EP0915446B1 - Système de guidage routier, d'information et de positionnement - Google Patents

Système de guidage routier, d'information et de positionnement Download PDF

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Publication number
EP0915446B1
EP0915446B1 EP98116891A EP98116891A EP0915446B1 EP 0915446 B1 EP0915446 B1 EP 0915446B1 EP 98116891 A EP98116891 A EP 98116891A EP 98116891 A EP98116891 A EP 98116891A EP 0915446 B1 EP0915446 B1 EP 0915446B1
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EP
European Patent Office
Prior art keywords
traffic
vehicle
data
information
vehicles
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.)
Expired - Lifetime
Application number
EP98116891A
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German (de)
English (en)
Other versions
EP0915446A2 (fr
EP0915446A3 (fr
Inventor
Martin Köhler
Karl-Ludwig Köhler, deceased
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.)
Deutsche Telekom AG
Telekom Deutschland GmbH
Original Assignee
Deutsche Telekom AG
T Mobile Deutschland GmbH
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Publication date
Application filed by Deutsche Telekom AG, T Mobile Deutschland GmbH filed Critical Deutsche Telekom AG
Publication of EP0915446A2 publication Critical patent/EP0915446A2/fr
Publication of EP0915446A3 publication Critical patent/EP0915446A3/fr
Application granted granted Critical
Publication of EP0915446B1 publication Critical patent/EP0915446B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled

Definitions

  • a method and a device are described, with the aid of which traffic flow data can be determined, processed on all connection routes serving road traffic and can be made available to the road user individually.
  • the previous influence on traffic by traffic management and information systems is still limited to individual sections of the route, focus of traffic or regions of metropolitan areas). These sections also correlate insufficiently with one another.
  • road users have only very patchy, up-to-date information.
  • there is no uniform concept or traffic management system so that road users have to find their way around a wide variety of control mechanisms and information channels; Traffic announcements, RDS ticker (s) (Radio Data System), route and diversion signs, changing signs, forecasts on television or magazines etc. try to inform the driver and give decision support - more or less up to date.
  • traffic data or information about the Purpose of traffic control and road safety from the View of a driver in different ways Arrange priority levels, so there are events that intervene directly in the driving action (e.g. within of the next mileage) and those in relative short, medium or long-term periods or, Distance levels are up for decision.
  • a traffic jam that is forming. Changes in speed of total traffic, Aid vehicles, sudden local weather changes (rain, Storm, hail, ice, etc.), accident, traveling construction sites, Redirection, and much more, based on the current situation Driving experience, are all events. the driving behavior of the affected drivers directly and immediately affect and only in the second place a superordinate Headquarters concern. One of the most important is if possible short access time to this 'data'. Accumulating to Decision making purposes (whether human or machine) only delays unnecessarily and is crucial in DVIS Disadvantage. Relevant news should only be the Vehicles leaked immediately from it are affected (vehicle selection).
  • DE 40 34 681 A1 discloses a method for transmission of traffic information between vehicles where dynamic traffic information and / or events in Form of traffic-relevant data from those on traffic participating vehicles recorded, even transported and via an information channel between encountering each other or overtaking vehicles.
  • dynamic traffic information and / or events in Form of traffic-relevant data from those on traffic participating vehicles recorded, even transported and via an information channel between encountering each other or overtaking vehicles.
  • Speed recommendations for the further distance to give Linking the recorded Traffic information with location and time parameters not described.
  • the invention has for its object a dynamic Traffic management, information and positioning system of the type mentioned so that a faster system is created, which only the records data relating to the individual driver, evaluates and transmits.
  • the invention has the advantage that one can needs a minimum of infrastructure and hereby one predominantly decentralized traffic control achieved whose data highly topical specifically only the driver concerned be made accessible.
  • the system according to the invention uses different ways of data transfer than the prior art mentioned in the introduction to the description. Neither GSM nor GPS components are required for the pure function of the system; but can also be integrated. The only commonality concerns the vehicle information channel, but with the difference that in the VIPS the vehicle-vehicle communication takes place directly with a specially designed transceiver.
  • VD information from oncoming vehicle C.
  • VLS traffic control center
  • the VIPS system thus selects the data stream without external action. Only in the second place, on the corresponding ones Coupling and decoupling points, data is sent to a control center forwarded or important data fed.
  • An electronically readable, standardized and unambiguous road marking is provided for meter-precise positioning, which the current (D) GPS cannot achieve.
  • a correspondingly accurate, satellite-based, future system would mean a multiple in financial expenditure compared to the simple and maintenance-free marking proposed here.
  • the current position of the vehicle can be covered with a digital map.
  • VIPS installs itself with each new vehicle that is added, without any advance payments from the road operator, thereby increasing efficiency.
  • traffic control centers are only necessary at a later point in time; completely in contrast to DVIS, in which a not inconsiderably complex know-how has to be advanced.
  • the decentralized VIPS structure increases the operational security compared to DVIS. There are further differences when considering the cost distribution between users and public authorities; System dependency on the operator GSM and GPS; Anonymity of user users; Functionality on all roads; Tolls; Tasks of law enforcement officers and much more
  • Local detection of the traffic density ahead by the on-board computer advantageously results in traffic being influenced in the form of a dynamic directional speed. Depending on the traffic density, this improves the throughput of the vehicles on this section of the route. Longer excesses of this target speed can lead to automatic speed throttling or can be forwarded to traffic control VA via the information channel IK.
  • the stationary sensor system postulated under a) is assigned exclusively to the vehicles, i.e. all relevant variables directly related to traffic can be captured in any and by any vehicle. This affects measured values, e.g. Speed, traffic jam, Accident, construction site, speed restrictions, Diversions, traffic density but also temperature, Brightness, rain etc.
  • this information bridge is in only for the time of passing or meeting closed a limited spatial distance.
  • this information channel can have data in both Directions (full duplex) are exchanged.
  • the data that the oncoming traffic delivers, but are the data of the own route section ahead. To this Can be forward-looking and up to date Recognize traffic-related issues without doing so additional measures by higher-level decision-makers must be involved and waited. It arises Flow of data and information back and forth to Direction of travel.
  • An on-board computer prepares the data for the own vehicle, sorts and weights them and hits them Preliminary decisions on passing on via the IK, e.g. local, regional, nationwide, current or in a time grid. Data can also be target-specific over longer distances only the data record has to be forwarded addressed and vehicles with appropriate destinations be transmitted.
  • Is a dialogue in the form of characters or language between the traffic control or control center and the vehicle desired this can be done using the standardized Information channel IK are processed. Let the same also bring in search messages that e.g. of the Traffic control centers are initiated.
  • Each one serves as a transmission or carrier medium Vehicle, comparable to the cells in the digital Message stream of modern communication technologies, e.g. ATM (Asynchronous Transfer Mode).
  • ATM Asynchronous Transfer Mode
  • the same marking and reading technology can be used also encode traffic signs accordingly and as Show road markings. These marks can then, as described above, by in the vehicle provided reading device read, decoded and the Vehicle drivers are displayed in the cockpit.
  • the energy supply of the sensor and communication network is the vehicles in this traffic technology assigned and thus relieves the road operator.
  • Vehicles for which fees are to be paid and were checked at all traffic control centers become; they pass on the information channel (IK) e.g. recognizable with license plates. Protection against abuse can be done by sealing the vehicle components to reach. Any manipulation of terminal equipment removes that Release characteristics, so that a vehicle without this identifier can be selected at all traffic control centers. For foreign vehicles can be entered at the border Acquire corresponding devices on loan with approval. A Recording of the actual road use in kilometers and / or time per vehicle to cover costs is possible.
  • IK information channel
  • Vehicles with searched license plates can by the Traffic control centers are filtered out.
  • All data can be called up from the moving company car (VAm) or influenced and addressed to the driver, e.g. expired TÜV etc.
  • VIPS traffic control, information and Positioning system
  • Data interfaces in the VIPS based on the concept of Euro-Scout, allow the coupling and decoupling of data for the purpose supra-regional traffic control and information. in the literally it's a floating car data collection, a much discussed objective in the Traffic telematics.
  • GSM mobile communications
  • black crossbars indicate that from Vehicle with legible markings on the side of the road indicated.
  • Vehicles A and C meet at Time t1 at the beginning of the relevant section of the road.
  • the vehicle A leaves the road section and has during the entrance on the road section with the mark there synced.
  • a traffic-relevant event occurred and vehicle A recorded this event and recorded in the memory of his computer. It encounters the vehicle C at the time t1, which is currently enters the road section from the other side.
  • the Information channel (IK) between the vehicles for a short time opened and the vehicle A transmits the in its On-board memory stored, traffic-relevant data VD to Vehicle C.
  • IK Information channel
  • This Data in vehicle C can now do this Data to be displayed immediately with the aim that this influences his vehicle accordingly (e.g. Slowing down in the event of an accident or fog in the Route section etc.). It is also possible that this Data in vehicle C also directly on the vehicle - act without the driver's influence (e.g. by a pre-programmed limitation of the Vehicle speed).
  • the vehicle C thus drives into the monitored section of the route, taking into account the traffic-relevant data acquired by the vehicle A, and adjusts its driving style accordingly.
  • vehicle B encounters vehicle B entering the route section from the other side, to which vehicle B the data recorded in the route section is in turn transmitted.
  • the data stored in the vehicle memory of vehicle C correspond to those that were received by vehicle A.
  • vehicle C when removing the obstacle in the monitored road section, the data recorded by vehicle A are modified and vehicle C only reports to vehicle B at time t2 that there are no obstacles.
  • the present exemplary embodiment is not to be interpreted as limiting the technical teaching of the invention. It represents a possible mode of operation of the invention only on the basis of a possible scenario.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Radar Systems Or Details Thereof (AREA)

