EP0261450A1 - Système de guidage pour la circulation individuelle - Google Patents

Système de guidage pour la circulation individuelle Download PDF

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Publication number
EP0261450A1
EP0261450A1 EP87112682A EP87112682A EP0261450A1 EP 0261450 A1 EP0261450 A1 EP 0261450A1 EP 87112682 A EP87112682 A EP 87112682A EP 87112682 A EP87112682 A EP 87112682A EP 0261450 A1 EP0261450 A1 EP 0261450A1
Authority
EP
European Patent Office
Prior art keywords
target
beacon
areas
information
coordinates
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP87112682A
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German (de)
English (en)
Other versions
EP0261450B1 (fr
Inventor
Karla Oberstein
Peter Dipl.-Ing. Aicher (Fh)
Hermann Dipl. Ing. Fickenscher (Fh)
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
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Siemens AG
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Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP0261450A1 publication Critical patent/EP0261450A1/fr
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/0969—Systems involving transmission of navigation instructions to the vehicle having a display in the form of a map

Definitions

  • the invention relates to a guidance system for individual traffic in a road network with stationary beacons arranged on the roads, which transmit guidance information cyclically to all passing vehicles that are selectable from their location to all passing vehicles equipped with a corresponding receiver, with the guidance information in each beacon Target areas are stored in an orderly manner and are each transmitted to the vehicles with an identification of the associated target area, wherein in the individual vehicles a specific target point can be selected by inputting its coordinates into an input device, furthermore in the vehicle using a comparison device initially containing the selected target point Target area is determined and finally the guide information assigned to this target area is selected and stored from the entirety of the guide information transmitted by a guide beacon.
  • Such a system is the subject of EP-A-00 25 193.
  • the roadside devices are kept relatively simple in that the target information is not exchanged in dialog traffic between the vehicle and the road device, but rather all target information in question is sent cyclically to all passing vehicles are transmitted, wherein each vehicle selects the associated information for itself and for its specific destination from the totality of the information received.
  • This makes it possible to have the charisma to carry out the target information in a non-directional manner from the lead beacon, so that the use of complex coupling loops for dialog traffic can be dispensed with.
  • the vehicles Since the vehicles have each saved the scheme of this selection network and each time they pass a lead beacon they can match their own selection network with that of the beacon, the destination point entered in the vehicle can be easily assigned to a specific selection field (target area) and thus its guidance information. In this way, the information can be transmitted for a very large target area with a reasonable amount of data.
  • the object of the invention is to provide a system of the type mentioned, in which the assignment of target points to guidance information is made possible in such a way that the data expenditure for the identification of target areas is as low as possible, but at the same time an optimal, in terms of the actual geographical Reliability-based routing is guaranteed for each destination.
  • this object is achieved in the system of the type mentioned at the outset in that the total area comprising all selectable target points is divided into individual target segments, each of which is formed from a convex polygon is divided, the side lines of which are oriented to geographical boundary lines and which are defined by the coordinates of their corner points, that a network of target areas is calculated individually for each guide beacon and stored in the guide beacon, with each different guide information to be followed from the beacon one or several target areas are assigned, which are formed from the target segments to be reached with the relevant guidance information, that the guidance information is transmitted to the vehicles together with the coordinates of the corner points of their associated target areas and that in the vehicles the comparison of the destination point coordinates with the corner point Coordinates of the target areas the relevant guidance information is selected.
  • the assignment of target points to common target areas is thus detached from the previous systems, which each use regular coordinate grids.
  • the present division into target segments, which can then be combined into target areas, is based solely on the geographical and traffic conditions, so that in a target segment and thus also in a target area only those target points are contained that actually use the same route and can be optimally controlled with the same control information.
  • the target segments are thus in each case identical, but largely irregular polygons, in the preferred embodiment each quadrilaterals, which are defined by the coordinates of their corner points.
  • the target segments are expediently defined in a number of hierarchy levels, so that, for example, a square target segment of a higher order is in each case formed by a plurality of square target segments of the next lower order.
  • the target segments of the lowest order are defined in size and structure in such a way that within this target segment Mente a traffic-dependent guidance is no longer required, so that the driver of the vehicle by means of self-sufficient navigation (see EP-A-00 27 232) reaches the destination without major detours.
  • the target area that is assigned to a certain guidance information is usually formed by a single target segment of the lowest order, while in the far-range area a target area is formed by a target segment of higher order, by combining several target segments of higher order, or by combining target segments of different order can be formed.
