DE3022761A1 - Collective monitoring and control of road traffic - uses central station linked to traffic lights and vehicles with on-board computer - Google Patents

Abstract

A digital vehicle control system is used to further traffic slows and to provide route information transmission to individual vehicles. The vehicle has an on-board computer (4) that is based around a microprocessor (4.5) and has a route plan memory (4.3), input (4.2) for entry of destination data and a display unit (4.6). Position sensors located at the road side (3) transmit data to transmitter loops (3.3) inset in the roadside. On board position receivers (4.1) coupled to processing stages (4.7) provide an input for the computer. Position data is also fed to a central control station (1) that relays decision signals to control traffic lights.

Description

Procedure for the collective monitoring and regulation of the road

.verkehr and for the individual signaling of drive routes and facilities for carrying out the procedure.

The invention relates to a method for collective monitoring and Rules of road traffic and for the individual signaling of motor vehicle drivers routes that can be followed on the way to their destination; it also relates on facilities that are specially trained to carry out this procedure are.

The problems of road traffic have to be considered, suggestions, Test systems and facilities in large numbers, with which overloads, Accidents and general disabilities should be counteracted, so after Solutions are sought to harmonize traffic flows and difficult situations to relax.

From the relationship between the fundamental variables of road traffic: traffic density and traffic volume (traffic density = number of vehicles that are at the same time are on a certain route of e.g. 1 km in length, traffic volume = number of the vehicles, which per time unit, e.g. 1 hour, 1 minute, at a certain Pass) it follows that an optimum can be achieved if there is a medium traffic density prevails at which the traffic volume her Can achieve maximum. For economic and ecological reasons, it is where it is due to the high number of vehicles traffic problems at all, impossible to qualify for one too to create such a low traffic density at any time that - apart from the weather - a goal in a direct way only depending on the performance of the Vehicle can be reached.

For this, the road network would have to be expanded to an extent for which neither land nor the construction costs are available. Big traffic density leads to disabilities, formation of columns, traffic jams, accidents and often at times to a complete standstill of road traffic. This applies to both inner-city traffic as well as for country roads and highways. All sensible measures, such problems To get a grip, therefore, must aim at using existing road space to use them better and to distribute the traffic as evenly as possible among them. At the same time, security should be increased and attention should be paid to that such measures do not lead to an unreasonable increase in fuel consumption, the travel times and other values to be provided individually and collectively.

Many considerations, suggestions, etc. deal primarily with with questions of the monitoring and regulation of road traffic. As long as it is Traffic data is recorded and used to carry out dirigistic measures, The individual drivers concerned do not learn anything about the background of this or are unable to form their own picture, it is to be expected that a critical situation in favor of the collective of those affected, some of them are excessively charged, e.g. by being asked to do so shortly before their Aim to take a longer detour.

Such road users not only consume more fuel and travel time consumed, but they inevitably increase unintentionally and actually unnecessarily the traffic density on the diversion route. Would be such a driver however, know how long such a measure will last, or exceptions could be made be approved for such cases, there would be the possibility that such a driver a decision is made on his own initiative, or a modified decision from the outside communicated, the implementation of which would better serve all parties involved.

A key factor in meaningful action that better The aim is therefore to reduce the utilization of the existing road space the information deficit among the individual motor vehicle drivers with regard to the Events or circumstances that affect the traffic density and the volume of traffic influence the routes that can be taken to the desired destination. At times Such an information deficit is not significantly noticeable to low traffic, since any disturbances have no or only insignificant effects. With the increase of traffic in the area of the optimum, especially over the optimum area on the other hand, it is necessary at an ever greater distance from places To be informed about these with critical situations, so as not only to deal with a partial problem to solve or reduce. With this assumption, you don't need to rely on it to restrict critical situations from one place to its neighborhood relocate. Rather, individual decisions can be made according to where a trip may be aborted or not started, at least Places with critical situations from some of the road users spacious be bypassed, thereby other road users, their destination on the way to such a place is to save long detours.

From DE - OS 19 51 992 a method for the transmission of information is known for reaching the desired destinations in road traffic, in the case of the stationary Devices in the road network and vehicle equipment are provided.

via the stationary devices and the vehicle equipment a vehicle driver can receive information relevant to road traffic. He has first of all to communicate his destination via an input device to his vehicle equipment. A vehicle antenna and a receiving device are used while driving Receive information, evaluate it in a comparison device and use a display device issued as visual and / or acoustic cues. The information received are assigned to a lane and stored in the stationary device. she are sent out one after the other and cyclically repeating in telegram form. A transmitting antenna, which is laid in the roadway, is used for this purpose. Are the received ones correct Information that must be assigned to the entered destination with the information about the destination, a message to this effect is issued via the display device. If the fixed devices with manually operated Input devices equipped and / or by a traffic computer for current traffic conditions, also to those in neighboring areas with regard to the ones to be sent out by them Information is variable, so drivers can change their direction of travel recommended before they get into a critical traffic situation, which in the telegrams sent has already been taken into account. In this known method the vehicles only seem passive with. This can reduce the equipment costs in the vehicles are kept to a minimum, but the information deficit remains comparatively low as with known traffic lights or other variable prohibition, Mandatory or reference signs, which are not omitted in this procedure either should be. After all, it can - at least in a longer period of time, based on experience permanent introductory phase - not required and assumed that all Road users instead of the collectively applicable, but installed in the road network Systems for variable signs equipped with appropriate on-board devices are.

The DE-OS 27 27 311 is based on this known system Device for individual route guidance from motor vehicles. Although there each lane is to be individually supplied with information and a motor vehicle driver depending on the lane on which, for example, he is approaching an intersection, receives information specifically intended for this lane, there is a peculiar difficulty.

An on-board device receives, for example, if it has saved a specific destination has the note "turn right, a vehicle with the same destination, coming from the opposite direction, you will receive the message "turn left". To this To remedy the deficiency, the transmitters of the fixed devices should now determine Parts of the road network, e.g. intersections, junctions or more complicated traffic junctions permanently assigned as well as those transmitted to the vehicles in the area of such a transmitter The same destination information for all vehicles and their location and direction of travel be independent. So that the necessary differentiation is to be brought about, must also all possible or all approved alternatives Driving directions that are suitable for approaching a destination and are included in the destination information of the assigned transmitter are included, on the street side by certain guide colors or guiding symbols are clearly marked. These guiding colors or guiding symbols are to be displayed to the vehicle drivers as driving instructions by the on-board devices. As a disadvantage is consciously accepted that the driver, instead of a hint, which he can follow "blindly", only a guide signal is transmitted that is a specific one Direction of travel is assigned, and that the associated direction of travel is still, e.g. using a signpost installed on the roadside or using the lane markings must be established by him. For more extensive advance announcements, see the Information signs installed on the road network are required, in which the guide colors or Guiding symbols are included. Since the vehicles only play a passive role here, can reduce the information deficit about more distant traffic situations cannot be brought about.

