unit (200).
  75. The method of any one of claims 65 to 74, comprising the step of: reading input through an interface (204) connected to social media by the input unit (200).
  76. The method of any one of claims 65 to 75, comprising the step of: reading input through an interface (205) connected to a meteorological system by the input unit (200).
  77. The method of any one of claims 65 to 76, comprising the step of: reading input associated with meteorological information by the input unit (200), preferably wherein the meteorological information is selected from the list comprising: weather forecasts, precipitation, wind, ice formation, air quality, rainfall, temperature, wind speed, barometer values, humidity, wind direction, and feeling temperature, preferably weather forecasts, preferably temperature forecasts, preferably precipitation forecasts.
  78. The method of any one of claims 65 to 77, comprising the step of: reading in input via an interface (206) connected to a traffic light system by the input unit (200), preferably wherein the traffic light system comprises a counting system or detector.
  79. The method of any one of claims 65 to 78, comprising the step of: reading in input via an interface (207) connected to a smart counting system by the input unit (200).
  80. The method of any one of claims 65 to 79, comprising the step of: reading input via an interface (208) connected to a video system by the input unit (200), preferably wherein the video system is selected from the list comprising: traffic cameras , security cameras, camera systems incorporated in vehicles, public transport, video systems that are inherently part of autonomous vehicles, portable video systems, camera systems that are part of traffic management systems, tunnel surveillance systems, and camera systems that are part of road infrastructure and public lighting.
  81. The method of any one of claims 65 to 80, comprising the step of: reading input through an interface (209) connected to a manual shopping system by the input unit (200).
  82. The method of any one of claims 65 to 81, comprising the step of: reading in input via an interface (210) connected to a public transportation system by the input unit (200), for example wherein the public transportation system is a train, tram, metro, or bus system.
  83. The method of any one of claims 65 to 82, comprising the step of: reading in input via an interface (211) connected to a private transportation system by the input unit (200), for example wherein the private transportation system comprises a system selected from the list including: taxi, ridesharing and carpool systems, private bus services, rental cars, rental bikes, boat services, and private jets.
  84. The method of any one of claims 65 to 83, comprising the step of: attaching a value parameter to one or more interfaces (201-212) of the input unit (200) by the configuration unit (300).
  85. The method of any one of claims 65 to 84, comprising the step of: reading input through an interface (212) connected to an Internet of Things system by the input unit (200).
  86. The method of any one of claims 65 to 85, comprising the step of: enabling one or more interfaces (201-212) of the input unit (200) by the configuration unit (300).
  87. The method of any one of claims 65 to 86, comprising the step of: disabling one or more interfaces (201-212) of the input unit (200) by the configuration unit (300).
  88. The method of any one of claims 65 to 87, comprising the step of: reading in the input of the one or more interfaces (201-212) by the data processing unit (400).
  89. The method of any one of claims 65 to 88, comprising the step of: analyzing the input of the one or more interfaces (201-212) by the data processing unit (400), preferably wherein the analysis detects the presence or absence of a deviation from expected data.
  90. The method of any one of claims 65 to 89, comprising the step of: determining what is to be communicated to the communication unit (600) and / or the output unit (700), and / or what is to be communicated to which users by the data processing unit (400).
  91. The method of any one of claims 65 to 90, comprising the step of: storing data for immediate use by the storage system (500).
  92. The method of any one of claims 65 to 91, comprising the step of: storing data for later use by the storage system (500).
  93. The method of any one of claims 65 to 92, comprising the step of: linking data to one or more data parameters by the storage system (500), the one or more data parameters being selected from the list comprising: location, time, transport means , data source, and intensity.
  94. The method of any one of claims 65 to 93, comprising the step of: communicating notifications and data to external applications by the communication unit (600).
  95. The method of any one of claims 65 to 94, comprising the step of: receiving feedback from a user or external system by the communication unit (600).
  96. The method of any one of claims 65 to 95, comprising the steps of: comparing data with a user's preference; and if relevant, relaying data to the user through a notification interface (701) of the output unit (700).
  97. The method of any one of claims 65 to 96, comprising the step of: transmitting data to the user via a preferred channel through the output unit (700); and receiving messages through the notification interface (701) from users or systems via a preferred channel.
  98. The method of any one of claims 65 to 97, comprising the step of: presenting data as Open Data (702) by the output unit (700).
  99. The method of any one of claims 65 to 98, comprising the step of: displaying data in an overview through an Operator Interface (703) in the output unit (700).
  100. 100. The method of any one of claims 65 to 99, comprising the step of: adaptively driving traffic lights through a traffic light interface (704) in the output unit (700).
  101. The method of any one of claims 65 to 100, comprising the step of: adaptively driving digital signs through a Digital Traffic Signaling interface (705) in the output unit (700).
  102. The method of any one of claims 65 to 101, comprising the step of: adaptively controlling a navigation system through a navigation and map systems interface (706) in the output unit (700).
  103. The method of any one of claims 65 to 102, comprising the steps of: adaptively controlling an in-car system through an in-car system interface (707) in the output unit (700); and forwarding information to an in-car system through an in-car system interface (707) in the output unit (700).
  104. The method of any one of claims 65 to 103, comprising the step of: making a Software Development Kit (708) available to connect to a communication unit (600).
  105. The method of any one of claims 65 to 104, comprising the steps of: adaptively controlling existing systems through an interface for existing systems (709); sending information to existing systems through an interface for existing systems (709); and reading data or commands from existing systems through an interface for existing systems (709).
  106. 106. A computer-readable medium comprising instructions which, when executed on a computer, cause the computer to perform a method according to any one of claims 65 to 105.
  107. A data stream comprising instructions for performing a method according to any of claims 65 to 105.
  108. A storage medium comprising computer readable instructions for performing a method according to any of claims 65 to 105.
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