  • the target areas are designed as polygons in the same way as the target segments, for example as quadrilaterals if the target segments are quadrilaterals.
  • each target area is defined by square points just like each target segment.
  • the amount of data required to define a target area and to compare a target area with a selected target point is higher. Since, moreover, the corner points can often be assigned to several target areas, it is expedient to transfer the target areas with the numbers of their corner points and separately the coordinates of all required corner points during the transfer.
  • the target areas together with the associated guidance information are stored in the beacons from where they are transmitted to the passing vehicles. Since the routing is to take place depending on the traffic, it is provided in an expedient embodiment of the system that the target areas and the associated routing information for each beacon from a superordinate or central control computer in be adjusted intervals are recalculated and given to the beacons.
  • the comparison of the selected target point with the transmitted target surface data in the vehicle can be carried out in different ways depending on the structure of the evaluation device in the vehicle. For example, it is possible to successively compare all of the individual target areas that have been transferred from the beacon and are temporarily stored in the vehicle with the coordinates of the target point. This is particularly necessary if there is sufficient computing time for the comparison, but there is little storage space in the vehicle device.
  • Another possibility is to additionally use a regular search grid, the data of which, together with the other information, are transmitted from the beacon to the vehicle and temporarily stored there. In this case, the assignment of the search grid meshes to the target areas contained in whole or in part in the mesh in question must also be transmitted.
  • FIG. 1 shows, in a simplified representation, the principle of the division of a target area into individual target segments or target areas according to the invention.
  • the entire target area which thus includes all target points that can be selected with the control system, is delimited by points P1, P2, P3, P4, P5, P6, P8 and P9.
  • This area is divided into several hierarchical levels in target segments, all of which are designed as (irregular) squares in the present example.
  • three target segments are provided, of which one target segment ZS1 through points P1, P2, P3 and P4, the target segment ZS2 through points P3, P7, P8, P9 and the target segment ZS3 through points P4, P5 , P6 and P7 is defined.
  • the target segment ZS1 is further divided into four smaller, square target segments, namely the target segment ZS11 with the corner points P1, P11, P14 and P10, the target segment ZS12 with the corner points P11, P2, P12 and P14 etc.
  • the division into hierarchical levels is continued as necessary until the smallest target segments are large enough that central routing is no longer required, so that the driver can find his target point in this target segment with independent navigation without making mistakes when he reaches the target segment in question .
  • the corner points and side lines of the individual target segments are each determined according to geographical and traffic aspects, so that natural boundaries, such as rivers without bridges in the relevant section, railway lines, mountain ranges, etc. also represent the boundary lines between the target segments.
  • the respective size of a target segment of the lowest level also depends on the geographical circumstances, since it is in the Definition of these target segments always depends on having a homogeneously accessible and accessible area in a target segment in order to be able to make a clear assignment to certain route information.
  • the guidance system is based on a vehicle's own dead reckoning device, with the aid of which the vehicle independently locates its position, and a system of guidance beacons BK, which are distributed over the entire target area the streets are arranged. Routing recommendations are transmitted from the guidance beacons BK into the vehicle, selected there with regard to a keyed-in destination point and displayed in the correct position during the journey. These routing recommendations preferably consist of routing vector chains as described in EP-A-00 21 060. Such a vector chain guides the vehicle from a beacon, which serves as the starting point, to a target area containing the selected target point.
  • a guide vector chain leads the vehicle from the start guide beacon to the guide beacon closest to the destination. If, for example in the example of FIG. 1, it is assumed that the vehicle is at a starting point at the guide beacon BK1 near the corner point P5 and wants to drive to a destination point ZP in the target segment ZS101 with the corner points P21, P22, P23 and P24, it is sufficient if the vehicle receives a guidance vector chain LVK1 which leads from the guidance beacon BK1 to the guidance beacon BK2.
  • the target area that can be reached with this guide vector chain LVK1 is, however, considerably larger than the target segment ZS101.
  • the target segment ZS1 with the corner points P1, P2, P3 and P9 could be assigned as the largest square target area to the guide vector chain LVK1 in the guide beacon BK1; because the way to all possible target points in the target segment ZS1 leads from the beacon BK1 via the guide vector chain LVK1.
  • the target segment ZS2 with the corner points P9, P3, P8 and P7 can also be optimally reached from the beacon BK1 only via the leading vector chain LVK1 and the beacon BK2, then the target segment ZS2 would also be the target area of the leading vector chain LVK1 assign.