In contrast, in a known 11 car driver, guide and Information system ALI ", for which in DE-OS 25 15 660 a method and a circuit for the generation and inductive transmission of FM signals is described exchanged between vehicle drivers and fixed road facilities. at this well-known system developed for motorways and expressways, after the vehicle driver has stated his destination, i.e. entered it into his on-board device has important information such as directions, road conditions, favorable Speed, etc. automatically on a display panel in the motor vehicle for display brought. The facilities for this are a receiver in or on the vehicle Channel, a cycle controller, an address switch, a display unit and a ferrite antenna and in the road devices, which are located at traffic-related decision points such as Motorway exits, intersections, triangles and intersections must be located that Road loop assemblies, receiver, transmitter, cycle control, address memory and transmission device to a central traffic computer required. the Input, output and storage of information takes place in the road device as well as purely digital in the vehicle. Passes a well equipped vehicle a street loop, becomes the destination address set in the address counter of the vehicle transmitted to the road device. After the subsequent automatic switchover in the vehicle on receiving and in the road device on sending is the on-board device in the vehicle an instruction telegram is transmitted, the direction, speed and special instructions contains.

To create the telegrams to be sent to the motor vehicles includes data acquisition on the road, e.g. a measurement of vehicle currents. All that is needed is a simple count of the number of vehicles making a loop in the lane run over, not off alone, as already mentioned at the beginning. Namely, there are few or no vehicles are recorded per unit of time, it can either be a very there is little or very high traffic density. With two loops in one However, the time it takes a vehicle to travel to a certain distance can be measured Path from one loop to the other needed, so that too is the speed can be calculated. From the length of time a vehicle remains on a loop you can then also draw conclusions about the Vehicle type (car / truck) draw.

This well-known driver guidance and information system is the The idea is based on the data acquisition and traffic control systems with their facilities such as induction loops, cables, traffic computers, etc. also to use from provide drivers with more detailed information, especially for comprehensive information Forecast about the expected traffic conditions in the traffic center desired To get knowledge of the individual target information. In this way, the Enables the traffic control center to work out individual "timetables", which are coordinated and communicated to the vehicle drivers as well as compliance with them can be monitored from the control center. The common means of communication the headquarters and the appropriately equipped vehicles is a coded form present road network plan.

In the GMD-Spiegel (information from the scientific work of the Society for Mathematics and Data Processing mbH Bonn) Issue 2, June 1979, pages 7 to 17, is about the automatic positioning of vehicles with dead reckoning and a digital city map reported.

The computer-aided vehicle location was based on the following concept: There is a navigation device in the vehicle which, if the starting point is known, will go through ongoing measurements of the distance covered and the course angle the respective position of the vehicle. This position is then compared with one in the vehicle corrected digitally stored city map, which leads to inaccuracies in the Can eliminate navigation device, which would lead to major errors without this correction in determining the position. By radio transmission can the Position to be transmitted to operations control centers, which means the effectiveness and Rationality of numerous service facilities (police, rescue services, fire brigade) can be increased. The accuracy requirements, from a central office To be able to monitor and control the operations of a vehicle fleet are at the individual service companies quite differently. But there is a vehicle can only be located in certain positions, usually on streets automatically determined geographically impossible "positions under certain Assumptions actually determine possible or probable positions. The digital one City map contains the following data: - length of each street; - angles of every street with regard to the north-south direction at the beginning or at the end; - intersection numbers, where the road begins or

ends.

The location system in the vehicle consists of a microprocessor, to which the distance counter and a direction sensor as well as a program memory and the city map memory are connected. There is also a transmitter available over which the data worked out in the microprocessor, such as position coordinates and road or intersection numbers to the head office, usually only on request from the Central are transferred.

An "electronic traffic controller" has a very similar principle for motorists - EVA ", published in the" elektronik zeitung - ez "volume 17, No. 15 of August 13, 1979 on page 7 is briefly explained. Also on the basis of a digital road network plan, the position of a suitably equipped Vehicle determined, but the position determination is not primarily serves to keep the headquarters of the respective location of the vehicles in Knowledge, but rather to guide the vehicle to its destination through a city. The vehicle-side equipment, the on-board device, consists of a navigation and a route search system. The navigation system also contains a microcomputer here, a transmitter for movement data, also known as a wheel sensor, and for the acquisition the direction of travel and the distance covered, the electronic city map memory as well as devices for entering a destination and the acoustic and optical output of instructions and a microwave receiver. Roadside equipment includes weak base transmitters at important intersections, which are primarily continuously their base coordinates send out, on the basis of which the navigation system the incorrect information of the Can correct wheel sensors.

In addition, the base transmitter can receive special instructions from the traffic control center E.g. via parking space occupancy, streets to be avoided and the like to the on-board devices pass through.

The system of the "electronic traffic controller for motorists - EVA" is in the publication mentioned as a logical further development of the motorist Control and information system - ALl ". There are others to make things easier information systems developed for driving a car - "Motorist radio information system - ARI "," 'Transmitter identification for the driver's radio information system - SARI "- can be mentioned in the same context, and there with the" electronic Traffic controllers for city traffic, but not for traffic on motorways and country roads can be influenced, this development is likely to complement the other systems, should not be understood as a substitute for them.

This view is also supported by an essential difference between the systems "ALI" and "EVA": the "two-way idea" of the ALI system. (Exchange of Information between the control center and the motor vehicles as well as between the motor vehicles and the head office) is not found in the EVA system.

Since the base transmitters installed at important points of the city road network, as far as the present publication can be inferred, only send the on-board units can only receive in the motor vehicle, except for the anonymous recording the traffic data - no information flow from the motor vehicles on the road to the headquarters. In addition, it is likely to be too expensive or too expensive for city traffic be too cumbersome if a control center for relatively short travel times in would have to work out and send out a very large number of individual "timetables" for which the forecasts would be based on, the basis of which is to be found in City traffic can change very quickly. The quality is still very obvious such forecasts for city traffic to a much greater extent than for Highway or motorway traffic on the percentage of appropriately equipped Vehicles dependent, which can communicate their destinations to a central computer.

The ones explained so far, including those that do not only have a collective effect Measures have a significant, system-related disadvantage: they can be the intended ones Only achieve benefits and objectives when participation, i.e.

the equipment of both the individual motor vehicles and the road network with fixed facilities has found widespread use. Only is the quantity of the individual information that a central traffic computer uses can dispose of sufficient to act as a representative to be able to apply sentatively. The differences between the individual systems are so widespread opposite. These make different, sometimes not even compatible embodiments required for the individual facilities, so that even adaptation facilities would be too expensive in many cases.

