DE102013108034B3 - Method for automatically controlling the entry of a road vehicle into a controlled road section, vehicle-side system therefor and computer program - Google Patents

Abstract

Method for automatically checking the entry of a road vehicle (3, 4, 63-69) into a road section (2) controlled by a control system (1) comprising the steps: a) of a vehicle-side system (30, 40) of the road vehicle (3, 4, 63-69), an entry authorization token (6) is requested by the control system (1) before entering the controlled section of road (2). B) the control system (1) checks, upon receipt of a entry authorization token request, whether the issuance of an entry authorization token (6 c) if permissible, the control system (1) transmits the requested entry authorization token (6) to the requesting road vehicle (3, 4, 63-69), d) the requesting road vehicle (3, 4, 63-69) on-board system (30, 40) generates an entry permission signal at the time of entering the controlled road section (2) when the requested entry permission token (6) has been received, and e e) the generated entry permission signal or entrance prohibition signal is used in the road vehicle (3, 4, 63-69) for generating a warning message and / or for performing automatic control and / or regulating measures, in entry prohibition signal, if the Eintrittsberechtigungsstoken (6) was not received, f) wherein the requesting road vehicle (3, 4, 63-69) after leaving the controlled road section (2) returns the entry authorization token (6) received from the control system (1) to the control system (1) and g) of which the controlled one Road vehicle (3, 4, 63-69) of the entry authorization token (6) is returned to the control system (1) when the road vehicle (3, 4, 63-69) in the controlled road section (2) outside of Road vehicles (3, 4, 63-69) is turned off for the passage to be used driving surface, and of a road vehicle (3, 4, 63-69), in a cont Rolled-off road section (2) has been parked outside the driving surface to be traveled by road vehicles (3, 4, 63-69), a new entry authorization token (6) is requested by the control system (1) when the road vehicle (3, 4, 63-69) Continue the passage through the controlled section of road (2).

Description

The invention relates to a method for automatically controlling the entry of a road vehicle into a controlled by a control system road section according to claim 1. The invention further relates to a vehicle-side system according to claim 8 and a computer program according to claim 9.

In general, the invention relates to the field of automatic control of the entry and thus the passage of road sections by road vehicles, the road section being automatically controlled by a control system. With such a system z. B. be monitored whether a one-way street is used only in the approved direction, or whether weight restrictions on bridges or vehicle height and width restrictions are met. Finally, an application of such a system for toll control and other applications later mentioned is conceivable.

Known systems for toll control, such. In DE 10 2011 088 142 A1 described, are not suitable for the aforementioned security applications such. As the control of one-way streets or weight restricted road sections.

From the DE 10 2010 029 171 A1 is a method for calculating routes under consideration of toll vignettes. From the DE 10 2009 036 177 A1 A method and a device for increasing the traffic safety of vehicles by means of centralized traffic flow control emerge.

The invention is therefore based on the object to provide a method for automatically controlling the entry of a road vehicle in a controlled by a control system road section, which is also suitable for safety-related applications. Furthermore, a suitable control system, a vehicle-side system and computer programs for such systems should be specified.

This object is achieved by a method for automatically controlling the entry of a road vehicle into a controlled by a control system road section according to claim 1.

The invention has the advantage that the control system automatically cooperates with vehicle-side systems and the entire system is thereby safer than in known proposals, in particular against manipulations of road vehicle users. Through the use of Eintrittsberechtigungstoken that are issued only in admissibility of the entrance of the road vehicle in the controlled section of the road, can be done very efficiently both the safety-critical requirements as well as a smooth flow of road transport are made possible.

Characterized in that the vehicle-side system itself (automatically) generates an entry permission signal when the requested entrance permission token has been received, and otherwise a driving-in prohibition signal, signals are available in the road vehicle, which are accessible for further automatic evaluation in the road vehicle. So z. B. the road vehicle are braked automatically when a no-entry signal is present. Before an automatic braking operation, the output of a warning message can still be provided.

The assignment of entry permission token, the z. B. may be available in limited numbers, also allows a control of how many and which road vehicles can be located in the controlled section of the road. By limiting the number of entry permission tokens, an allowance requirement can be established for issuing entry permission tokens. Once there are no more entry privilege tokens because all have already been issued, further requesting road vehicles would not be able to obtain entry permission tokens as issued entry privilege tokens are not returned.

An entry authorization token may be formed as a binary coded date or record. To protect against manipulation, it is advantageous Eintrittsberechtigungstoken with a backup mechanism, such. As a checksum or encryption (encryption) to provide. The recipient of a entry authorization token can then check its authenticity. The entrance permission tokens are managed like physical objects in the control system. An entry permission token issued to a road vehicle can not be assigned a second time unless it has been returned to the control system.