Claims (24)

  1. Procédé pour faire fonctionner un système de guidage routier, d'information et de positionnement (VIPS), selon lequel des informations et/ou des événements routiers dynamiques sont reçus sous la forme de données importantes pour le trafic (VD) par les véhicules participant au trafic, sont transférés automatiquement et sont échangés par l'intermédiaire d'un canal d'informations (IK) entre des véhicules qui se croisent ou qui se doublent,
       caractérisé en ce que les données importantes pour le trafic (VD), reliées à une information de lieu et de temps, sont recueillies dans les véhicules (A-D), stockées provisoirement et transmises à d'autres véhicules, l'information de lieu étant déterminée grâce à l'évaluation de marquages de file de circulation (FM) aptes à être lus par voie électronique, normalisés et univoques, et en ce que des panneaux de signalisation (VZ) sont indiqués à l'automobiliste dans le véhicule, pour la durée de leur validité, grâce au même procédé technique de marquage et de lecture de file (FM).
  2. Procédé selon la revendication 1, caractérisé en ce que le sens de circulation par rapport à d'autres véhicules est détecté à l'aide d'au moins un marquage (FM) qui est disposé sur la file de circulation.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que les données importantes pour le trafic (VD) qui sont recueillies par le véhicule A sont envoyées à un véhicule (C) arrivant en sens inverse, lequel sert de support d'informations pour le laps de temps nt =t2 - t1 et envoie lesdites données importantes pour le trafic à un véhicule (B) circulant dans le même sens que le véhicule (A).
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que les données importantes pour le trafic (VD) sont effacées dans le véhicule lorsque le lieu d'origine de ces données a été dépassé et que les mêmes données sont fournies comme informations par les véhicules circulant en sens inverse, ou quand les données ont pu être transmises à un service de guidage routier (VLS).
  5. Procédé selon l'une des revendications 1 à 4, caractérisé en ce que le canal d'informations (IK) sert aussi de canal de couplage et de découplage pour les données importantes pour le trafic (VD) à partir des services de guidage routier (VLS) et vers ceux-ci et/ou vers la surveillance fixe (VA) ou mobile (VAm) du trafic.
  6. Procédé selon l'une des revendications 1 à 5, caractérisé en ce que des données propres à un véhicule et concernant une autorisation technique de trafic et une responsabilité sont mises en mémoire dans le véhicule.
  7. Procédé selon les revendications 1 à 6, caractérisé en ce que par l'intermédiaire du canal d'informations (IK) et grâce à des codes protégés spécialement, la surveillance du trafic peut interroger des données définies concernant le véhicule ou entamer un dialogue avec l'automobiliste.
  8. Procédé selon l'une des revendications 1 à 7, caractérisé en ce que pour une commande du trafic à court terme et/ou provisoire (par exemple déviation, travaux, etc.), des informations peuvent être obtenues par l'intermédiaire du canal d'informations (IK) à partir de marquages de file de circulation portables (FMp) ou de balises d'informations portables (IBp).
  9. Procédé selon l'une des revendications 1 à 9, caractérisé en ce qu'on associe à la densité du trafic prévisible, dans un sens ou dans les deux sens, qui est déterminée à partir des données reçues par les véhicules circulant en sens inverse, une vitesse conseillée optimisée rapportée à un tronçon, et cette vitesse conseillée est signalée à l'automobiliste.
  10. Procédé selon l'une des revendications 1 à 10, caractérisé en ce que les données concernant le trafic (VD) peuvent aussi être transmises en fonction de la destination.
  11. Procédé selon l'une des revendications 1 à 11, caractérisé en ce que le véhicule participant au trafic entre automatiquement en contact avec n'importe quel autre véhicule, grâce au dispositif de communication (KE), par l'intermédiaire d'un pont de communication unique, et en ce que ce canal d'informations (IK) n'est fermé que pendant que le véhicule passe devant l'autre véhicule ou le croise à une distance limitée dans l'espace.
  12. Procédé selon la revendication 12, caractérisé en ce que par l'intermédiaire du canal d'informations (IK), des données peuvent être échangées dans les deux sens (duplex).
  13. Procédé selon l'une des revendications 1 à 13, caractérisé en ce qu'un ordinateur de bord prépare, trie et pondère les données pour son propre véhicule, et prend des décisions préliminaires en vue d'une transmission par le canal IK, par exemple à l'échelle locale, régionale, nationale, momentanément ou dans un créneau horaire.