The invention is based on the object of providing a system for collective monitoring and regulation of road traffic and for individual signaling to create travel routes that can be expanded in compatible expansion stages; Of course the highest level of comfort can only be offered in the highest expansion stage. It has to be but in particular mean that road users whose equipment is not yet is at the level of a higher expansion stage that has already been implemented, the Advantages of this higher level of expansion within the framework of the existing or for they benefit from the applicable conditions. On the other hand, in areas in which the highest level of expansion does not yet exist, a more comfortably equipped Road users use their equipment with only minor impairment can. Existing, proven systems for regulating traffic and in particular also for the information of the vehicle driver should be retained and also gain greater importance. Qualitative differences between City traffic and motorway or Road traffic is absolutely to be avoided in order to to use the facilities required for the individual expansion stages everywhere can. On the other hand, the quantity of clues that a vehicle driver receives during the journey receives, from the number of geographically possible variants one to be taken Depending on the route, so equipping the road network with fixed facilities for urban traffic must be denser than for country roads and Highways.

The need to deal with these issues and for that to show a solution can also be read from the following figures, which are in represent essentially the same conditions in the individual countries concerned.

The road network of the Federal Republic of Germany has a total length of approx. 200,000 kilometers (local connections and thoroughfares). The number of vehicles amounts to more than 21 million motor vehicles, of which 18.2 million passenger cars, the one have an annual mileage of around 270 billion (270 x 109) km. On the main focus Thousands of people (approx. 15,000) die each year due to the overloaded road network Traffic accidents and over 450,000 people are seriously or slightly injured.

It is also in the future with a further increase in motor vehicle traffic to be expected.

In addition to the security risks mentioned above, this has another serious problem the increasing burden on people and the environment in urban metropolitan areas due to car emissions. Originate in heavy traffic Over 50% of the carbon monoxide in the air in motor vehicles.

Only the traffic safety and environmental pollution require - the Road traffic risks and - to reduce the environmental impact, - the speed of use improve the rescue service in emergencies (around 5,000 emergencies per day) and - an increase in private transport by increasing the attractiveness of public transport Counteract local transport.

Further technical, economic and ecological problems arise from - the limited investment funds for road construction and traffic, the limited traffic area that is available - the increased energy price and consumption, - the increase in the psycho-physical stress on the driver.

To solve this complex task, the method is according to of the invention characterized by the features listed in claim 1. the Advantages of this method as well as its embodiments and the implementation of the procedure specially trained institutions on which the Other claims referring to are in connection with the following description explained in more detail. It is of extraordinary, essential importance that the Complete individual freedom of movement and decision-making for the motor vehicle driver and their anonymity in relation to the central and installed in the road network Facilities remains guaranteed.

With regard to technical / economic aspects, it is taken into account that the following individual systems are currently more or less widespread there are: - Area-oriented traffic warning radio; - Road-oriented traffic warning radio; - Variable message signs and light signals; - Citizen band radio; - emergency telephones; - Automatic detection systems; - "manual" systems; - indivLcuelL effective ~ n :: ormatton s in the experimental stage.

With these available systems, the problems mentioned above can be solved only partially solve. A high efficiency results from the fact that the mode of operation existing individual systems is improved and that the individual systems in the overall system can be integrated in a compatible manner.

Of fundamental importance for that which can be expanded in several stages In the highest degree of expansion, the system is the equipment of a coherent road network with stationary position detectors distributed and independent of one another Range (approx. 5 m), which is determined via the autonomous on-board devices in the vehicle the current vehicle location within the road network marked in this way enable.

The microcomputer in the vehicle determines from the electronically stored Road network plan the optimal connection between the location and that of the vehicle driver entered destination and gives it to him step by step in the form of recommended directions the end.

With the appropriate expansion stage of the system, while driving via a radio transmitter and a corresponding receiver in the vehicle Changes are made to the data contained in the saved road network plan. You then provide up-to-date information the momentary Traffic volume of certain connection routes in the road network and can lead to a Change a previous route recommendation.

The microcomputer of the autonomous on-board devices also monitors compliance the recommended route based on the position indicators reached and, if a If a deviation was found, the optimal route to the destination address is calculated again with the location of the last position detector reached as the new start address is applicable.

In embodiments of the invention, this enables anonymity of road users, - the safety risk for road users to reduce, - to lower the environmental pollution in metropolitan areas, - to choose the route time and cost-effectively for the individual driver - use for emergency vehicles to accelerate in emergencies, - a balanced workload of the existing road network, - costs for the expansion and new construction as well as for the maintenance of the road network, - additional information for the To convey road users.

The individual expansion stages differ essentially in the Quantity of the current additional information offered by the central facilities via the connections of the road network map stored in the vehicle. The road network map is characterized by the fact that the connections between neighboring points of the Road network assessment numbers are assigned, ren amounts are determined by certain criteria and serve to find the way.

Such criteria are, for example: the distance between neighboring ones Points of the road network, the number of lanes in one direction of travel and the maximum speed permitted there. These criteria become a constant Share of the rating number summarized and represent the normal state while e.g.

current traffic density and volume, i.e. especially a traffic standstill or the blocking of a direction of travel for a variable portion of the evaluation number lead, which is adapted as quickly as possible to the current state of the traffic route.

The position indicators in the streets and the determination of the route in the respective vehicle to the individual destinations are prerequisites for the following Expansion stages. Here is the density of the road network equipped with position transmitters decisive for the accuracy of a route guidance.

In a lower expansion stage, the optimal route becomes the destination address determined on the basis of a road network plan with evaluation figures that only come from the constant Share exist, i.e. the computer of the autonomous on-board device recommends a way regardless of the current traffic volume (e.g. traffic jams) or changes at short notice Traffic options (e.g. blocking a direction of travel) of the route concerned Streets.

In a higher expansion stage, for example, the variable portion of the evaluation numbers of the road network map stored in the vehicle targeted changes. This allows an already existing route recommendation canceled and replaced by an updated one.

This expansion stage requires central facilities to implement the current traffic information in the update information in the form of rating numbers (central computer) and to distribute the processed information to the vehicles. Their on-board devices must accordingly have a receiver to receive the update information feature.

Relatively large time differences between the occurrence of the traffic flow influencing event and the dissemination of corresponding information as well as the recording of only a few events can be accepted in this expansion stage will. This level corresponds in its mode of operation to the usual traffic radio, but with the integration of all traffic reports available today from the traffic police, Road construction authorities, automobile clubs etc. already offer a higher level of efficiency.

Another improvement can be achieved if the information at shorter intervals or even continuously and not just on news broadcasts given to road users.

In a further expansion stage, there are excellent points in the road network the devices of the position indicator are supplemented in such a way that they are simultaneously recording serve the traffic and forward the data obtained to the control center for processing, where they are directly included in the calculation of the current valuation numbers. There is no significant time delay between acquisition a change in the flow of traffic and the consideration of this message in the corresponding current evaluation numbers as well as the limited number of recorded Events more given.

The compatibility of the expansion stages with one another is particularly important and to existing traffic control and information systems.

Systems with higher levels of performance represent higher levels of expansion each of the subordinate expansion stages.

This requires the transition from a subordinate expansion stage to a higher level of investment both on the part of the operator also of the user, provided that they make use of the extended information offer want. If the system is in a higher expansion stage on the part of the operator, it can still be used by vehicles, but without the full comfort, the equipment of which does not yet correspond to this expansion stage.