According to the invention, it is therefore provided that the requesting road vehicle, after leaving the controlled road section, returns the entry authorization token received from the control system to the control system.

• a) ob die aktuelle Verkehrssituation im kontrollierten Straßenabschnitt die Ausgabe des Einfahrtberechtigungstokens erlaubt,
• b) ob bei einem begrenzten Vorrat an Einfahrtberechtigungstoken im Kontrollsystem nach Ausgabe des angeforderten Einfahrtberechtigungstokens noch eine Restmenge an Einfahrtberechtigungstoken vorhanden ist, die einen vorgegebenen Mindestwert erreicht,
• c) ob für die im kontrollierten Straßenabschnitt gewünschte Fahrtrichtung des anfordernden Straßenfahrzeuges überhaupt ein Einfahrtberechtigungstoken ausgegeben werden kann,
• d) ob die Anzahl der für den kontrollierten Straßenabschnitt bereits ausgegebenen Einfahrtberechtigungstoken einen vorgegebenen Maximalwert erreicht hat,
• e) ob im Falle attributierter Einfahrtberechtigungstoken die Anzahl der für den kontrollierten Straßenabschnitt bereits ausgegebenen Einfahrtberechtigungstoken eines bestimmten Attributs oder einer bestimmten Attributekombination einen vorgegebenen Grenzwert erreicht haben.

According to an advantageous development of the invention, the control system checks on the basis of one, several or all of the following Criteria as to whether issuance of a entry-authorization token to the requesting road vehicle is permitted:

• a) whether the current traffic situation in the controlled section of the road allows the issue of the entry authorization token,
• b) whether, with a limited stock of entry authorization tokens in the control system, after the requested entry authorization token has been issued, there is still a residual amount of entry authorization token which reaches a predetermined minimum value,
• c) whether an entry authorization token can be issued at all for the direction of travel of the requesting road vehicle in the controlled road section,
• d) if the number of entry permission tokens already issued for the controlled road section has reached a predetermined maximum value,
• e) whether, in the case of attributed entry authorization tokens, the number of entry permission tokens of a particular attribute or attribute combination already issued for the controlled road section has reached a predetermined limit.

This may be followed by steps c) to e) of claim 1.

This shows the universal capabilities of the invention. Depending on the applied criteria of admissibility, the method according to the invention can be used to control different types of road sections, such as. As one-way streets, alternately in each direction traveled road sections, z. As at construction sites or narrow bridges, road sections with weight, height and / or width limitations of motor vehicles, road sections that are approved only for certain road vehicles, such. Public transport. The invention can be used to control whether the passage of an emergency vehicle or similar special vehicle in opposite to the prescribed direction of travel of a one-way street running direction can be allowed, because no other vehicle accommodates. The invention can be used at level crossings as a system for emergency room release.

If the remaining quantity of entry authorization tokens is checked with a limited stock of entry authorization tokens, this can limit the maximum number of road vehicles in the controlled road section. The maximum number of tokens can also be dynamic for the traffic situation (eg to improve traffic flow in peak hours / "rush hour") or the time of day (eg for traffic calming in the evening / night hours or on weekends and public holidays) be adjusted or become.

If it is checked whether a Eintrittsberechtigungsstoken can be issued for the desired direction in the controlled road section of the requesting road vehicle at all, so hereby in particular a control of driving through one-way streets opposite to the permissible direction can be controlled. Thus, a Eintrittsberechtigungsstoken for the passage of a one-way street contrary to the permissible direction would only road vehicles with appropriate authorization, such. As emergency vehicles and other special vehicles are issued, but not to the general road traffic.

Insofar as it is checked whether the number of entry permission tokens already issued for the controlled road section has reached a predetermined maximum value, this can likewise limit the number of road vehicles in the controlled road section and thus counteract congestion or an increased risk of accidents.

Also attributed entry permission tokens may be used. The entry authorization token can z. B. include an attribute regarding the total weight of the vehicle or other vehicle features. In the case of attributed entry authorization tokens, certain stocks of entry authorization tokens can each be kept for groups of differently attributed entry authorization tokens.

According to an advantageous development of the invention, the entry authorization tokens have one or more attributes, wherein the attributes characterize certain authorizations of the requesting road vehicle for the use of the controlled road segment, such as eg. B. permissible gross weight, maximum axle load, total length of the vehicle including any existing trailers, permissible driving speed, at least one vehicle dimension, such. B. height and / or width, a direction indicator when driving on the controlled road section, a priority when driving on the controlled road section. The latter is particularly important for rescue vehicles and other special vehicles. This priority must also be secured, eg. B. by the already mentioned above encryption. By considering such criteria that the requesting road vehicle informs the control system, even finer and more universal control of road vehicles in controlled road sections is possible.

