EP0815547B2 - Method and system for determining dynamic traffic information - Google Patents

Abstract

PCT No. PCT/DE96/00436 Sec. 371 Date Dec. 23, 1997 Sec. 102(e) Date Dec. 23, 1997 PCT Filed Mar. 12, 1996 PCT Pub. No. WO96/29688 PCT Pub. Date Sep. 26, 1996A method and system for determination of dynamic traffic information or traffic events. Relevant data from vehicle-mounted terminals are recorded automatically, by remote interrogation or manually, and transmitted directly, together with a location identifier, via a wide-coverage mobile-telephone network, for example, GSM, to other mobile-telephone subscribers and/or a higher level exchange. In the exchange, the incoming data are processed and fed to selected terminals and/or third parties. In addition, the results of interrogation, for example, braking behavior, can be pre-defined by a traffic-control center and transmitted by radio broadcast or mobile telephone system to the terminals of road users in a geographically limited area who can then "observe" the flow of traffic directly and immediately report incoming interrogation results by mobile telephone back to the exchange.

Description

Traffic data collection and traffic regulation have become indispensable due to the growing volume of traffic.

• feste Anbauten an Straßen, wie Induktionsschleifen, Kameras, Notrufsäulen;
• Verkehrs zähler oder Verkehrsmelder;
• Mobile Verkehrsmeldeeinheiten, wie Polizei, Straßendienst, Hubschrauber;
• Wetterdaten-Erfassungsanlagen
  und einer Vielzahl hier nicht genannter Informationsquellen beschafft.

Usually, the current dynamic traffic information z. B. by

• Fixed attachments on roads, such as induction loops, cameras, emergency phones;
• Traffic counters or traffic detectors;
• Mobile traffic reporting units, such as police, road service, helicopters;
• Weather data acquisition systems
  and a variety of sources not mentioned here procured.

Disadvantage of the previous traffic data collection is the high cost of personnel and material, the associated high costs, and the sometimes very long "response times" in events such as accident, congestion or weather-related traffic impairments. Due to the enormous effort a nationwide traffic data collection on the basis of the roadside sensors is almost impossible, so that always focal points of detection must be set. Furthermore, such decentralized traffic data collection causes problems when it comes to central data capture, prepare and pass it on to third parties (police, road service, road users).

From DE-A-41 05 584 a traffic information system has become known which operates on the basis of a mobile communication system. In this case, traffic information is transmitted to the vehicles by a central station via an organization channel of the mobile communication system, wherein the transmitted information in the vehicle can then be displayed optically or acoustically. It is further provided that information about the location and / or the movement of the vehicle are detected and forwarded to the central office. If a cellular mobile communication system is used, a rough location determination of the vehicle based on its location in a particular radio cell is also possible.

Object of the present invention is to propose a method and apparatus for detecting dynamic traffic information, which avoids the above-mentioned disadvantages and with mcderatem effort a comprehensive coverage of the traffic data essentially directly from the vehicle out allows. This is intended to create a comprehensive data collection system for traffic information.

This problem is solved by the technical teaching of the independent claims.

For dynamic individual and collective information services, current and historical traffic flow information such as eg driven speed, current traffic volumes, braking time, etc. are used. Acceleration behavior, traffic jam reports, accident reports, weather events etc., required on road sections. The same information is the basis for the qualitative and quantitative expansion planning of the transport network.
This information can be obtained via mobile radio from the vehicles. In order to be able to assign the information to a specific location, it is necessary to provide a device for locating the vehicle in the corresponding vehicles. It is of particular interest by skillful as vehicle-side and central-side detection algorithms from these current traffic flow data, supplemented by historical values, traffic delays to predict and predict their impact. In this way, traffic information can be updated very quickly, ie recognized or deleted again.

With this concept of the "dynamic traffic flow information", based on the telematics building blocks mobile network, satellite-based positioning or navigation system, the most up-to-date traffic flow information is obtained from all roads, or can be selectively queried.