The existing systems such as traffic radio, variable message signs and Traffic light systems as sub-systems of an overall system for influencing traffic are effectively supported by the individually acting information system.

The embodiments of the invention make a significant contribution to improve road safety by providing individual directional recommendations the volume of traffic in the associated road network within a prepared road network Roads below a limit is kept to allow the existing Traffic routes to use optimally.

Expansion stages in which a traffic control center provides ongoing instructions issues and sends out can be targeted by a signal coding to be specified Address groups of people in their vehicles (special vehicles), their receiving device decode such signals for the current information and display them.

These selected groups of people include e.g.

Doctors who are called to a place of work, stating a destination address and the fastest way to get there thanks to the electronic pilot in the vehicle be guided.

The traffic flows prevailing in them are controlled by position indicators recorded and reported to the traffic center, there is the possibility of position detectors measured traffic flow data in the control center in instruction for the control of To implement variable message signs and for traffic light systems.

This means that even those who are not appropriately equipped, but the traffic data influencing vehicles are included in the traffic control.

It is particularly advantageous for individual signaling Electronic equipment required for the control and monitoring of Use operational processes in the vehicle.

In particular, the computer can be used for any data processing be after the task assigned to him of the optimal route search, at least for a certain period of time has been completed (e.g. evaluation of the report from the distance warning radar).

By equipping a trunk road network with position indicators analogous to urban road network and the storage of the associated Long-distance road network map in the vehicle can - the existing in the regional area System can also be used for the supraregional area.

The data for the trunk road network plan are to be prepared in such a way that that the entire area belonging to the supra-regional system depends on the momentary The location of the vehicle is divided into near and far areas. It must be guaranteed be that current traffic disruption in a distant place Area do not influence the path search of the microcomputer. For the path decision At any given point in time, the only thing that is interested is which long-distance transport routes are at all exist to get to this target area.

Current information is only decisive for the short range evaluated, because this is achieved in a very short time.

An aim of the embodiments of the invention is to reduce the psychological and to reduce the physical strain on the individual driver. After entering The driver receives his destination in time in the microcomputer of his on-board device communicated via the display unit how to drive to reach his destination, e.g. on the to reach the shortest way in terms of time. This allows him to concentrate fully on what is happening focus on the street and, supported in this way, contributes directly to the increase contributes to safety on the road.

The microcomputer relieves the driver by giving him a part Data processing decreases by adding the information offered by the system to direction recommendations are processed.

The display unit then has the task of providing the driver with the processed To make information about the period of their validity L perceptible and oamit to relieve his memory.

When designing a display unit and its arrangement in the vehicle sina, among other things, the following points must be taken into account: - Choice of the position of the display in the driver's field of vision; - optimal design of the optical signals (guideline recommendations, Extra information); - Selection of suitable acoustic signals when the display changes or similar; - Full functionality under normal ambient conditions in Kraftfal.rzeug; - Guarantee of internal security for the vehicle occupants.

The last two requirements for the display unit are such together with the demand for a sensible placement in the handling area of the driver to place on the input unit.

The comfort that the driver has to enter his destination karl is offered based on a coded destination entry (the destination and the associated coding in Fo of a sequence of letters and numbers to be entered can be found, for example, in a correspondence list) up to plain text input (typewriter keyboard), is just like the storage of an extensive road network plan with the associated Data depends on the storage technology available during implementation.

an optimal design of both components are in addition to the implementation the intended functions also anthropogenic potechnical and ergonomic Consider points of view.

Exemplary embodiments of the invention are shown schematically in the drawing shown. They show: FIG. 1: a block diagram of the stationary devices in a service area and the mobile facilities in a motor vehicle; Fig. 2: a diagram to illustrate the interaction of the individual system components according to FIG. 1; 3: a "road map" to explain the route of a motor vehicle between start and finish; Fig. 4: a detailed plan according to Fig. 3; Fig. 5: an intersection and their equipment with position indicators; Fig. 6: an example for the award of identifiers in the road network; and FIG. 7: a diagram showing the route guidance of a motor vehicle.

The technical conception for the embodiments of the invention In the final stage, the information and guidance system will be used by the individual road users based on the individual destination information on the cheapest route through the road network to lead. Both the longer-term traffic restrictions and the current traffic situation must be taken into account.

FIGS. 1 and 2 show the equipment of a traffic-relevant intersection with a position indicator 3.

The vehicles evaluate using an electronic city map 4.3 and a microprocessor 4.5 the position reports of the stationary position indicator 3 (pilot points) to find a way to a desired destination. The evaluation result is displayed to the driver in stages as signpost information.

The route determined on the basis of the entered city map 4.3 may be hindered by traffic disruptions. The on-board device 4 in the motor vehicle then calculates a new currently cheapest route from the data that the vehicles from the Traffic control center 1 selected directly or indirectly and for the surrounding area received via position indicator 3. These data update the electronic city map 4.3.

By using a plug-in mass storage device, e.g. a Compact-Cassette for electronic city plans and maps 4.3 will be the supraregional Functionality of the system achieved.

The information and control system is modular in complementary, compatible performance levels. The following are three performance levels explained in more detail: For the route guidance of a vehicle according to a static plan, hereinafter referred to as performance level 1, the following equipment is required: In the streets: - Position sensors 3 on the lanes left at the intersections with - Send loops 3.3 in the lane to transmit the position report the vehicles; instead of the transmission loops 3.3, antennas on the roadside can also be used are provided.

In the vehicle: - Receiver 4.1; - input unit 4.2 for destination; - Memory unit for city map / map 4.3; - Receiving device 4.4 for position reports; - Microprocessor 4.5 for evaluating the destination, city map and position reports; - Display unit 4.6 for signpost function; - Data preparation module 4.7 for the received position reports.

Infrastructural: - City plan / map production in a suitable manner Coding on handy storage media (e.g. compact cassette); - Distribution network for the cassette card material, e.g.

Petrol stations, which can also be equipped with facilities, with which updated city plans / maps are transferred.

Facilities in the streets (position indicator 3): As pilot points e.g. traffic light-controlled intersections are selected. Of the position indicators 3 is A specific location identifier is periodically sent out by a street transmitter 3.3. The transmission loops 3.3 are installed in the lanes left at the intersections (see also Fig. 5).

This means that the vehicles entering a section of road so after leaving the intersection, their position is communicated. The location identifier contains, for example, the following information: - Name of the one just left Crossing, e.g. X - designation of the controlled crossing, e.g. "Z", and / or - Lane number of the straight road with directional information, e.g. "2" (below - without Track number - indicated as "X (Z)" for this example).

The position indicators 3 of star crossings can also be configured with these characteristics clearly identify (see also Fig. 6).

There are around 1100 traffic light-controlled intersections in Berlin.

By equipping these junctions as pilot points, a extensive route guidance of vehicles.

The length of the such to be transmitted by a position indicator Telegram containing characteristic data depends on the number of street names to be coded and intersections and can be done in different ways.