According to an advantageous development of the invention, an entry authorization token has as an attribute a validity period and / or an expiry time of the entry authorization token. If the validity period is exceeded or the expiry time is reached, the entry authorization token automatically becomes invalid, so that a road vehicle using the entry authorization token loses its authorization for the use of the controlled road section. According to an advantageous development of the invention, an invalidated entry authorization token is returned from the road vehicle to the control system.

• – minimaler Abstand zum vorausfahrenden Fahrzeug, z. B. um die Überlastung einer Brücke zu vermeiden, analog zum Mindestabstand zwischen LKW, der per Verkehrszeichen an Brücken angeordnet wird;
• – zulässige Höchstgeschwindigkeit für ein spezifisches Fahrzeug, z. B. für einen LKW in Abhängigkeit von dessen zulässiger Gesamtmasse oder Achslast, um die Belastung einer Brücke einzugrenzen.

According to an advantageous embodiment of the invention, the control device to the Eintrittsberechtigungstoken further attributes for traffic control. These can be z. For example:

• - Minimum distance to the vehicle in front, z. B. to avoid the overload of a bridge, analogous to the minimum distance between trucks, which is arranged by road signs to bridges;
• - maximum speed limit for a specific vehicle, eg. As for a truck depending on the maximum permissible mass or axle load to limit the load on a bridge.

According to an advantageous development of the invention, a entry authorization token request has one or more indications of a desired type of use of the controlled road section by the requesting road vehicle. The control system, upon receipt of a entry-authorization token request, checks whether the issue of a entry-authorization token to the requesting road vehicle is permitted for the desired usage type, and transmits the requested entry-permission token to the requesting road vehicle only when permitted. This can be followed by steps d) and e) of claim 1.

According to an advantageous development of the invention, the control system transmits, if permissible, an attributed entry authorization token to the requesting road vehicle which has as attributes the one or more indications of the desired usage of the controlled road section by the requesting road vehicle.

According to the invention, of the road vehicle located in the controlled road section, the entry permission token is returned to the control system when the road vehicle is parked in the controlled road section outside the driving lane to be used by road vehicles, e.g. B. in a parking lot. After returning the Eintrittsberechtigungstokens the road vehicle is then initially not entitled to continue the journey in the controlled section of the road when resuming the journey. Therefore, the road vehicle which has been parked in the controlled road section outside the running area to be used by road vehicles for transit requires a new entry permission token from the control system when the road vehicle is to continue the passage through the controlled road section. This may be followed by steps b) to e) of claim 1. This has the advantage that the method according to the invention can be practically used even if the passage through the controlled road section is not always carried out without interruption. This is particularly important for one-way streets in the inner city area of great importance. But also unwanted stops, such. As a left on a highway vehicle that has been parked outside the driving surface to be used for the passage (side strips), can be detected hereby.

Methods of the type described above can be advantageous for toll control, traffic flow limitation in load and / or vehicle size-limited road sections, congestion avoidance, speed control, one-way roads, to protect freeways, to protect railroad crossings and / or to enable of priority rights of special purpose vehicles. In an application for toll control, billing of the toll to be paid may be included because upon entering the controlled road section, an entry authorization token is requested and returned upon exiting the entry authorization token. The dwell time of the entry authorization token in a road vehicle or a road section or the route between the issuing point and return point of the entry authorization token can be used to settle the toll. In a speed control application, it also makes sense to determine the dwell time of the entry authorization token and to set it in relation to the length of the controlled road segment.

The residence times of the entry authorization token in a road vehicle or a road section also provide valuable information for the traffic control (floating object data).

• – Tokenausgabefrequenz
• – Tokenanfragefrequenz

The invention can also be extended to the effect that, in addition to the dwell time of a entry authorization token, further parameters for the traffic guidance are evaluated:

• - Token output frequency
• - Token request frequency

The ratio of the two previously indicated quantities may be an indication of capacity bottlenecks in the road infrastructure.

To implement the invention, a control system is suitable for controlling a controlled road section and issuing and accepting entry permission tokens to requesting road vehicles or road vehicles, the control system being adapted to execute the control system side steps of a method of the kind described above.

According to an advantageous development, the control system is formed in whole or in part as a stationary, infrastructure-side control system and / or at least part of the control system as part of a vehicle-side system of a road vehicle. It is basically possible to implement the control system completely in vehicle-side systems, such that two road vehicles each control each other by managing and issuing entry authorization tokens, e.g. B. at the entrance to a one-way street. In particular, an ad hoc communication between road vehicles is possible. In many cases, it is advantageous to design the control system in whole or in part as a stationary, infrastructure-side control system. In this case, there is always a fixed instance associated with a particular controlled road segment. The control system may be located locally on or near the controlled road section. It is also possible to arrange the control system remotely. The control system can also be a central traffic control system.