The Verkehrsflußdaten collected by vehicle terminals are transmitted according to an application of the invention of a regionally responsible service center. With this method both traffic counts and speed determinations can be determined. Through this "mobile traffic data generation" the expenses are significantly less expensive than conventional methods with fixed installations in or on the carriageways.
In particular, it is provided to carry out a long-term recording of route-related and / or event-related traffic data and to create from these a historical traffic database which can be used for forecasts or for the targeted control of traffic data acquisitions.
In this case, the control of the traffic data acquisition can be carried out on the vehicle side via the reaching of virtual detection points, ie after the start of the journey, the process of traffic data acquisition is started only after reaching a detection point. Subsequent route-related detection operations are also controlled via the acquisition of detection sites. If a detection point to be passed due to a preceding route is not reached within a predetermined period of time, the system is assumed to terminate the drive or exit the detection area (eg, minor roads), and the detection process is ended.

According to another possible application, in particular in connection with accidents or traffic jams, it is provided, for example starting from an accident vehicle, to give a warning to all vehicles which are in the vicinity of the accident location or are moving towards the scene of the accident. Due to the high cruising speeds on federal highways (BAB), the location details of the accident location plus historical travel position data for determining the direction of travel using the fastest communication option are transferred to the mobile network for this purpose.
The data is then transmitted directly in the affected radio cell or the adjacent radio cells to all available mobile subscribers without preprocessing. However, preferably only the mobile subscribers moving in the direction of the accident location are informed about the existing danger.
In this case, it is advisable to keep for individual road users the last section of the traveled track in addition to its current position as a historical "position tail" preferably on the vehicle side and to use this eg in the event of a traffic jam accident as "directions to the accident / storage location". This route description can then be attached to a corresponding warning message for other road users. The warning message is therefore not only specified according to the position at which the event occurred, but also according to the direction of travel or route.

Advantageously, the accident data are simultaneously transmitted to the responsible service center, which carries out a verification / plausibility check of the data. After checking, a confirmation is distributed to the relevant mobile subscribers or the accident report is stolen. All this requires that the respective mobile subscribers have a suitable, suitable for receiving these messages terminal.

It makes sense to carry out the remote query of the traffic-related attributes at least partially distance-related. Particularly in this context, by referring to historical data from the point of view of the traffic flow, particularly explosive areas or junctions of the traffic network can be monitored. For this purpose, vehicles are selected by the service center for detection, wherein the selection preferably takes place on the basis of the historical traffic data. The detection of the data is carried out in and / or between defined virtual detection areas, which are fixed or dependent on e.g. can be dynamically varied by the occurrence of an event such as congestion.

Further, at least in part, an event-related standard detection is provided, e.g. can be done by direct order of the service center to the vehicles or automatically and is carried out as widely as possible. A feedback of the vehicles to the control center takes place only when one or more predefined events have actually occurred, such as, for example. Windscreen wiper operation as an indication of onset of rain or braking. This feedback to the service center, supplemented with the location and time of occurrence of the event, gives the center an overview of the general traffic situation in the detection area.

For reasons of timeliness or urgency, a memory-expandable information container of the signaling channel can be used for the communication between the mobile radio subscriber and the mobile radio network. Such an information container is then to be evaluated in the relevant network node of the mobile radio network (for example the BSC of the GSM networks) and transmitted via broadcast functions in the relevant radio cells. The use of a traffic channel, which might not be immediately available in the event of an overload, is thus dispensable.

Figur 1

Beispiel für Funktionseinheiten der zentralen Erfassungsstelle

Fig. 2 u. 3

Anwendungsbeispiel der Verkehrsdatenerfassung

Fig. 4

Kommunikationsablauf einer direkten Verkehrswammeldung

Fig. 5 u. 6

dynamische Variation der Erfassungsbereiche im Bedarfsfall

In the following the innovation will be explained in more detail with reference to a drawing showing only one execution path. Here, from the drawing and its description further features essential to the invention and advantages of innovation emerge.
Showing:

