EP0943137B1 - Method for transmitting local data and measurement data from a terminal, including a telematic terminal, to a central traffic control unit - Google Patents

Abstract

A reduction in telecommunications costs in the transmission of extensive data from a telematic terminal unit in a vehicle to a central station is made possible by a method for the transmission of location data implicating the location of the terminal unit in a traffic network at a point in time and of measurement data impliciting other characteristics of the traffic network at a location and/or at a time to the central traffic station, which location data and measurement data are detected by the terminal unit, particularly a telematic terminal unit for a vehicle. At least some of the data records transmitted from the terminal unit to the central traffic station contain only location data and some of the data records transmitted from the terminal unit to the central traffic station contain measurement data.

Description

The invention relates to a method for transmitting location data and measurement data from a terminal, in particular a telematics terminal, to a traffic control center.

The use of vehicles traveling in a traffic network Collection of traffic data (FCD = floating car data) for a traffic recording and - forecast center requires the transfer of data from the vehicle to the Traffic forecasting center via mobile radio or the like. In doing so, one Vehicle (FC) to a traffic center the location of the vehicle to several data that implies successive times, possibly including in each case transmit a time of implicit data as well as data recorded by the vehicle Measurement data, such as speeds, cruising speeds, Temperatures and the like at certain times in certain places or between certain locations where the terminal was at the time. Those caused by the transmission from the terminal to a traffic control center However, telecommunication costs are relatively high.

EP 0 715 288 A1 discloses the compression of a vehicle to a control center to be transmitted, the operating state and / or the surroundings of the vehicle relevant vehicle data by defining predetermined classes to be transmitted of vehicle data.

The object of the present invention is simple, inexpensive and efficient Reduction of telecommunication costs in the transmission of data from a terminal to a traffic center. The task is through the objects of independent claims.

The invention leads to a reduction in the telecommunications costs incurred. From the terminal, the location of the terminal in each case in a traffic network implicit location data and properties of the transport network at a point in time measurement data implicit at a location and / or at a point in time transferred from each other. Location data on the one hand and on the other hand Measurement data before transmission to location data records and measurement data records can be summarized, the measurement date or local date or several measurement data or location data at different locations or times contain. Properties of the traffic network implied by measurement data in one place and / or time can in particular be data relating to a traffic jam and / or Travel time and / or a possible driving speed and / or a temperature and / or precipitation at a place and / or the time of a place (one Vehicle) in the traffic network. The location can be determined by a specific one point-like location or by one, for example, by several points specified area (i.e. a section of the transport network) become. The time, e.g. properties of the Transport network can relate to one point in time or by one Time range in the form of several points in time. Data records with measurement data can use a reference date of a specified type to assign the measurement data in the Central to a position in, for example, a digital map of the transport network in the traffic center included; Such referencing can affect the location of the traffic network and / or refer to the point in time at which the measurement data based on their measurement. A terminal according to the invention can in particular be a telematics terminal for a vehicle, which is used to detect Traffic data and / or for receiving traffic data from a traffic control center can be trained.

The method according to the invention enables optimal utilization more expensive and possibly also more limited Telecommunication times in the transmission from one terminal to one Traffic Center. Due to the independent compression or transmission of data records with only location data and of data records with measurement data becomes the Total amount of data transferred reduced. Moreover, an adaptation to local ones Requirements possible: For example, on a straight highway section without Branches or driveways a transmission of location data only in relatively large Time intervals or local distances make sense, so that possibly more measurement data (zu Speeds, traffic jams, black ice, etc.) are transmitted as location data. On the other hand can for example in a city area a transmission of location data in small time intervals and / or local distances may be appropriate as a vehicle has a relatively large number of turning options, which allow complete detection of the route of the vehicle in the city require a relatively frequent location data transmission, so that more location data than measurement data may have to be transmitted here. however can individual data records at times, at which location data and measurement data for Transmission occur, contain location data and measurement data.

The length of a data record with only location data and / or one is expedient Variable data record with measurement data. The location or time referencing of Data records on location data and data records on measurement data can differ his. Referencing can in particular be a place or time or a Include location area or time area. The transfer is conveniently carried out by Mobile. The transmission of the data records from the terminal to is particularly advantageous Traffic center as a short message (e.g. GSM-SMS), which is a high degree of universality and automatic further processing allowed in the traffic control center.