The aforementioned object is further achieved according to claim 8 by a vehicle-side system for requesting and returning entrance permission token from or to a control system, wherein the vehicle-side system is arranged to execute the vehicle-side steps of a method of the type described above.

The aforementioned object is further achieved by a computer program with program code means adapted to carry out the vehicle-side steps of a method of the type described above, when the computer program is executed on a processor of a vehicle-side system.

The communication steps necessary for carrying out the method according to the invention between the vehicle-side system and the control system can be realized by different technical equipment. In particular, a wireless communication, z. B. a radio communication or a communication by means of optical data transmission. In principle any suitable interface can be used. It is economically advantageous if an existing in a road vehicle anyway transmission system is used, such. As a mobile phone (cellular network) or existing in the road vehicle communication unit of a system that is part of a car-to-X infrastructure. This has the advantage that no additional investment on the part of the operators of vehicles is required to take advantage of the invention. As a result, the economic potential of the car-to-X infrastructure can be used in addition to optimizing the traffic flow of the road traffic, in particular with regard to controlled road sections.

In this regard, the invention also relates to the field of automatic vehicle communication, in particular of road traffic vehicles. Vehicles equipped with a corresponding vehicle communication unit are able to perform automatic data communication via the vehicle communication unit with other vehicles with corresponding equipment, and also to perform automatic data communication with infrastructures and / or other road users, such as traffic lights, traffic signs other permanently installed facilities, pedestrians and cyclists. Corresponding systems currently under development are also referred to as car-to-car systems, car-to-infrastructure systems or car-to-x systems, where the "x" is used as a wildcard for any infrastructures, other vehicles and other road users stands. Further common designations are Car2C, Car2X, C2C or C2X systems, vehicle-to-vehicle systems, vehicle-to-infrastructure systems, vehicle-to-X systems or, more simply, V2V systems, V2I systems. Systems, V2X systems.

Infrastructural facilities are in particular stationary facilities, the z. B. part of Verkehrsinfrastuktur are such. B. traffic lights. In this respect, the term "infrastructure-side" refers in particular to stationary facilities.

Advantageously, z. For example, a car-to-X infrastructure device may be coupled to a roadside control system and placed in the area of the controlled road section. According to another aspect of the invention therefore z. B. a one-way a car-to-X infrastructure facility with a control system or at least communication unit for performing data communication with a control system and on-board systems.

• – Es wird der bislang nicht abgedeckte Fall des Gegenfahrschutzes in Einbahnstraßen für ÖPNV und Sondereinsatzfahrzeuge technisch gesichert (Schutzfunktion).
• – Deadlocks (betriebshemmende Verklemmungen des Verkehrsablaufs) werden wirksam unterbunden.
• – Es können durch die kommunikative Vernetzung mit einer Standardtechnologie auch parkende Fahrzeuge mit berücksichtigt werden.
• – Entfall von Beschilderung (Verkehrszeichen).
• – Entfall einer Umbeschilderung bei Fahrtrichtungswechsel.
• – Aktualität der Datenbasis im Straßenfahrzeug ist gewährleistet durch ständige Information/Aktualisierung vom Accesspoint bzw. von einer Road Side Unit, im Gegensatz zu potentiell veralteter Datenbasis im Navigationssystem.
• – Freie Sichtachse ist nicht mehr erforderlich durch Fahren auf „elektronische Sicht”.
• – Möglichkeit der dynamischen und bedarfsorientierten Umkehr der zulässigen Fahrtrichtung.
• – Vergabe fahrtrichtungsabhängiger Einfahrtberechtigungstoken erhöht die Sicherheit.
• – Vergabe fahrtrichtungsabhängiger Einfahrtberechtigungstoken erhöht die Kapazität durch Ausschluss von Deadlocks.
• – Konsequente Integration aller Verkehrsteilnehmer, auch parkender Fahrzeuge.
• – Wirksame Unterbindung unzulässiger Einfahrten in beide Richtungen durch Integration in intervenierende Fahrerassistenzsysteme.
• – Durch Integration in Fahrzeugsysteme können Fahrern alternative Routen angeboten werden (Komfortsteigerung).
• – Entzug von Einfahrtberechtigungstoken mit gleichzeitiger Wirkung.
• – Zeitliche Attributierung von Einfahrtberechtigungstoken mit Warnung bei Ablauf.
• – Möglichkeit der Umkonfiguration der Accesspoints bzw. der Road Side Unit, z. B. für einen Wechsel der Fahrtrichtung.
• – Konsequente Nutzung von stets aktuellen Anzeigemöglichkeiten im Fahrzeug.
• – Statistische Auswertung der Tokennutzung und Anwendung dieser Daten für die Verkehrslenkung, u. a. Verweilzeiten zur Ableitung von Reisezeitinformationen.