  • Target areas are therefore always those areas which can be assigned to a very specific route information, it being assumed in the above description that the target areas as well as the target segments should each be quadrilaterals. If it follows from the program structure that the target areas should not be limited to quadrilaterals, then one could also define a target area with the corner points P1, P2, P3, P7, P8 and P9 for the previously described case, which in total for the beacon BK1 a common vector chain LVK1 can be reached.
  • the guide vector chain LVK2 would lead in the direction of the guide beacon BK3 for a further target area with the corner points P15, P16, P7 and P17, while a guide vector chain LVK3 in the direction of the guide beacon BK4 would lead to the target area P5, P6, P16, P15 would lead. It can be seen, therefore, that the target areas are inevitably kept smaller in the close range than in the far range.
  • the target segment ZS101 from FIG. 1 with the corner points P21, P22, P23 and P24 is shown enlarged in order to make the principles of the boundary clear.
  • the side line P21-P22 divides a residential area between two main roads. It determines from which of the main roads the access to any destination within this area is to take place.
  • a railway line or a motorway can form the boundary of a target segment.
  • the target segment ZS101 is now in the close range and is the target area for the last section to which the guide vector chain LVK21 leads.
  • the vehicle device determines that the target area, which now corresponds to the target segment ZS101, has been reached, and it switches to autonomous navigation, so it does not require any further routing information from the outside.
  • a guidance vector chain LVK22 leads to beacon BK23 or a guidance vector chain LVK23 to beacon BK24.
  • the evaluation of the guidance information in the vehicle is shown schematically in FIG. 3 in a block diagram.
  • the master computer LR in the central office Z calculates the target areas in question and the associated guide information, i.e. guide vector chains and, if necessary, additional information for reaching the respective target points for each guide beacon BK1, BK2 ... BKn in the individual street devices STG in a target area, e.g. which exit to take at the end of the vector chain. This determination is made depending on the traffic, so that each time the traffic situation changes, the relevant beacons receive new data about target areas and guidance information.
  • the beacon, BK1 in FIG. 3 sends the entire guidance information for all selectable destinations, as they apply from the beacon BK1.
  • This information is received by the vehicle via the receiver FE, for example an infrared receiver, and fed to a buffer ZWS in the evaluation device AW.
  • This buffer store ZWS thus contains a list of all target areas ZF1, ZF2 to ZFn defined for the beacon in question, with the associated control information, for example the guide vector chains LVK1, LVK2 to LVKn.
  • the target areas ZF1 to ZFn are defined by their corner points P1 to Pm, some of the corner points being assigned to several target areas. Finally, its (absolute) coordinates are also transferred and saved for each corner point.
  • a destination was selected in the vehicle itself when starting the journey by entering the coordinates x z and y z of the destination point ZP with the input device EG.
  • These target point coordinates are stored in the target point memory ZPS and compared each time a beacon is passed with the information data that has been taken over and has now been saved.
  • the comparison device VG thus determines in which target area ZF1 to ZFn the target point ZP lies. This can be done using suitable mathematical methods, since the target areas are determined by the coordinates of their corner points. If the target area for the target point is then determined, the guide information belonging to this target area, that is to say, for example, the data of the corresponding guide vector chain LVK, is entered in the guide information memory LSP and kept ready there.
  • each guidance information is provided with a position specification (see EP-A-00 21 060), it is output via the display device AG when the position in question is reached. This is determined by the position memory PSP, which contains the current vehicle position.
  • the position memory PSP which contains the current vehicle position.
  • the exact position with the coordinates of the beacon is also transmitted via the vehicle receiver FE and used to correct the position memory.
  • the vehicle position contained in the position memory is continuously updated with the autonomous navigation device.
  • the distance traveled is measured with a displacement encoder WG and the direction of travel with a magnetic field probe MS.
  • the respective path vector is then determined in a vector determination device VB.
  • This path vector is the ADD in the adder added to the respective old vehicle position from the position memory PSP; the resulting new vehicle position is entered into the position memory again.
  • the selected target point ZP with its coordinates is compared in the comparison device VG in the vehicle device with the stored target areas ZF1 to ZFn until a match has been found. This can either be done by processing all target areas in sequence. If the computing time is to be kept short and there is enough storage space available, it is possible to additionally divide the entire target area into a coarse-mesh search grid, as shown in Fig. 1 with the horizontal columns A, B, C, D, C and the vertical columns Columns 1, 2 and 3 is shown. In this case, the search grid is transferred from the beacon to the vehicle and stored. In addition, an assignment between each grid mesh and all or part or all of the target surfaces lying in the grid mesh is also calculated and transferred into the vehicle.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)
EP87112682A 1986-09-03 1987-08-31 Système de guidage pour la circulation individuelle Expired - Lifetime EP0261450B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3630038 1986-09-03
DE3630038 1986-09-03