FIG. 1

Example of functional units of the central data entry point

Fig. 2 u. 3

Application example of traffic data acquisition

Fig. 4

Communication process of a direct traffic alert

Fig. 5 u. 6

dynamic variation of the detection areas in case of need

1. 1. Einbringen der Anwendungs-Software in standardisierte Endgeräte.
2. 2. Definition der zu erfassenden Streckenabschnitte durch den Straßen- und / oder Dienstebetreiber (Auftraggeber).
3. 3. Umsetzung dieser Streckenabschnitte in geographische Beschreibung (Satellitenortungs-Koordinaten).
4. 4. Definition der auf diesem Streckenabschnitt zu erfassenden Attribute wie
   • Bestätigung der Durchfahrt auf diesem Strekkenabschnitt zum Zwecke der Verkehrszählung,
   • Zeitdaten, tatsächliche Durchfahrzeit bzw. Geschwindigkeit zur Ermittlung von Verkehrsbehinderungen und zum Aufbau von historischen Verkehrsdatenbanken,
   • weitere relevante, fahrzeugseitig vorhandene Attribute (Bremslichter, ABS-Info, Nebelschlußleuchte, Scheibenwischer, Temperaturfühler).
5. 5. Übertragung der definierten Anforderungen von der Dienstezentrale an das Endgerät.
6. 6. Funktionen des Endgeräts:
   • Ermittlung daß dieser Streckenabschnitt tatsächlich durchfahren wurde,
   • Ermittlung von Zeitdaten zur Bestimmung der tatsächlichen Durchfahrzeit bzw. Ermittlung der Geschwindigkeit,
   • Ermittlung von weiteren relevanten Attributen, die fahrzeugseitig vorhandenen sind (Bremslichter, ABS-Info, Nebelschlußleuchte, Scheibenwischer, Temperaturfühler).
7. 7. Übertragung der Verkehrsflußinformtionen vom Endgerät zur Dienstezentrale.
8. 8. Auswertung der Verkehrsflußinformationen in Dienstezentralen und Aufbereitung für die Weitergabe an andere Endgeräte und/oder Dritte.

The following basic system functions are required for dynamic traffic flow recording:

1. 1. Introduction of the application software into standardized terminals.
2. 2. Definition of the sections to be covered by the road and / or service operator (client).
3. 3. Implementation of these sections in geographical description (satellite location coordinates).
4. 4. Definition of the attributes to be recorded on this section such as
   • Confirmation of the passage on this section of the route for the purpose of traffic counting,
   • Time data, actual transit time or speed for determining traffic delays and to build historical traffic databases,
   • other relevant attributes on the vehicle (brake lights, ABS info, rear fog light, windscreen wiper, temperature sensor).
5. 5. Transmission of the defined requirements from the service center to the terminal.
6. 6. Functions of the terminal:
   • Determining that this section was actually passed through,
   • Determination of time data for determining the actual transit time or determination of the speed,
   • Determination of other relevant attributes that exist on the vehicle (brake lights, ABS info, rear fog light, windscreen wiper, temperature sensor).
7. 7. Transmission of Verkehrsflußinformtionen from the terminal to the service center.
8. 8. Evaluation of the traffic flow information in service centers and processing for forwarding to other terminals and / or third parties.

The terminals consist of satellite-based navigation system, mobile communication functions and a module for the application function including the few required operating functions. The application software and operating data can be introduced via a chip card, separate mechanical interfaces or via mobile radio interfaces in the vehicle-mounted terminal.

The necessary configuration parameters for the detection of the dynamic traffic information or traffic events are also set by means of a chip card (for example sending by post), by mechanical interfaces, by individual point-to-point or distribution communication in the terminal.

• über ein separates Interface am Endgerät,
• durch eine Chipkarte,
• durch eine Prozedur via Mobile Datenkommunikation und/oder durch
• Daten-Verteildienste im Mobilfunk

gleichfalls von der Zentrale zum Endgerät übertragen werden.The dynamic data for the geographical description of the section of the route on which traffic-related events are to be recorded can be

• via a separate interface on the terminal,
• through a chip card,
• by a procedure via mobile data communication and / or by
• Data distribution services in mobile communications

are also transmitted from the control center to the terminal.

In the example according to FIG. 2, the application recognizes whether the vehicle 13, which is located on a traffic route 12, has traveled through a defined detection area S1 and determines the passage time up to the detection area S2. If the predetermined passage time is significantly exceeded, the range section defined by the detection areas S1, S2 and the actual transit time is coded as "floating car data" and optionally with additional additional information such as operating status of brake lights, fog tail light, windshield wipers, ABS etc. and via mobile radio transmitted to the detection center 20 (see Figure 1).
On the basis of this assignment, the vehicle speeds determined by the vehicle terminals are then assigned to the road sections.
Likewise, a simple counting of the vehicles or the recognition of traffic flows passing through a specific section defined by detection areas S3, S4 is possible. Braking and acceleration behavior of the vehicle are recorded as event-related information and transmitted to the control center with position and time data.