In summary, the following further advantages of the invention result:

• - The so far uncovered case of the counter traffic protection in one-way streets for public transport and special purpose vehicles is technically secured (protective function).
• - Deadlocks (traffic inhibiting traffic jams) are effectively prevented.
• - It can also be taken into account by the communicative networking with a standard technology parked vehicles.
• - No signage (traffic signs).
• - No signage when changing direction.
• - Up-to-dateness of the database in the road vehicle is ensured by constant information / updating of the access point or of a road side unit, in contrast to potentially outdated database in the navigation system.
• - Free visual axis is no longer required by driving on "electronic view".
• - Possibility of dynamic and demand-oriented reversal of the permissible direction of travel.
• - Assignment of direction-dependent entry authorization token increases security.
• - Assignment of travel-direction-dependent entry authorization token increases the capacity by excluding deadlocks.
• - Consistent integration of all road users, including parking vehicles.
• - Effective prevention of inadmissible entry in both directions by integration into intervening driver assistance systems.
• - Through integration into vehicle systems, drivers can be offered alternative routes (comfort increase).
• - Withdrawal of entry authorization token with simultaneous effect.
• - Time attribution of entry permission token with warning at expiration.
• - Possibility of reconfiguring the access points or the Road Side Unit, eg. B. for a change of direction.
• - Consistent use of constantly updated display options in the vehicle.
• - Statistical evaluation of the use of tokens and application of these data for traffic guidance, including dwell times for the derivation of travel time information.

The invention will be explained in more detail by means of embodiments using drawings.

Show it

1 to 4 - different scenarios of driving through a one-way street and

5 - driving on a two-lane road.

In the figures, like reference numerals are used for corresponding elements. The figures each show a section of road and vehicles located thereon from a bird's eye view.

The 1 to 4 show each as a controlled section of road 2 a one-way street whose permissible direction of travel runs from left to right. A road vehicle 3 is located in front of the entrance to the street section 2 in permissible direction of travel, a road vehicle 4 is located in front of the road section 2 in unacceptable direction of the one-way street. The road vehicles 3 . 4 each have a vehicle-side system 30 . 40 which is set up for automatic data communication with other vehicles and / or infrastructures. At the street section 2 is also located as part of a car-to-X infrastructure a control system 1 for automatic control of the road section 2 serves. The control system 1 can with the vehicle-side systems 30 . 40 communicate, ie perform an automatic data exchange, as indicated by the arrows 31 . 41 is symbolized. The control system 1 stops in a store 5 a lot of entry permission tokens 6 in front. The entry authorization token 6 can be different groups 50 . 51 . 52 be grouped and grouped, z. B. distinguished by certain approved uses of the road section 2 or according to certain attributes of the entry authorization token 6 , It is recognizable that from the group 50 there is a supply of seven entry authorization tokens from the group 51 a supply of four entry authorization tokens and of the group 52 only one entry authorization token.

It is first assumed that only the road vehicle 3 in the illustrated, permissible direction of travel the road section 2 would like to drive. The road vehicle 3 then asks about his vehicle-side system 30 a related entry authorization token from the control system 1 at. The control system 1 Checks if not just a road vehicle in opposite, normally not allowed direction of the road section 2 happens. This could be z. B. be the case with a special vehicle. If this is not the case, the control system transmits 1 the desired entry authorization token 6 to the vehicle-side system 30 , The vehicle-side system 30 signals the driver of the road vehicle 3 that this is the road section 2 may ride as desired. Has the road vehicle 3 the road section 2 happens, there are over his vehicle-side system 30 the entry authorization token 6 to the control system 1 back.

Now the case is considered that at the time when the vehicle-mounted system 30 request a gateway permission token, the road vehicle 4 , which in this case is to be a special mission vehicle in rescue operation, already via its vehicle-side system 40 has requested a gateway authorization token in the opposite direction of travel. The control system 1 then transmits to the on-board system 40 the desired entry permission token, due to the preemption of the road vehicle 4 , The control system 1 initially transmits no entry authorization token on the vehicle-side system 30 , The vehicle-side system 30 recognizes this and signals the driver of the road vehicle 3 that this is the road section 2 not allowed to drive as desired. If the driver does not react to this within a reasonable time, the on-board system may 30 Also take automatic measures to get a driveway of the road vehicle 3 in the street section 2 to prevent such. As a speed reduction and / or a gentle deceleration. When the road vehicle 40 the road section 2 passed, it gives its entry permission token to the control system 1 back.