Eine Übertragung von Meßdaten-Datensätzen vom Endgerät an die Verkehrszentrale kann bei Auftreten eines Ereignisses einer im Endgerät vorgegebenen Art erfolgen. Ein derartiges Ereignis kann insbesondere das Unterschreiten eines Geschwindigkeitswertes durch ein Fahrzeug, in welchem sich das Endgerät befindet, durch das Unterschreiten oder Überschreiten eines von mehreren Geschwindigkeitswerten, durch das Durchfahren einer engen Kurve (mit starkem Lenkradeinschlag und/oder Änderung der durch GPS erfaßbaren Fahrtrichtung des Fahrzeuges in welchem sich das Endgerät befindet), durch Ablauf eines Zeitintervalls (nach welchem jeweils eine Übertragung von Meßdaten zu erfolgen hat) oder dergleichen erfolgen, um eine Automatisierung zu ermöglichen.

When data records with location data and / or with measurement data are transmitted can be defined by different, predefinable conditions in the end device:

A transmission of measurement data records from the terminal to the traffic control center can take place when an event of a type specified in the terminal occurs. Such an event can, in particular, mean that a vehicle, in which the terminal is located, falls below a speed value by dropping below or exceeding one of several speed values, by driving through a tight curve (with a strong steering wheel lock and / or changing the direction of travel that can be detected by GPS) Vehicle in which the terminal is located), by the expiry of a time interval (after which a transmission of measurement data must take place) or the like in order to enable automation.

The transmission of a location data record can take place after a certain Time interval and / or when another event occurs. So can location data is also transmitted, for example, when a vehicle is in which is a terminal, a predeterminable location (from a variety of predeterminable locations), for example, a certain motorway junction happens. Passing a certain place can happen due to a digital Map in the terminal and / or based on that acquired by GPS or the like Position of the terminal. Moreover, or instead, there is one Transfer of location data from the terminal to the traffic center makes sense if that Vehicle in which the terminal is located, a certain distance has passed through or one (by a steering wheel lock and / or by a continued location detection in the terminal detectable) change of direction occurred because especially in this case, the transmission of a new location data record for determination the path of the terminal is important for the traffic control center.

The method according to the invention can be in a terminal and / or Traffic center be implemented.

Fig. 1

als einzige Figur schematisch ein sich in einem Verkehrsnetz bewegendes Fahrzeug mit einem Endgerät, welches Daten an eine Zentrale übermittelt.

Further features and advantages of the invention result from the following description of an exemplary embodiment with reference to the drawing. It shows:

Fig. 1

the only figure schematically shows a vehicle moving in a traffic network with a terminal which transmits data to a central office.

1 shows a vehicle 1 with a terminal 2 according to the invention, which Location data (GPS 13), the vehicle speed measured by the vehicle 1 v and distance covered s, the outside temperature T (at vehicle 1) and the time t (through a digital clock etc. in the terminal or vehicle). The vehicle 1 is moving in a transport network shown here in extracts with i.a. an A8 motorway as well as federal highways B300, B17 with consecutive passage in time (t) its vehicle locations x1 (t1), x2 (t2), x3 (t3), x4 (t4), x5 (t5) at times t1 to t5. From terminal 2, locations x1 to x5 etc. of the terminal should be at specific times t1 up to t5 location data and measurement data measured by the terminal to the Traffic center 4 are transmitted where traffic data of a variety of Vehicles and possibly other data (for example from stationary detectors in the Traffic network) for traffic recording, traffic forecast and / or Single vehicle navigation can be used. The transmission 7, 8, 9 of Location data or 10 of measurement data from the terminal 2 to the control center 4 takes place by radio, here by mobile radio (antenna 18 of the terminal 2, antenna 6 of the traffic center 4). Here, a digital data format, namely a, is used for transmission 7, 8, 9, 10 Cellular short message format (GSM-SMS) used.

To optimize the telecommunications costs incurred during transmission 7, 8, 9, 10, location data and measurement data are dealt with separately here.

Data in the terminal 2 can be used both for a data record with location data as well can be used for a data record with measurement data. This can be especially for Referencing of location data and / or reference data used be valid. Referencing data can be the time and / or the location, which location data and / or refer to measured data. A location can be used as a location point or as Local area (x1, x2) can be specified; a time can be as time 11 or Period t1, t5 can be shown. The referencing of location data and measurement data serves to enable the assignment of location data x1 to x5 and measurement data v1 .. v5, T1 (t1) etc. in the traffic center 4.

Data is thus assigned to one or both of two data containers. On Data container is implicit for the location of the end device at different times Location data provided; a second container is for other measurement data of the Terminal implicit measurement data, in particular speeds, temperatures, Travel times etc. provided.