For a city like Berlin with around 7,000 streets, for example the approx. 20,000 crossings by the coded names of the crossing Roads are identified. In the maximum expansion, all intersections of the 7,000 Berlin streets pilot function received.

This results in: Number of street names to be coded: 7,000 bei Dual coding required: 13 bits per street name.

It is also assumed that a street has a maximum of 4 lanes = Has 8 lanes. With dual coding, 3 bits are required for this. The from Identification information to be sent to a position indicator 3 thus consists of 13 + 13 + 3 = 29 Bit. The start of the telegram is to be identified by sync characters.

Channel coding must be provided to compensate for transmission errors.

The transmitting device 3.3 can work in a manner known per se: 150 kHz, very low power, amplitude modulation, audio frequency keying, 1.2 kB / s.

In order to be able to assign the position information to the lane, it is advantageous to to use an induction loop in the roadway as a transmitting antenna. The others electronic devices 3.4 for the transmitters are installed at the roadside, e.g. in traffic light control boxes.

Devices in the vehicle (on-board device 4): The devices in the vehicle evaluate data entered by the driver of the vehicle and that of the data at intersections received position reports and show the driver the next pilot point and the direction of travel to be observed there (see also Fig. 3).

The receiving devices consist of a receiver 4.1 of the simple one Car radio technology. This is expediently with a conventional car radio and a receiving antenna 4.4 combined on the underside of the vehicle. A signal conditioning unit 4.7 sends the received position telegram to the microprocessor for processing 4.5.

The microprocessor 4.5 searches for the arrival of the at the start of the journey first position report optimal routes to the entered destination. The search algorithm is of particular importance. The processor 4.5 calls the driver in anthropotechnical suitable form the next pilot point and the direction of travel to be observed there. After the arrival of the next position report, the processor 4.5 checks whether the pilot point passed is on the calculated route. When determining The driver receives a message of a wrong position (see also Fig. 7). The processor 4.5 is looking for a new path due to the new position, which is also is displayed, checked and possibly corrected.

If the destination is on a side street that does not lead directly to a If the road is equipped with position sensors, the driver receives it after being driven over of the last pilot point of the selected route a message "pilot end" and as Note for the onward journey, the information after how many cross streets to turn left or must turn right.

The described pilot functions of the processor 4.5 require the Storage of the city map 4.3 in a memory in a matched to the search algorithms Structure.

The city map 4.3 is in connection with the position reports of the Pilot points the orientation basis of the system. He will be on an easily replaceable one Storage medium, e.g. a compact cassette.

The city map contains all the intersections of the city (Berlin: approx. 20,000) and all pilot points (Berlin: approx. 1,100 intersections with pilot points). The structure the map display has a significant influence on the complexity of the route search program of the processor 4.5.

This can be done through a hierarchically structured plan display Accelerate the search process.

The following estimate of the required storage capacity for the plan is again valid for a city like Berlin: required storage space 20 bytes per street name in plain text. Required storage space per street intersection 26 bytes Street names 20 bytes Addressing cross street 2 bytes additional information 4 byte It is assumed that a street contains 5 intersections: Required Storage space per street 50 byte street name = 20 byte addressing of the cross streets 5 x 2 bytes = 10 bytes additional information 5 x 4 bytes = 20 bytes Required storage space for 7,000 streets: 350,000 bytes.

This memory requirement corresponds to the capacity of an office text machine usual tape cassette. By optimizing the street coding, this can be Reduce value.

For the route guidance of a vehicle according to an adaptive plan, below referred to as performance level 2, there is an extension compared to the performance level 1 in the transmission of data on traffic changes by the traffic control center 1 and how it is taken into account when the microprocessor is searching for a route 4.5. The headquarters 1 uses known reporting systems to record traffic changes. The performance level 2 requires the following additional facilities compared to performance level 1: In the street: none In the headquarters 1: - Broadcasting station 1.1, e.g. from the ÖBL / NöBL area with - Processor 1.2 for coding the traffic change data.

In the vehicle: - Receiver 4.1 with module 4.1.1 for öBL / NöBL frequency; - extended working memory of the microprocessor 4.5; - extended Evaluation program in the microprocessor 4.5.

Facilities in the traffic control center 1: those from the central processor 1.2 compiled telegrams with the current traffic data are sent by a Broadcasting transmitter 1.1 sent out to all vehicles in the service area. measures for error protection are to be provided. The size of the supply area depends the transmission power and the location of the transmitting antenna. The transmitter 1.1 is, for example an ÖBL / NöBL facility used. These transmitters are inexpensive; there are experiences about the supply of roads (car phone, police radio, taxi radio, ...).

Likewise, the use of traffic broadcasting is public service Broadcasters possible. The short telegram length (<0.5s) is not a problem the word broadcasts. If the traffic data is also transmitted via ÖBL transmitters, Public car telephone systems are becoming even more attractive.

Equipment in the vehicle (on-board device 4): A receiver module is installed in the vehicle 4.1.1 retrofitted for the traffic data broadcast by the central transmitter 1.1 (Car radio technology).

The microprocessor 4.5 processes the received traffic data Update of the city map data.

City map 4.3 from level 1 will continue to be used. That Program checks whether the update the calculated routes concern to the goal. If that is the case, a new one, the traffic conditions adapted route calculated.

The main memory of the processor 4.5 of the on-board device 4 must be in this Performance level can be increased because of larger amounts of data and further program parts are to be saved.

Route guidance in emergencies: In the event of an emergency, e.g. accident If the control center 1 outputs data telegrams via the central transmitter 1.1, the 1st for Driving around the scene of the accident by the driver without a special order and 2. Special duty vehicles, e.g. police, ambulance, doctor vehicles, via the Inform the place of the accident and include an indication of which special operation is required is.

For this purpose, the on-board devices 4 of the special vehicles are in their data processing stage 4.7 or in the microprocessor 4.5 with a data identification detector or selection module 4.7.1 equipped.

If such "special" vehicles are in the immediate vicinity of the accident, the scene of the accident is indicated to the driver on his display unit 4.6, connected with the request to go there. The driver confirms the microprocessor 4.5 the request and then receives the information for the shortest route to the scene of the accident. For the vehicles of the police and rescue services it is advantageous if at the same time with the confirmation, the data about the vehicle and its respective location directly to the head office 1 reported and thus emergency and rescue operations be centrally controlled and coordinated.

Based on Fig. 3, the journey of a special vehicle (doctor's car) from a starting point on B / G street to a destination on I / K street. On his journey, he is called to an accident site for an emergency response and guided.

After getting into the vehicle, the driver switches the on-board device 4 a. He puts the magnetic tape cassette on which the city map 4.3 is saved is into the associated reader. He gives the destination via the input keyboard 4.2 "I / K-Straße 19".

The current location (starting point) can be entered in the same way will. If this entry is omitted, the microprocessor 4.5 uses the in Destination address stored in a memory (e.g. magnetic core or long-term buffered memory) of the last trip as the start address of the current trip. If the memory is cleared is, the route determination only begins when the first pilot point is passed.