Only then does the control system transmit 1 a entry authorization token to the vehicle-mounted system 30 , Now the road vehicle has 3 the permission, the road section 2 as desired to happen.

Finally, it is assumed that the situation explained above exists again, with the difference that the road vehicle 4 has no special rights, ie is not a special purpose vehicle. In this case, the control system recognizes 1 that the road vehicle 4 never in the wrong direction of the road section 2 may happen. The control system 1 Therefore, no entry permission token in the road vehicle 4 Assign desired wrong direction.

In the same way can be z. B. also protect highway ramps against wrong-way drivers.

In the example according to 1 there is a data communication of road vehicles 3 . 4 each with the control system 1 , In addition, even an automatic data communication between the road vehicles 3 . 4 directly done.

The example according to 2 shows an embodiment which, with the exception of the following differences of the embodiment of 1 equivalent. Instead of a central control system 1 the street section according to 2 two separate Car-to-X infrastructures 7 . 8th on, each one part of the control system 1 include. The infrastructure facilities 7 . 8th can z. B. at the beginning and at the end of the controlled road section 2 to be ordered. This is especially useful for relatively long controlled road sections because of the limited radio range of Car-to-X systems. The infrastructure facilities 7 . 8th thus also form access points for data communication with road vehicles 3 . 4 , That's how the road vehicle can do it 3 with the nearest infrastructure facility 7 communicate, the road vehicle 4 with the nearest infrastructure facility 8th , The system is also conceivable with more than two infrastructures, which, however, must be interconnected. The connection can be made via cable or via a radio link via a suitable technology, eg. Car-to-X.

The infrastructure facilities 7 . 8th or their integrated parts of the control system 1 cooperate with each other and automatically exchange data via messages 78 out. As a result, a common management of the available entry authorization token is realized. The entry authorization token 6 can therefore z. B. partially in the infrastructure 7 and partly in the infrastructure facility 8th be kept. Unless one of the infrastructure facilities 7 . 8th does not have a sufficient supply of entry rights token, it can, for. B. replenishment from the other infrastructure facility 7 . 8th Request. However, such replenishment is only granted if sufficient entry authorization tokens still exist.

The 3 shows an alternative embodiment, which, except for the following differences of the embodiment of 2 equivalent. According to 3 serve the infrastructure facilities 7 . 8th only as access points, eg. B. because of the limited radio range. The control system 1 is provided as a separate unit with the road vehicles 3 . 4 about news 71 . 81 indirectly via the infrastructure facilities 7 . 8th communicated.

The 4 shows an alternative embodiment, the embodiment according to 1 matches, with the difference that the control system 1 not implemented on the infrastructure side. Instead, the control system 1 or respective parts of the control system 1 in the road vehicles 3 . 4 integrated, z. B. together with their respective vehicle-side system 30 . 40 , It should be noted that the on-board system 30 . 40 with the part of the control system 1 which is located in the same road vehicle, does not communicate directly within the road vehicle. Between these For safety reasons, system parts are strictly separated in order to avoid that a road vehicle can, so to speak, internally assign itself an entry authorization token. Rather, a mutual communication 34 between the road vehicles 3 . 4 or their vehicle-side systems 30 . 40 and the proportion of the control system provided in the other road vehicle 1 required.

The 5 shows a detail of a two-lane road 60 that z. B. may be a roadway of a highway. The illustrated street area 60 has uncontrolled sections 61 as well as between the uncontrolled sections 61 one from the control system 1 controlled road section 2 on. In the embodiment according to 5 can the controlled street section 2 z. B. be a bridge with limited load.

The 5 shows on the street area 60 a total of seven road vehicles 63 . 64 . 65 . 66 . 67 . 68 . 69 moving in one direction 62 move or, as in the case of the road vehicle 64 , stand. The control system 1 Performs automatic data communication with all road vehicles within reach of the control system. Road vehicles carrying the controlled road section 2 want to drive first, first from the control system 1 request an entry authorization token via their vehicle-side system. The control system 1 manages entry authorization tokens 6 in a store 5 as previously explained. It can be in different groups 50 . 51 . 52 entry tokens for different vehicle classes or weight classes of road vehicles, e.g. As passenger cars, motorcycles and trucks. Incoming road vehicles 63 . 64 Request a gateway permission token from the control system 1 according to your vehicle type or gross vehicle weight or axle load. These data are combined with the request to the control system 1 transfer. The control system checks whether a corresponding entry authorization token is still in the appropriate group 50 . 51 . 52 is available. If one entry permission token is still available, the control system transmits 1 this entry permission token to the requesting road vehicle. Otherwise, no entry authorization token is initially transmitted.