Location data and / or measurement data may possibly be in the terminal 2 before the transmission (7 to 10) to be processed further.

Before the transmission 7 to 10 from the terminal 2 to the control center 4, one takes place Unbundling of data for data records that only concern location data (or container 1) and data records relating to measurement data. In particular location data and / or Time data can possibly be assigned to both data records. Furthermore, the Transmission 7 to 10 possibly other data such as the designation of the vehicle type etc. be transferred with.

For data records 11 to 13 relating only to location data and for data relating to measurement data Records 14 may have different criteria for causing one Transmission 7 to 10 must be defined.

For location data records, it can be defined, for example, that transmission takes place if the current location x1 corresponds to a location y1 specified in the terminal 2 with sufficient accuracy. Such a location of interest specified in the terminal can in particular be the start y1 of an A8 motorway or the location of a branch y4 of a B300 federal highway from an A8 motorway or the like. Instead or in addition, it can be specified that a terminal 2 initiates a transmission if the direction of travel of the terminal 2 or of the vehicle 1 changes; The change in direction of travel can be due to continuous evaluations of GPS data 3 on the end device side and / or by a steering wheel lock of the extent predefined at the expected speed on the A8 motorway, with a digital map in the end device 2 possibly being used for this purpose to check whether here there is a curve on the road A8 traveled by the terminal 2 of the time or / and whether there is a possibility of departure,
Autobahn service station etc. is available. Furthermore, if the vehicle is not caused to indicate its location position for any other reason, it is also possible to arrange for transmission after certain time and / or location intervals.

If location data x1, x4, x5, which from vehicle 1 or terminal 2 to a central office 4 can be transmitted for location determination, the path of the Terminal 2 can be determined in a digital map 15. Here you can by Plausibility checks Inaccuracies or gaps in the determination of the location of the terminal 2 can be supplemented with the help of the card 5. For example, the most likely path of a terminal 2 between two of the control center 4 known Points x1, x5 can be determined on the basis of roads running between them. In particular, different spatial and / or temporal Interpolation procedure with the data transmitted to the control center x1 (t1), x4 (t4), x5 (t5) be performed.

Furthermore, different measurement data such as speeds, Temperatures, travel times between two points, etc. are recorded. For the The transmission of a data record with measurement data can be triggered in the terminal 2 different specifications can be implemented alternatively or side by side. For example, travel times can be transferred if between two predetermined points y1, y4 the actual travel time of the terminal t4 - t1 a predetermined value stored in the terminal 2. Furthermore, a Transmission from the terminal to the control center can be triggered when the Speed of terminal 2, possibly depending on the vehicle 1 type, below or above one of possibly several threshold values specified in the terminal 2 lies. A transmission can also be carried out at a predetermined temperature, for example the freezing point or a temperature above the freezing point, to be triggered.

In the control center 4 there is an assignment of data set detected by the terminal 2 14 transmitted measurement data (speeds, travel times, temperatures, etc.) Positions in the digital map 15 in the control center 4. If in a data record 14 with Measurement data for each measurement date, the location (GPS 3) detected by the terminal 2 x1 to x5 etc. is also specified and transmitted, is a direct assignment in the control center 4 Positions in the map 15 possible. Furthermore, an assignment based on individual measured data transmitted times taking into account the route, i.e. locations x1, x4, x5 of vehicle 1 possible. This enables measurement data to be determined at specific locations x1 to x5 are assigned to the digital map 15 on the route of the vehicle 1. If measurement data in a measurement data record 14 in the control center 4 for assignment or for Check the assignment to positions in the digital map 15 with that of one Vehicle 1 covered distance x1, x4, x5 are compared, it is appropriate if one for each location data record 11, 12, 13 and for measurement data records 14 Vehicle identification is transmitted so as to assign the measurement data sets Enable location data records in the control center 4 for a special vehicle 1; the Identification can, for example, in a mobile phone number (5) of the terminal or a virtual number.

To supplement this, an example of a reconstruction of a route is given below and driving behavior of a vehicle explained based on transmitted data.