Publications (2)

Publication Number Publication Date
EP0261450A1 true EP0261450A1 (fr) 1988-03-30
EP0261450B1 EP0261450B1 (fr) 1991-07-24

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EP87112682A Expired - Lifetime EP0261450B1 (fr) 1986-09-03 1987-08-31 Système de guidage pour la circulation individuelle

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EP (1) EP0261450B1 (fr)
DE (1) DE3771626D1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3802337C1 (fr) * 1988-01-27 1989-07-13 Messerschmitt-Boelkow-Blohm Gmbh, 8012 Ottobrunn, De
GB2221782A (en) * 1988-08-09 1990-02-14 Plessey Co Plc Road vehicle route selection and guidance system
EP0392374A1 (fr) * 1989-04-13 1990-10-17 Siemens Aktiengesellschaft Procédé pour la transmission d'informations de guidage
EP0538514A1 (fr) * 1991-10-25 1993-04-28 Siemens Aktiengesellschaft Système de renseignement et de guidage destiné au transport en commun
EP0833290A1 (fr) * 1996-09-30 1998-04-01 Matsushita Electric Industrial Co., Ltd. Méthode et appareil de calcul d'itinéraire
WO1998027527A1 (fr) * 1996-12-16 1998-06-25 Mannesmann Ag Procede de selection d'informations sur la circulation transmises par un central et concernant un trajet d'un vehicule equipe d'un terminal dans un reseau routier
WO2000008616A1 (fr) * 1998-08-04 2000-02-17 Robert Bosch Gmbh Dispositif pour le codage et le decodage d'emplacements
EP1078803A1 (fr) * 1998-05-11 2001-02-28 Hitachi, Ltd. Vehicule, dispositif et procede de commande du roulage de ce dernier
EP1329692A1 (fr) * 2002-01-17 2003-07-23 Robert Bosch Gmbh Procédé pour déterminer des données cartographiques

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0021060A1 (fr) * 1979-06-11 1981-01-07 Siemens Aktiengesellschaft Système de guidage pour la circulation individuelle
EP0025193A1 (fr) * 1979-09-06 1981-03-18 Siemens Aktiengesellschaft Système de guidage pour le trafic individuel et méthode pour la transmission d'informations de guidage
GB2139794A (en) * 1983-05-09 1984-11-14 Hubert Ralph Waldo Rabson Comprehensive road direction indicators

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0021060A1 (fr) * 1979-06-11 1981-01-07 Siemens Aktiengesellschaft Système de guidage pour la circulation individuelle
EP0025193A1 (fr) * 1979-09-06 1981-03-18 Siemens Aktiengesellschaft Système de guidage pour le trafic individuel et méthode pour la transmission d'informations de guidage
GB2139794A (en) * 1983-05-09 1984-11-14 Hubert Ralph Waldo Rabson Comprehensive road direction indicators

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3802337C1 (fr) * 1988-01-27 1989-07-13 Messerschmitt-Boelkow-Blohm Gmbh, 8012 Ottobrunn, De
GB2221782A (en) * 1988-08-09 1990-02-14 Plessey Co Plc Road vehicle route selection and guidance system
EP0354684A2 (fr) * 1988-08-09 1990-02-14 Siemens Plessey Controls Limited Sélection de route pour véhicule routier et système de guidage
EP0354684A3 (fr) * 1988-08-09 1990-09-26 Siemens Plessey Controls Limited Sélection de route pour véhicule routier et système de guidage
EP0392374A1 (fr) * 1989-04-13 1990-10-17 Siemens Aktiengesellschaft Procédé pour la transmission d'informations de guidage
EP0538514A1 (fr) * 1991-10-25 1993-04-28 Siemens Aktiengesellschaft Système de renseignement et de guidage destiné au transport en commun
EP0833290A1 (fr) * 1996-09-30 1998-04-01 Matsushita Electric Industrial Co., Ltd. Méthode et appareil de calcul d'itinéraire
US6014607A (en) * 1996-09-30 2000-01-11 Matsushita Electric Industrial Co., Ltd. Method and apparatus for searching a route
WO1998027527A1 (fr) * 1996-12-16 1998-06-25 Mannesmann Ag Procede de selection d'informations sur la circulation transmises par un central et concernant un trajet d'un vehicule equipe d'un terminal dans un reseau routier
EP1078803A1 (fr) * 1998-05-11 2001-02-28 Hitachi, Ltd. Vehicule, dispositif et procede de commande du roulage de ce dernier
EP1078803A4 (fr) * 1998-05-11 2005-11-16 Hitachi Ltd Vehicule, dispositif et procede de commande du roulage de ce dernier
WO2000008616A1 (fr) * 1998-08-04 2000-02-17 Robert Bosch Gmbh Dispositif pour le codage et le decodage d'emplacements
US6728631B1 (en) 1998-08-04 2004-04-27 Robert Bosch Gmbh Device for coding and decoding locations
EP1329692A1 (fr) * 2002-01-17 2003-07-23 Robert Bosch Gmbh Procédé pour déterminer des données cartographiques

Also Published As

Publication number Publication date
EP0261450B1 (fr) 1991-07-24
DE3771626D1 (de) 1991-08-29

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