In the example shown it is assumed that the controlled road section 2 already at its upper weight limit, z. B. in the case of a bridge. An incoming road vehicle 63 is therefore from the control system 1 initially no entry authorization token transmitted. This is the driver in the road vehicle 63 signaled by his vehicle-side system. The driver therefore drives his road vehicle 63 first on a holding bay 70 , One already on the detention bay 70 located, stationary road vehicle 64 previously had an entry permission token from the control system 1 requested. Once from the road section 2 leaving road vehicles, such as the road vehicle 69 is returned again a Eintrittsberechtigungsstoken, which in terms of its attributes to the requirement of the road vehicle 64 fits, the control system can 1 this then the road vehicle 64 to transfer. The road vehicle 64 then has the permission, the controlled street section 2 to drive.

In the following, further alternatives and possible uses of the invention will be briefly explained.

Entry in control direction:

The infrastructure device assigns in regular operation several passage rights, realized by digital "Eintrittsberechtigungstoken" for the approved direction of travel. If a road vehicle enters the one-way street - either at the end or at an intersection further along the one-way street - it requests a gateway token from the control system. The control system checks the admissibility of the trip request and assigns a gateway permission token to the road user. If there is a conflict, eg. B. One way street is claimed in the opposite direction, the trip request is rejected. The driver receives information and, if necessary, an alternative driving recommendation.

Restrictions on entry in the direction of control:

If a malfunction of a road vehicle, which can be detected, for example, by the updated position and status messages of road vehicles to the infrastructure, or a road closure by police or regulatory authority, or a running fire or rescue service or permanent loading and unloading, this can Control system prohibit the issue of other entry authorization token. In this way, a backwater is prevented, if necessary, a deadlock avoided and unnecessary maneuvering to dissolve the deadlock can be minimized.

Parking in one-way street:

If a road vehicle is parked in the one-way street, it returns its entry authorization token to the control system. The entry permission token is now available again for other trips.

Ausparken in one-way street:

When a road vehicle leaves the parking space, it requests a gateway permission token from the infrastructure facility. Only when the entry authorization token is present, it can continue its journey in the one-way street.

Exit from one way street:

When the road vehicle leaves the one-way street at its end, the entry permission token is returned to the infrastructure. The same applies when extending from the one-way street at a junction (in the middle of the one-way street).

Change of permissible direction of travel:

Through traffic control measures, the permissible direction of travel of the one-way street can be reversed. Following the same principle, a road with two lanes for opposite directions can be converted into a one-way street with two lanes in one direction (for example, for arrivals and departures at major events).

Road vehicles with special rights, eg. B. special vehicles, public transport vehicles:

Entrance in the opposite direction:

An authorized road vehicle requests the entry permission in the opposite direction. The travel request is sent to the control system. There it is checked whether entry authorization tokens are allocated for the journey in the opposite direction. If entry authorization tokens for the opposite direction are in circulation, the corresponding road users are warned and the entry authorization token is demanded back. They can either leave or park the one-way street and accordingly return their entry-authorization token. In order to have an adequate lead time for this, the road vehicle can possibly obtain permission from the control system via neighboring access points via a multihop communication method, alternatively via mobile radio or other data connections. The admissibility of the journey request can also be checked technically (review of the criterion "special signaling system on").

Ride in one-way street:

During the stay in the one-way street (rule of public transport, or operations of the special-purpose vehicle), the entry into the one-way street is prevented in both directions by no further entrance permission tokens are distributed.

Exit from one way street:

With the exit from the one-way street, no matter which direction, the road vehicles return their entry authorization token. The system goes into regular operation.

Construction site traffic lights / block handling at tunnels:

The procedure for the construction site traffic lights or on tunnels is analogous to the procedure described above in one-way streets. In addition, a time stamp and a validity period can be introduced for the entry authorization token. If the validity is "expired", the road vehicle is warned and after expiry of a safety period, the trip can be released in the opposite direction. The first road vehicles are additionally warned.

Claims (9)