In the example it is assumed here that the destination address is the last Journey is saved.

The on-board device 4 starts reading the city map 4.3 and determines the assignment of the start and destination addresses, e.g. in grid squares of the city map 4.3. The street representations of the city map squares and the main traffic routes of the City are loaded into a working memory.

The vehicle is started during this process. It still can no indication of the direction of travel to be taken first, as the Reading and loading are minutes and generally not yet at startup is completed and the parking of the vehicle results in an undetectable approach constellation is present.

The driver is now driving in what he thinks is the most favorable direction, in the example in the B / G street in the direction of the intersection G. Since the processor 4.5 does not it is known which intersection the vehicle will approach after starting (in the example it would be The less favorable intersection B is also possible), is the driver's local knowledge an advantage to reach the optimal initial pilot point.

The process of reading in the parts of the city map necessary for the route search should be finished before the intersection G is reached. The processor 4.5 in the vehicle calculates based on the start and destination address as well as the start grid square nearest optimal pilot point (intersection G). in plain text the behind the intersection G road to be traveled and the direction indicated, for example "left, C / F street".

This result arises as follows: - Searching for main traffic routes (directional streets) that lead in the direction of the I / K street (e.g. pilot points GFHOT: R - Searching for the streets surrounding the I / K street (I / T-, T / K- , I / S-Straße), - Searching for intersections of the I / K-Straße with directional and surrounding streets (pilot points I and K), - Searching for connections between the initial pilot point G and the determined intersections in the target area (pilot points I and K) ; Found and considered for further selection: Route pilot points 1 GCDEJI 2 GCDLMTK 3 GNMTK 4 GNMTI 5 GFH -OTK 6 GFHOTI 7 GNLI - Calculate distances and probable travel times based on the traffic data contained in the city map.

Assumed result: route km minutes 1 7.6 11.5 2 8.4 16.5 3 5.2 10.0 4 6.2 10.5 5 5.0 9.0 6 5.6 9.5 7 4.8 11.5 - Routes 7, 5, 3 and 6 are offered as the shortest and routes 5, 6, 3 and 4 as the fastest.

The driver decides, for example, for route 5 (in both offers included) and shares this decision with the processor 4.5 via the input unit 4.2 with.

The vehicle now follows route 5. The vehicle receives while driving from the traffic control center 1 data on all or at least relevant for this route Traffic disruption.

During the journey it crosses the recommended pilot point G (F) (see Fig. 4). via the receiving antenna 4.4 from the pilot point transmitter broadcast position identifier recorded. In the on-board device 4 it is checked whether the Pilot point G (F) is on the recommended route. In the example this is the Case. If the vehicle were to pass a pilot point other than the recommended G (F), e.g. G (C) or also B (A) or B (C), would be based on the recommended route different position identifier processed as a change message and from this Position can be calculated from a new route.

In the example, the vehicle is driving along G / F-Strasse in the direction of Junction F. Here, after passing the pilot point G (F) on the display device 4.6 the direction of travel to be taken at the next intersection F is displayed: "right, F / H-Str. ". Compliance with the recommended driving direction is necessary after passing the Pilot point F (H) checked (as described above under G (F)). As the proposed Route has been followed, the next recommendation is "right, H / O-Straße" given.

For example, there is now an accident when passing pilot point F (H) reported between the 0 and the T intersection. Due to the accident, the rating number becomes for the absorbable traffic volume of the O / T-Straße of "30 vehicles / minute" "5 vehicles / minute" decreased. The processor 4.5 checks whether this change for the journey on route 5 is relevant. Result: "yes".

The processing unit would then (as described above) a calculate a new route to the original destination. For example, the following would be determined as the new route: Pilot points: H-P-Q-R-T-K; H-O-N-L-I.

For drivers without a special order, this as well as "traffic disruption" displayed on the display unit 4.6, so that - as before - the route is selected can.

In the example, the substitute route mentioned first could then be selected and drive straight to the position transmitter H (P).

However, this is a doctor's car, its selection module 4.7.1 the data telegram "traffic disruption" is interpreted as meaning that medical Emergency aid must be provided.

The location is on the O / T street in the direction of the intersection T (scene of the accident). The route from the last position indicator F (H) passed to the place of use so is calculated.

The example shows that this corresponds to the originally selected Route 5 matches. The doctor's car is on F / H-Straße and turns turn right into H / O-Straße as indicated on the display. After passing the position encoder The doctor's car becomes O (T) despite the changed evaluation number for this route led to the scene of the accident. The display unit 4.6 gives the message "Accident help - straight".

If the journey continues after being at the scene of the accident, the driver must enter its original destination again. The route recommendation takes place in the manner described until the target section I / K-Straße is reached. The message «House 19 approx. 1000 m to the left ". The driver can therefore ask for a parking space in good time worry and then finish his journey.

For the route guidance of a vehicle according to an adaptive plan (automatic Adaptation, hereinafter referred to as performance level 3, are compared to the performance levels 1 and 2 from the center 1 the traffic density and traffic volume on the streets recorded and processed by an automatic reporting system. The position indicators are used for this expanded to include sensors 3.1, e.g. induction loops for measuring traffic density. It it makes sense to divide the coverage area into sub-areas. Each sub-area receives in the traffic control center 1 a detection computer with a traffic control computer can be combined or is identical. These sub-area calculators give their Data to the central processor 1.2, which is responsible for the adaptive route search in the on-board devices 4 necessary telegrams created. To do this, the prediction of Traffic density values required. The software required for this is very complex.

In level 3, in particular, route guidance can also be used Emergency operations can be improved by using variable traffic signs 2, e.g. prohibition signs 2.1, mandatory signs 2.2 and reference signs 2.3 are controlled in such a way that the Road users not equipped with an on-board device 4 are diverted. Through this there will be faster driving of emergency vehicles used by the police or the emergency services achieved.

The telegrams created by the sub-area computers in control center 1 are also sent by the position indicators 3 of the sub-areas concerned to them transmitted to passing motor vehicles.

By introducing supraregional headquarters, the regionally working System also used nationwide will. To transmit the Traffic update data to the vehicles are provided by the existing transmitters of the ÖBL at.

By entering a map instead of the city map, the The route search is analogous to the regional operation.

The car phone can be used to report accidents, especially when used across the region can be used at a control center.

The described embodiments of the invention are compatible with existing ones Experimental systems largely compatible.

For example, well-known route indicators can be set up using simple means retrofit for the task of position indicator 3. The receivers in the on-board devices 4 must be adapted to the changed telegrams, but also without Difficulty is feasible.

In Fig. 5 is a road intersection and its equipment with position sensors 3 shown. From the position indicators 3 to the passing motor vehicles In this embodiment of the invention, identifiers sent out by vehicles are based on the principle of coding the street names and the location identifiers from the names the straight road, the crossed cross road and the lane number of the straight road, which contains a directional information. In Fig. 5 may the A-road run in a west / east direction, the B-street in a north / south direction. The lane numbers 1 and 2 then indicate, for example: the even last digit means: direction of travel from east to west or from south to north; uneven final digit means: direction of travel from west to east or north to south. The position indicators 3 are at the intersection of the A and B streets each seen in the direction of travel behind the Intersection installed. This ensures, for example, that in the on-board devices 4 people are passing by Motor vehicles have sufficient time to evaluate received data telegrams and the information relevant to the next pilot point is updated if necessary and can be done early.