1 problem

The starting point of the reconstruction problem is a discrete sequence PRH = (PR i ) i = 1 ... N of point-related route support points (position report history, PRH) as well as a discrete sequence that fits in time and space SRH = (SR j ) j = 1 ... M from route-related driving profile support points (Section Report History, SRH). Track or profile support points have the attributes ¹ specified in the table below. Attributes of guideway and driving profile support points Stützatellentyp attribute contraction explanation PR Latitude λ latitude Longitude φ longitude Time stamp T absolute time Attributes of guideway and driving profile support points Support Type attribute contraction explanation SR Distance s Distance from the (temporal) end of the route against the direction of travel Time stamp T absolute time for the beginning of the section in the direction of travel (arrival time) Spatial Extension .DELTA.s spatial expansion of the section on the route Temporal extension .DELTA.T temporal extension of the section Section data item F profile date related to the section

The two sequences PRH, SRH are indexed in chronological descending order with respect to the time stamp attribute of their sequence elements PR _i , SR _j T (PR i + 1 ) ≤ T (PR i ) T (SR j + 1 ) ≤ T (SR j ).

Abbildung 1: Illustration des RekonstruktionsproblemsFigure 1 illustrates the reconstruction problem using a description of the original route (λ (s), ϕ (s)) (longitude and latitude) in the form of five route support points PR ₁ , ..., PR ₅ and a description of the travel profile F (see ) = f (λ (s), ϕ (s)) in the form of four driving profile sections SR ₁ , ..., SR ₄ .

Figure 1: Illustration of the reconstruction problem

The distance s of the path points from the end of the route along the route opposite to the direction of travel acts as the path parameter on the original route. For the range of values of this path parameter, the route applies s ∈ [0, L W ] L W = S (PR N ).

And with regard to the driving profile applies s ∈ [0, L P ] L P = Σ M j .DELTA.S (SR j ).

The profile sections are lined up along the route without gaps, ie it applies S (SR j-1 ) + .DELTA.S (SR j ) = S (SR j ), j = 2 ... M.

The individual driving profile sections characterize the driving profile on the basis of the mean value ¹ F _{j of} the profile measured values {F (s) | s ∈ [S (SR _j ), S (SR _j ) -ΔS (SR _j )]}.

A reconstruction, that is to say a solution to the reconstruction problem, is understood to mean a sequence of route elements of the predefined representation of the road network which best map the route described by the PRH and the driving profile described by the SRH to the road network.

Track elements that are part of a reconstruction have values for the following attributes. Attributes of a route element Type attribute contraction explanation static Latitude starting position λ _a latitude Longitude starting position ϕ _a longitude Latitude end position λ _e latitude Longitude end position ϕ _e longitude Length L length dynamic Time stamp T absolute time for the starting position (arrival time) Travel time TT Travel time on the route element Section data item F profile date related to the route element

The static attributes come from the network description (where question); the dynamic attributes are used to establish a time reference (when question) and to assign profile data (how question) for the route elements. The sequence R is sorted with respect to the time stamp attribute of its sequence elements SE _k in chronologically descending order, ie it applies T (SE k + 1 ) ≤ T (SE k ), k = 1 ... (A1).

2 reconstruction relations

This section defines some general relations that form the basis for solving the reconstruction problem (reconstruction relations). The aim is to express the dynamic attributes of the sequence elements SE _k ∈ R of the reconstruction as values of suitably connected reconstruction relations.

2.1 Time interpolation mapping T

The time interpolation map T (s) represents a continuous interpolation with respect to all discrete time information from the PRH and SRH, ie each point s ∈ [0, Max (L _W , L _P )] on the original route is an approximation T (s) for assigned the point in time at which the floating car passed the point. Designated (t l ) l = 1 ... (N + M) . t l ∈ {T (PR i ) i = 1 ... N} ∪ {T (SR j ) j = 1 ... M}, t l + 1 ≤ t l indicates the sequence of time stamps of PR _i ∈ PRH and SR _j ∈ SRH and indicated in descending order (s l ) l = 1 ... (N + M) . l ∈ {S (PR i ) | i = 1 ... N} ∪ {S (SR j ) | j = 1 ... M}, l + 1 ≤S l the sequence of the associated values of the path parameter s, then T (s) has the boundary conditions T (s l ) = t l , l = 1 ... (N + M) to fulfill. In addition, T (s) depends on the model. The simplest time interpolation mapping interpolates linearly (constant speed) between two successive time stamps t _l , t _{l + 1} and can be defined in sections as follows: T (s) = α l + β l · S, s l ≤ s <s l + 1 , l = 1 ... (N + M-1), α 1 = t l s l + 1 - see l t l + 1 s l + 1 -s l . β 1 = t l + 1 - t l s l + 1 - see l ,

Abbildung 2: Illustration der Zeitinterpolationsabbildung T(s)This time interpolation map is illustrated in the figure below

Figure 2: Illustration of the time interpolation map T (s)

2.2 Profile interpolation mapping F

The profile interpolation F (s) represents a continuous interpolation with respect to the discrete driving profile data {F (SR _j ) | j = 1 ... M}, ie each point s ∈ [0, L _P ] of the original route is an approximation F (s) assigned for the value that the original driving profile has at this point.