Method for automatically checking the entry of a road vehicle ( 3 . 4 . 63 - 69 ) into one by a control system ( 1 ) controlled road section ( 2 ) comprising the steps of: a) an on-board system ( 30 . 40 ) of the road vehicle ( 3 . 4 . 63 - 69 ) before entering the controlled section of the road ( 2 ) a entry authorization token ( 6 ) from the control system ( 1 ), b) the control system ( 1 ), upon receipt of a entry permission token request, checks whether the issuance of a entry authorization token ( 6 ) to the requesting road vehicle ( 3 . 4 . 63 - 69 ), (c) if admissible, the control system ( 1 ) the requested entry permission token ( 6 ) to the requesting road vehicle ( 3 . 4 . 63 - 69 ), d) the on-board system ( 30 . 40 ) generated at the latest at the entrance to the controlled section of the road ( 2 ) an entry permission signal when the requested entry permission token ( 6 ), and an entry prohibition signal when the entry authorization token ( 6 ) was not received, e) the generated entry permit signal or entry prohibition signal is in the road vehicle ( 3 . 4 . 63 - 69 ) is used to generate a warning message and / or to carry out automatic control and / or regulating measures, f) the requesting road vehicle ( 3 . 4 . 63 - 69 ) after leaving the controlled section of the road ( 2 ) from the control system ( 1 ) received entry token ( 6 ) to the control system ( 1 ) and g) of which in the controlled section of the road ( 2 ) road vehicle ( 3 . 4 . 63 - 69 ) of the entry authorization token ( 6 ) to the control system ( 1 ) is returned when the road vehicle ( 3 . 4 . 63 - 69 ) in the controlled section of the road ( 2 ) outside of road vehicles ( 3 . 4 . 63 - 69 ) for the passageway to be used, and a road vehicle ( 3 . 4 . 63 - 69 ) in a controlled section of the road ( 2 ) outside of road vehicles ( 3 . 4 . 63 - 69 ) has been turned off, a new entry authorization token ( 6 ) from the control system ( 1 ) is requested when the road vehicle ( 3 . 4 . 63 - 69 ) the passage through the controlled road section ( 2 ) should continue. Method according to claim 1, characterized in that the control system ( 1 ) checks on the basis of one, several or all of the following criteria whether the issuance of a entry authorization token ( 6 ) to the requesting road vehicle ( 3 . 4 . 63 - 69 ): a) whether the current traffic situation in the controlled section of the road ( 2 ) the output of the entry authorization token ( 6 b) whether in the case of a limited stock of entry authorization tokens ( 6 ) in the control system ( 1 ) after issuing the requested entry authorization token ( 6 ) a remaining amount of entry permission token ( 6 ), which reaches a predetermined minimum value, c) whether for the road section under control ( 2 ) desired direction of travel of the requesting road vehicle ( 3 . 4 . 63 - 69 ) any entry permission token ( 6 ), d) whether the number of road sections ( 2 ) already issued entry authorization tokens ( 6 ) has reached a predetermined maximum value, e) whether in the case of attributed entry authorization tokens ( 6 ) the number of controlled sections of the road ( 2 ) already issued entry authorization tokens ( 6 ) of a particular attribute or attribute combination have reached a predetermined threshold. Method according to one of the preceding claims, characterized in that the entry authorization token ( 6 ) have one or more attributes, the attributes having certain permissions of the requesting road vehicle ( 3 . 4 . 63 - 69 ) for the use of the controlled road section ( 2 ), such as. B. permissible gross weight, permissible driving speed, at least one vehicle dimension, a driving direction when driving on the controlled road section ( 2 ), a priority when driving on the controlled road section ( 2 ). Method according to one of the preceding claims, characterized in that a Eintrittsberechtigungstoken has as attribute a validity period and / or a time of expiry of the Eintrittsberechtigungstokens. Method according to one of the preceding claims, characterized in that a entry authorization token request one or more indications of a desired type of use of the controlled road section ( 2 ) by the requesting road vehicle ( 3 . 4 . 63 - 69 ) and that the control system ( 1 ) upon receipt of a entry authorization token request, checks whether the issuance of a entry authorization token ( 6 ) to the requesting road vehicle ( 3 . 4 . 63 - 69 ) is permitted for the desired type of use, and the control system ( 1 ) if permitted, the requested entry authorization token ( 6 ) to the requesting road vehicle ( 3 . 4 . 63 - 69 ) transmitted. Method according to claim 5, characterized in that the control system ( 1 ) if permitted, an attributed entry authorization token ( 6 ) to the requesting road vehicle ( 3 . 4 . 63 - 69 ) containing as attributes the one or more indications of the desired type of use of the controlled road section ( 2 ) by the requesting road vehicle ( 3 . 4 . 63 - 69 ) having. Use of a method according to any one of the preceding claims for toll control, traffic flow limitation in load- and / or vehicle size-limited road sections, congestion avoidance, speed control, for one-way roads, for securing motorway ramps, for securing level crossings and / or Enabling priority rights of special vehicles. Vehicle-side system ( 30 . 40 ) for requesting and returning entry permission tokens ( 6 ) from or to a control system ( 1 ), the on-board system ( 30 . 40 ) is arranged for carrying out the vehicle-side steps of a method according to one of claims 1 to 6. Computer program with program code means set up for carrying out the vehicle-side steps of a method according to one of claims 1 to 6, when the computer program is executed on a processor of a vehicle-side system ( 30 . 40 ) is performed.

Images