That is in the west / east direction on the lane No. 1 of the A-street Accordingly, vehicles located behind the intersection are expected from the relevant position indicator 3 the identifier "AB1", i.e. it is on the A-road, has crossed the B-road and continues in an easterly direction.

Accordingly, the position indicators 3 send the following identifiers from: Corner identifier NW AB2 NO BA2 SW BA1 SO AB1 The example shown in Fig. 6 for the assignment of identifiers in a road network, the same principle applies as with Fig. 5 is based. The B, C and F streets do not run exactly in the west / east direction. However, this has no effect on the numbering of the lanes. the individual position indicators 3 are indicated here only by a cross "X", however, each provided with the letters and the number that are used as identification there be sent out.

The A-, B- and C-street confluence with G-street and the intersections the A street with the D and the E-street opposite Fig. 5 does not represent any special features. The assignment of the identifiers to the three- or five-line Star points (B-, D-, F-Straße or C-, E-, F-Straße) leads to the underlying Principle to several possibilities. So are: BD2 and BF2 DB2 and DF2 FD1 and FB1 synonymous for the three-pointed street star.

Similar conditions also apply to the five-pointed street star, where e.g. the identifiers CE2 and CF2 are synonymous.

The individual stages of a drive of a motor vehicle are illustrated in FIG explained, which by means of an embodiment of the invention from start to finish lets guide.

a) The driver enters his destination "C-street" into the on-board device. There the starting point is not known to the on-board device, no route is calculated yet and recommended. The display reports: "Go to the next pilot point.

b) The vehicle begins its drive "blind" and drives on the A road in a northerly direction.

c) Behind the confluence of the B-Strasse and the A-Strasse, the person concerned gives Position indicator the identifier "AB2".

d) The on-board device has received the identifier "AB2" and is processing it together with the data on the route entered at time a). It will be displayed: "left - C street".

e) The driver is following this recommendation, for whatever reason, E.g. no possibility to get into the left lane, not followed and continue straight ahead.

f) Instead of the next identifier expected by the on-board device, "CA2" will be receive the identifier "AC2".

g) The on-board device detects the "wrong way" and calculates a new route and recommends: "left - D-Straße".

h) The vehicle followed the recommendation of the on-board unit so that - as expected - the identifier "DA2" is received and processed.

After e.g. two further left turns, the vehicle comes to desired destination.

This example also shows the strengths and weaknesses of the embodiments the invention. The wrong trip at time e) can also be due to that the on-board unit does not have enough time to calculate and recommend a route stayed. However, this is only the case if the start and finish are very close to each other. In this case, a person familiar with the area would not use the on-board device anyway. One Those who are unfamiliar with the area are also served by taking a short detour to their destination to be directed.

A statement about the efficiency of a traffic control system gives a comparison of the costs of the system and the reducible expenses in the monetarily measurable benefit areas. This should be done, for example, on the city's transport network Berlin should be made clear: 1,100 traffic lights 627,000 approved Vehicles 563,000 in traffic 4,987 taxis 6,580 special vehicles 5,986 in operation approx. 7,000 Roads 1. Costs of the system 1.1 Costs in the vehicle: The costs in the vehicle will be based on approx. 500 DM per facility. (Estimated cost according to facilities of a known test system already increased).

In the case of embodiments of the invention, it is initially assumed that only an equipment quota of 20% of the approximately 600,000 motor vehicle road users and 10 years Lifespan of the facility would be incurred by the vehicle owner Annual costs are: DM / annually 600,000 x 20% x 500, - DM equals: 6,000,000, -10 Years 1.2 Costs of the system components not included in the vehicle: For Berlin is at around 1,100 traffic lights (incl.

Pedestrian traffic lights) to set a number of loops of 5,000. Taking as a basis the cost parameters and used in the already mentioned test system adds 100% to this again (for cost increases that have occurred in the meantime, greater certainty of the estimates), the following calculation results: DM / annually 5,000 loops of 2,000 DM for 5 years of depreciation 2,000,000, -1 Headquarters 2,000,000, - DM 200,000 for 10 years of depreciation, building construction 1,000,000 DM for 100 years of depreciation. 10,000.00 operating costs, personnel 1,040,000.00 energy supply 60,000.00 material 40,000.00 repairs 200,000, -together: 9,550,000, -2. Cost savings The annual cost is available initially only an unquantifiable benefit in the form of a psycho-physical one Relief for the motor vehicle driver during and after the journey, an improvement in the environmental situation and avoidance of public costs for expansion and new construction as well as for opposite the operation of traffic routes.

The relief of the road users will however have a positive effect affect their traffic behavior, so that with a reduction in the number of Accidents is to be expected.

Furthermore, the vehicle operating costs and travel time costs can be reduced will.

Because there is a direct relationship between the costs and benefits of each Cost units cannot be established, the comparison with economic Sizes carried out.

2.1 Accident costs: occur annually on Berlin's road network approx.

14,000 traffic accidents, in which e.g. 1977 approx.

300 people killed, 3,200 people seriously injured and 14,300 people were slightly injured.

In addition there are 20,500 traffic accidents with only 11 "property damage of each more than DM 1,000.

According to reliable examinations, the accident costs can be paid for by a Fatalities of DM 600,000, - seriously injured, DM 20,000, - slightly injured an amount of DM 4,000 should be taken as a basis.

Assuming that by employing embodiments of the invention with 20% of 600,000 vehicles = 120,000 vehicles only 2% of those caused by traffic accidents killed and injured people prevented and through faster use of the Rescue services can be saved from death or serious injuries, this corresponds to costs of: 6 x 600,000 DM = DM 3,600,000, -64 x 20,000 DM = DM 1,280,000, -286 X 4,000 DM = DM 1,144,000, -DM 6,024,000, -Assuming that 5% of the "only" damage to property can be avoided, there is an amount in the amount of approx. 1,000,000 DM.

In the accident area alone, this would result in costs of DM 7,024,000.00 annually. be avoided.

2. 2 Vehicle Operating Costs: Considerable savings are made in vehicle operating costs expected. These are essentially through individual, more direct route guidance and thus lower fuel consumption and smoother driving style as a result of less Speed changes and stopping and starting processes in traffic jams and at traffic lights achieved.

Assuming that every equipped vehicle is an annual average Covered 30,000 km with a fuel consumption of 10 1/100 km, and assumed you get a fuel saving of 0.5 1/100 km at a price for fuel of 1.20 DM / l, apart from the lower environmental impact less exhaust fumes and better energy efficiency, a cost saving of 120,000 x 30,000 km x 0.5 l x 1.20 DM year x 100 km x 1 21,600,000 DM / year achievable.