As FIGS. 5 and 6 show, the position of the detection areas S1, S2 is initially fixed. However, if a traffic-relevant event (congestion area 14) occurs, it can be dynamically varied to S1 ', S2' and adapted to the new traffic situation in such a way that the best possible data collection is ensured.

If the event occurs 14, the terminal recognizes this by the vehicle behavior (braking) of the vehicle in the affected detection areas (S1, S2 or S1 ', S2') and it is given a message to the control center 20 via mobile. Abrupt stop of the vehicle can be an indication of an impact or accident. Heavy deceleration of the vehicle on the highway often means dust starts. Slow driving gives an indication of dense traffic etc. This message is coupled with the information where the event occurred (eg intersection 17) and the position lane of the reporting vehicle (eg intersection 18 - intersection 17).
The information given to the control center 20 would therefore be, for example: Event 14 has occurred at junction 17 after having covered the driveway crossing 18 - intersection 17. The control center 20 can now output to all vehicles the information that, when the route section is planned, intersection 18- Junction 17 Event 14 (traffic jam) will occur. As an alternative, the route intersection 18 - junction 19 is named. If the avoidance path is removed from the vehicle, then a feedback is sent to the center 20. From the feedback of the vehicles, the center 20 can recognize whether the diversion recommendation is accepted. The received data is processed by the application function in the control center 20 and the route data in a dynamic database 7 is assigned to a digital road map. In addition, by the geographic self-locating in the vehicle this example, shortly before the traffic jam on the imminent jam end be alerted (warning: Auffahrgefahr).

Plausibility checks 8 in determining the deviations (historical data, average data or other data of other participants on this section are used) are to suppress increased transit times caused by parking, breakdowns, etc. In addition, traffic information reported back to the road user may be exact geographically or logically, e.g. with the indication of street names.

In addition to the aforementioned dynamic post-processing of traffic flow information, all traffic flow information is collected and edited in a historical traffic database.

• a) Das Endgerät des Unfallfahrzeugs 13 sendet eine Meldung (Ortskoordinaten und weitere verfügbare Daten über Fahrtrichtung usw.) an seine unmittelbar zuständige Sende- und Empfangsstation (Basisstation BTS) des Mobilfunknetzes.
• b) Der übergeordnete Netzknoten 15 des Mobilfunknetzes (z.B. die BSC der GSM-Netze) wertet die Meldung aus und veranlaßt sofort das Aussenden einer Warnmeldung an andere Mobilfunkteilnehmer (Fahrzeuge 13a, 13b, 13c) der Ursprungs-und Nachbarfunkzellen z.B. im Rundsendeverfahren.
• c) Der übergeordnete Netzknoten sendet die Meldung parallei zu der zuständigen Dienstezentrale 20 (Servicezentrale), z.B. über DatexP-Leitung. Die Dienstezentrale führt eine Überprüfung der Meldung durch.
• d) Die Dienstezentrale sendet einen Bestätigungs- bzw. Stornierungsvermerk an den Netzknoten (BSC).
• e) Der Netzknoten (BSC) veranlaßt das Aussenden des Bestätigungs- bzw. Stomierungsvermerks in der Ursprungs- und den Nachbarzellen.

Especially in the event of an accident or traffic jam, it is important to immediately send a traffic alarm message to all road users who are in the vicinity of the accident or traffic jam, or who are approaching the event.
FIG. 4 explains, with reference to steps ae, a possible communication sequence for such a direct traffic alert message.

• a) The terminal of the accident vehicle 13 sends a message (location coordinates and other available data on the direction of travel, etc.) to its directly responsible transmitting and receiving station (base station BTS) of the mobile network.
• b) The parent network node 15 of the mobile network (eg the BSC of the GSM networks) evaluates the message and immediately causes the sending of a warning message to other mobile subscribers (vehicles 13a, 13b, 13c) of the origin and neighboring radio cells, for example in the broadcast method.
• c) The higher-level network node sends the message parallei to the responsible service center 20 (service center), eg via DatexP line. The service center checks the message.
• d) The service center sends a confirmation or cancellation notice to the network node (BSC).
• e) The network node (BSC) causes the transmission of the confirmation or stoma remark in the source and the neighboring cells.