  14. Procédé selon l'une des revendications 1 à 14, caractérisé en ce que sur de plus grandes distances, les données sont aussi transmises en fonction de la destination, et en ce que, à cet effet, l'enregistrement est adressé et communiqué à des véhicules qui ont des destinations correspondantes.
  15. Procédé selon l'une des revendications 1 à 15, caractérisé en ce qu'il est prévu un affichage de la vitesse conseillée, et la valeur de mesure qui est affichée est accouplée au tachymètre propre du véhicule de telle sorte que si les deux valeurs de vitesse sont égales, un signal d'avertissement acoustique et/ou optique informe l'automobiliste, et que cette information entraíne éventuellement des mesures de commande du trafic.
  16. Dispositif pour mettre en oeuvre le procédé selon l'une des revendications 1 à 16, caractérisé en ce que chaque voie de circulation reçoit un marquage de file (FM) lisible de manière univoque, et des panneaux de signalisation reçoivent au moins un marquage (VZ), également lisible, en vue d'une identification, et en ce que chaque véhicule est équipé d'un dispositif de communication (KE) de véhicule à véhicule (VLS, VA, IBp, VAm) et d'un lecteur (LV) pour les marquages de file (FM) et/ou les marquages de panneaux de signalisation (VZ).
  17. Dispositif selon la revendication 17, caractérisé en ce que les dispositifs de communication (KE) comportent une unité d'émission-réception prévue spécialement à cet effet.
  18. Dispositif selon la revendication 17 ou 18, caractérisé en ce que l'unité d'émission-réception du dispositif de communication (KE) se compose d'un émetteur à puissance minimale avec une émission omnidirectionnelle.
  19. Dispositif selon la revendication 17, caractérisé en ce que les marquages de file (FM) normalisés et/ou les marquages de panneaux de signalisation (VZ) contiennent des données lisibles par voie électronique.
  20. Dispositif selon l'une des revendications 17 et 20, caractérisé en ce que des marquages (FM) qui sont installés au début de chaque file et à plusieurs reprises, de manière cyclique, sont prévus et sont "lus" par le véhicule, et en ce que la position des marquages (FM) lisibles par voie électronique est en même temps la marque zéro pour un télémètre qui divise le trajet et positionne ainsi chaque véhicule avec précision.
  21. Dispositif selon la revendication 20, caractérisé en ce que tous les marquages de file (FM) qui mènent dans un sens se distinguent du sens inverse par leur code.
  22. Dispositif selon les revendications 21-22, caractérisé en ce que pour une commande du trafic à court terme et/ou provisoire (par exemple travaux), on peut utiliser des marquages de file de circulation portables (FMp) et/ou des balises d'informations portatables (IBp).
  23. Dispositif selon l'une des revendications 17-23, caractérisé en ce qu'il est prévu un affichage à l'aide duquel les marquages de panneaux de signalisation (VZ) lus sont signalés à l'automobiliste d'une manière analogue à l'aspect extérieur du symbole de circulation.
  24. Dispositif selon l'une des revendications 17 à 24, caractérisé en ce qu'un terminal de dialogue disposé dans le véhicule, en liaison avec le canal d'informations (IK), permet l'échange de signes et/ou de parole avec la surveillance du trafic (VA, Vam) ou avec le service de guidage routier (VLS).
EP98116891A 1997-09-16 1998-09-07 Système de guidage routier, d'information et de positionnement Expired - Lifetime EP0915446B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19740602 1997-09-16
DE19740602A DE19740602B4 (de) 1997-09-16 1997-09-16 Verkehrsleit-, Informations- und Positionierungssystem (VIPS)

Publications (3)

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EP0915446A2 EP0915446A2 (fr) 1999-05-12
EP0915446A3 EP0915446A3 (fr) 2000-05-10
EP0915446B1 true EP0915446B1 (fr) 2004-07-14

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AT (1) ATE271246T1 (fr)
DE (2) DE19740602B4 (fr)

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EP1262935B9 (fr) * 2001-05-31 2006-08-02 Siemens Aktiengesellschaft Procédé pour échanger des informations d'état via des connexions radio directes entre des terminaux d'abonné
DE10126618B4 (de) * 2001-05-31 2007-03-08 Siemens Ag Verfahren zum Austausch von Statusinformationen über direkte Funkverbindungen zwischen Teilnehmer-Endgeräten
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Publication number Publication date
EP0915446A2 (fr) 1999-05-12
ATE271246T1 (de) 2004-07-15
EP0915446A3 (fr) 2000-05-10
DE19740602A1 (de) 1999-03-18
DE19740602B4 (de) 2009-06-04
DE59811667D1 (de) 2004-08-19

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