In relation to the individual vehicle, these assumptions would be made annually DM 180 saved. A car owner would get their investment in less than 3 Years to amortize. With an assumed service life of 10 years, this would be a significant financial incentive to purchase such an automotive equipment given by drivers.

2.3 Travel time costs With an economic analysis of Time savings below a certain limit value are no longer beneficial in monetary terms scored because such savings are no longer used for alternative activities can be. However, this will be achieved through shorter travel times for all road users Road network relieved. This in turn affects the flow of traffic and the occurrence of accidents positive.

In addition, commercial vehicles will probably initially be used equipped with devices for influencing traffic, so that there is a saving in travel time but expresses it in a reduction in costs. For an estimate of the travel time costs saved one can therefore make the following assumptions: If one calculates with an annual mileage of 30,000 km, with an average speed of 30 km / h in city traffic, with a time saving of 1%, i.e. 36s per hour, and evaluates the saved If the number of hours is only 10 DM / h, the following savings can be achieved: 30 000 km x h 1% x 10 DM x 120,000 = year x 30 km x 10 h 12,000,000 DM / year.

3. Conclusion DM / annually DM / annually costs of the system (point 1.1 and 1.2) 15,550,000 possible cost savings 2.1) Accidents prevented 7,024,000 -2.2) Vehicle operating costs 21,600,000, -2.3) Travel time costs 12,000,000, -40,624,000, -self if the annual cost estimate for the establishment and operation of the overall system would be set again by 100% higher, the result would still be a theoretical one Cost advantage of approx. DM 9.5 million annually.

When building the individual functional units for embodiments the invention can largely be based on known or already being tested Facilities are resorted to. This applies e.g.

with regard to the traffic control center 1 for transmitter 1.1 and ladder-bound Transmission and switching between the center 1 and the stationary, variable Sign givers 2 (prohibition sign 2.1, mandatory sign 2.2 and reference sign 2.3) as well as the position detectors 3. Since the position detectors 3 have measured values in higher power levels Send to the center 1 and also receive data telegrams from there, is a good idea here wire-bound, digital message transmission with multiple use of the transmission paths in multiplex technology.

The transmission between control center 1 or position sensors 3 and the On-board devices 4 can both in conventional car radio technology as well as with already proven induction loops in the roadways or

take place with directional antennas over the roadways.

The measurement of traffic density and traffic volume is also with not associated with any fundamental difficulties. Experience in the fields of Vehicle equipment, radio transmission technology, distance and surveillance radar, the wired or wire-bound transmission technology, the data processing technology including the traffic control systems and the transmission technology in public mobile land radio (ÖBL) or non-public mobile land radio (NöBL) are available from leading companies.

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Claims (16)

Claims 1. Method for collective monitoring and regulation of road traffic and for individual signaling of motor vehicle drivers routes that can be taken on the way to their destination, characterized in that that compatible expansion stages are provided, in which, depending on the degree of expansion - from A traffic control center continuously issues and sends out instructions, in which the current traffic conditions in the road network are taken into account; - Systems installed in the road network for variable prohibitions, orders and notices signs are controlled taking into account the instructions issued by the traffic control center be issued; - Position detectors installed at prominent points on the road network - record the traffic flows in your area and send them to the traffic control center report - their own identification signals and - instructions from the traffic control center, which is determined for selected route sections in the vicinity of a position detector are, send out, and - by means of autonomous on-board devices in the motor vehicles that each, also depending on the degree of expansion, - at least via a receiver and an audio playback device for instructions sent by the traffic center and Purpose of the individual signaling of drive routes via - a facility for entering the destination, - one containing the road network as digital data Mass storage device, a receiving device for transmitted by position detectors own identification signals and instructions from the traffic control center, - a computer and - have a visual display device, and that - the collectively applicable optical prohibition, mandatory and information signs - those of the traffic control center issued instructions to motor vehicle drivers in appropriately equipped Motor vehicles - are offered at least as audio messages and - together with the data received from the facilities of the autonomous on-board devices for individual Signaling drive routes are made available by the Calculator selected several suitable routes and for each of them still to be covered Distances and the associated driving times that are likely to be required are displayed with all travel routes contained in the mass storage device as digital data Road network one composed of a constant and a variable part Assessment number is assigned and the variable portion due by the traffic centrally issued current instructions is determined in terms of value. 2. The method according to claim 1, characterized in that the of the traffic center continuously issues instructions - as audio messages at intervals of at least 15 minutes, preferably five minutes, via a central Sender and - as a digital one that determines the value of the variable portion of the valuation figure Data telegrams - simultaneously with the instructions sent out as audio messages via the central transmitter and - for selected sections of the route in the vicinity of one Position indicator continuously from the relevant position indicators and - as Control signals to the relevant systems installed in the road network for variable Prohibition, mandatory and information signs are sent out. 3. The method according to claim 1 or 2, characterized in that of instructions sent by the traffic control center can only be understood by special vehicles Include messages. 4. The method according to any one of claims 1 to 3, characterized in that that the own identification signals emitted by the position detectors have the coordinates of the relevant position detector and an identifier of the route, which in Seen in the direction of travel, lies immediately behind the position indicator. 5. The method according to claim 4, characterized in that each lane one lying directly behind the position indicator as seen in the direction of travel Route is assigned a special identifier. 6. The method according to claim 4 or 5, characterized in that the an identifier assigned to a route in the identifier given by the position detectors own identification signals co-determine the value of the variable portion of a valuation number. 7. The method according to any one of claims 1 to 6, characterized in that that on a new route searched for by the computer and the associated displays is made aware by an acoustic signal. 8. The method according to any one of claims 1 to 7, characterized in that that when receiving an identification signal of a position indicator, that of an oncoming lane is assigned, an alarm is triggered in the on-board device of the vehicle concerned. 9. Position indicator for performing the method according to one of the claims 1 to 8, characterized in that - sensors for detecting the prevailing in them Traffic flows and antennas for sending out your own identification signals and from Instructions for the traffic signals, seen in the direction of travel, shortly after an intersection are installed. 10. Position detector according to claim 9, characterized in that each Own sensors are assigned to a lane of a route. 11. Position indicator according to claim 9 or 10, characterized in that that each lane is assigned its own transmitting antenna. 12. On-board device for performing the method according to one of the claims 1 to 8, characterized by one of the receiving device or the receiving device assigned selection module for receiving instructions from the traffic control center, which are only intended for special vehicles. 13. On-board device for performing the method according to one of the claims 1 to 8, characterized by a compact cassette as mass storage for the digital Road network data. 14. On-board device for performing the method according to one of the claims 1 to 8, characterized by a bubble memory as mass storage for the digital Road network data. 15. Device according to claim 13 or 14, characterized by a installed at special stops in the road network, especially petrol stations Device for transferring the digital data of the road network to a mass storage device. 16. On-board device for performing the method according to one of the claims 1 to 8, characterized by a computer that is also responsible for control and monitoring is responsible for operational processes in the vehicle.