To evaluate the Wammmeldungen the receivers must be 13a, 13b, 13c equipped with a corresponding terminal according to the invention. The exemplary accident data, e.g. Accident position, are compared with the own vehicle position. If a relevance (approach to the accident location) is detected, this is communicated via a human-machine interface. This can be done visually and / or acoustically (e.g., "accident after 2.5 kilometers"). The distance information is updated by means of the on-board satellite-based navigation system. The confirmation or cancellation of the traffic message by the service center 20 is displayed acoustically / visually.

The transmission of the data takes place, for example, via a signaling channel of the GSM mobile radio network available throughout Europe.

Required basic functions of the terminal:

1. 1. Eigenortung über die bekannten GPS-Verfahren und verbesserte Algorithmen.
2. 2. Funktionen der Anwendungssoftware
   • automatischer Betrieb,
   • Empfang von Grunddaten
   • ermitteln der Durchfahrt durch vorgegebenen Streckenabschnitt
   • ermitteln der aktuellen Durchfahrtzeit zwischen zwei Positionen bzw. Geschwindigkeit
   • Erkennen von eingestellten Ereignissen (Bremsen, Beschleunigen)
   • Plausibilitätsprüfung bzw. Aufbereitung der optionalen Zusatzinformationen (Lichter, ABS, Scheibenwischer)
   • Generierung der Verkehrsflußmeldung
   • Generierung der optionalen Zusatzinformationen (Licht, ABS, Scheibenwischer)
   • Generierung des Zeitpunktes
   • Kommunikationsmanagement für den automatischen Betrieb des GSM-Endgeräts
3. 3. GSM-Kommunikation
   • Interface für Mobilfunk-Datenübertragung und optional Kurznachrichten (SMS MO u. MT) und Verteilnachrichten (SMS CB)
   • optional erweiterbar auf Telefonie (Sprache)
4. 4. Mensch-Maschine-Schnittstelle (Bedienterminal), nur Grundelemente sind erforderlich. (5.) Optional

The traffic telematics terminals preferably consist of the following functional units:

1. 1. Localization via the known GPS methods and improved algorithms.
2. 2. Functions of the application software
   • automatic operation,
   • Reception of basic data
   • determine the passage through predetermined section of the route
   • determine the current transit time between two positions or speed
   • Recognition of set events (braking, acceleration)
   • Plausibility check or preparation of optional additional information (lights, ABS, windscreen wipers)
   • Generation of the traffic flow message
   • Generation of optional additional information (light, ABS, windscreen wiper)
   • Generation of the time
   • Communication management for the automatic operation of the GSM terminal
3. 3. GSM communication
   • Interface for mobile data transmission and optional short messages (SMS MO and MT) and distribution messages (SMS CB)
   • optionally extendable to telephony (voice)
4. 4. Human machine interface (operator terminal), only basic elements are required. (5.) Optional

Upgrade to an emergency call device and / or a fully functional dynamic route guidance system

Functions of the control panel

In the center 20 is a digital road map of the coverage area in the granularity of the road classes (BAB, highways, county roads, urban and municipal roads) and with system-specific attributes of the individual sections (such average transit time, parking spaces, etc.)

FIG. 1 explains the functions which the center 20 should preferably assume. The center 20 undertakes the communication management for the incoming dynamic traffic flow information of the various terminals (EG, 1, 2, 3), each equipped with or without a digital road map. In the center 20, the data of existing, conventional detection systems, e.g. of induction loops 4, shrink. The communication with the terminals (EG) happens for example via a GSM network, e.g. the D1 network. The received information is recognized in a special communication server 5, processed for further processing in a service server 6 and stored and assigned 7 sections in a database. In this case, we performed the check for plausibility 8 and a comparison using the traffic flow information obtained via roadside infrastructure systems 4. The data flow to the terminals is bidirectional, so that the network server 9 can return current processed data directly to individual or all associated terminals. There are also interfaces 10, 11 to third parties, be they public or private, provided over which the data can be passed. Through the knowledge of the historical traffic data and the current traffic situation, the service center 20 dynamically controls the route sections to be acquired and the attributes to be collected, such as speed, reporting threshold, traffic count etc. It specifically allocates acquisition orders to vehicles of selected regions, which it selects based on the historical traffic data. The data reported by vehicles will be processed and processed and made available in an appropriate form to mobile subscribers or third parties.

Claims (18)

1. Method for determining dynamic traffic information by mobile telephone, in which vehicle self-position finding is carried out by a terminal station provided in a vehicle of the mobile telephone subscriber and further attributes relevant to traffic are detected automatically, by remote inquiry or manually, wherein the data obtained are transmitted via a mobile telephone network directly to a service centre in which the data are further processed, wherein long-term collection of route-related and/or event- related traffic data is effected in the vehicle, wherein the control of traffic data collection is effected on the vehicle side by reaching virtual collection points, and a historical traffic data bank is composed at the service centre from the long-term traffic data obtained and from additional data available from other traffic data collection systems, wherein via mobile telephone network functions vehicles are selected by the service centre for collection and are consulted for control and for determination of dynamic traffic information.
2. Method according to claim 1, characterized in that a plausibility test of the collected data and if necessary a confirmation report of the accuracy of the data or a cancellation report to selected mobile telephone subscribers is effected at the service centre.
3. Method according to claim 1 or 2, characterized in that the remote inquiry is effected at least partially in relation to route, wherein stationary and/or dynamically variable collection zones in and/or between which collection takes place are defined.
4. Method according to any one of claims 1 - 3, characterized in that at least partially an event-related standard collection is carried out, reporting back to the service centre only after one or more predefined events have occurred.
5. Method according to any one of claims 1 - 4, characterized in that the collection of attributes relevant to traffic is effected by remote inquiry of the service centre to selected vehicles, the selection preferably being based on historical traffic data.
6. Method according to any one of claims 1 - 5, characterized in that the service centre transmits edited data and events and information relevant to the inquiry for traffic management, to the terminal stations of one or more mobile telephone subscribers and/or third persons.
7. Method according to any one of claims 1 - 6, characterized in that a temporary storage of attributes of sections covered by individual traffic subscribers is effected.
8. Method according to any one of claims 1 - 7, characterized in that the data communication, between mobile telephone subscriber and mobile telephone network and vice versa, is effected on a signalling channel.
9. Method according to any one of claims 1 - 8, characterized in that the attributes relevant to traffic include at least position and speed of the vehicle as well as time data.
10. Method according to any one of claims 1 - 9, characterized in that further attributes on the vehicle side such as operation of the brake light, the ABS, the fog lamp, the windscreen wiper, the braking, acceleration and direction of travel behaviour, following of traffic recommendations and weather data are collected.
11. Method according to any one of claims 1 - 10, characterized in that the service centre additionally uses data available from other traffic data collection systems.
12. Method according to any one of claims 1 - 11, characterized in that the collected traffic data are brought into register with a digitally stored road map at the centre.
13. Method according to any one of claims 1 - 12, characterized in that the software for operation of the terminal station is provided by chip card, separate mechanical interfaces or by mobile telephone interfaces.
14. Method according to any one of claims 1 - 13, characterized in that the centre allows optimization of the collection method and of traffic flow control by data distributing communication with the terminal stations.
15. Method according to any one of claims 1 - 14, characterized in that the data obtained are transmitted via the mobile telephone network from the vehicle directly to other mobile telephone subscribers.
16. System for determining dynamic traffic information by mobile telephone, wherein in a vehicle of the mobile telephone subscriber is provided a satellite position finding unit for vehicle self-position finding, and further attributes relevant to traffic on the vehicle side are automatically collected by a collection unit, by remote inquiry or manually, wherein a mobile telephone network is provided which transmits the data obtained via a mobile telephone network directly to a service centre for further processing, wherein long-term collection of route-related and/or event-related traffic data is effected by the collection unit, wherein the control of traffic data collection is effected on the vehicle side by reaching virtual collection points, and a historical traffic data bank which contains the long-term traffic data obtained and additional data available from other traffic data collection systems is arranged at the service centre, and mobile telephone network functions are provided for control and for determination of dynamic traffic information by way of vehicles selected by the service centre.
17. System according to claim 16, characterized in that an automatic tracking device is provided.
18. System according to claim 16 or 17, characterized in that an emergency call terminal station is provided.

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