Like T (s), F (s) is model dependent; the simplest profile interpolation mapping interpolates like a step function, ie is defined in sections as follows: F (s) = F j , s j-1 ≤S <s j , j = 1 ... M, s j = S (SR j ), see 0 = 0, F j = F (SR j ).

Abbildung 3: Illustration der Profilinterpolationsabbildung F(s) This profile interpolation mapping is illustrated in the figure below

Figure 3: Illustration of the profile interpolation map F (s)

2.3 Projection relation P

The projection relation P is a sequence of ordered pairs P = (p c ) c = 1 ... C ' p c = (PR c , SE c ) which assigns the elements PR ∈ PRH route elements SE from the set NB of the network display elements. There is a projection relationship between a PR ∈ PRH and an SE ∈ NB if one of the following conditions is met

P1 : The geoposition described by PR fulfills the projection criteria, ie it can be projected onto the route element SE (supporting route element)

P2 : None of the geopositions from the PR ∈ PRH meets the projection criteria with regard to the route element SE, but the latter is part of the reconstructed route. The PR ∈ PRH is then in a projection relation with the SE, which has the smallest positive time interval in the direction of the passage of the SE from the beginning of the SE (interpolating route element).

Pairs (PR, SE) ∈ P for which the condition P1 (P2) is fulfilled (the conditions P1, P2 are mutually exclusive) are indicated by the attribute projected = true (false) and also receive (none) one Information on the distance that the geoposition described by the PR has from the beginning of the SE (viewed in the direction of the passage) after projection on the route element

The sequence P = (p _c ) _{c = 1 ... C} is sorted according to the time stamp attribute of the components (PR, SE) of its sequence elements in chronologically descending order. The specification of the projection criteria and the algorithm that establishes the projection relation for a PRH and an SRH are not the subject of this document.

The table below shows the projection relation for the example from Figure 1. Projection relation for the example from Figure 1 Few index PR index Index SE Distance attribute Projected attribute 1 1 1 x ₁ true 2 2 2 - false 3 2 3 - false 4 2 4 - false 5 3 5 x ₅ true 6 4 5 x ₆ true 7 4 6 - false Projection relation for the example from Figure 1 Few index PR index Index SE Distance attribute Projected attribute 8th 5 7 - false

As this example shows, one projection relation P can have several elements Assign position reports and vice versa to a position report.

2.4 ZTA relation

The ZTA relation (ZTA stands for "contiguous partial route with starting point") is a set of partial sequences of the projection relation P. ZTA = {ZTA z | z = 1 ... Z}, ZTA z = (p z, r ) r = 1 ... R z . p z, r = (PR z, r , SE z, r ) ∈ P, that meets the following ZTA criteria:

ZTA1 : Each sub- sequence ZTA _z ∈ ZTA is indexed in terms of the time stamp attribute of its sequence elements p _{z, r} = (PR _{z, r} , SE _{z, r} ) in descending order, ie for PR _{z, r + 1} ≠ PR _{z, r} applies T (SE _{z, r + 1} ) ≤ T (SE _{z, r} ) and for SE _{z, r + 1} ≠ SE _{z, r} applies T (SE _{z, r + 1} ) ≤ T (SE _{z , r} ). In addition, the sub-sequences ZTA _z ∈ ZTA are also indexed among themselves in chronologically descending order.

ZTA2 : The sequence of route elements SE _{z, r of} a partial sequence ZTA _z ∈ ZTA form a coherent partial route reconstruction, ie SE _{z, r + 1} ≠ SE _{z, r} applies λ a (SE z, r ) = λ e (SE z, r + 1 ), r = 1 ... (R z -1), φ a (SE z, r ) = ϕ e (SE z, r + 1 ), r = 1 ... (R z -1).

ZTA3 : For each partial sequence ZTA _{z z} ZTA there is at least one projection relation p _{z, r} = (PR _{z, r} , SE _{z, r} ) ∈ ZTA _z whose attribute projected has the value true

The ZTA criteria clearly indicate that the ordered pairs p _{z, r} = (PR _{z, r} , SE _{z, r} ) ∈ ZTA _z contain track elements SE _{z, r of} each partial sequence form a coherent section and at least one PR _{z, r} a route element could be projected. The pair p _{z, r} = (PR _{z, r} , SE _{z, r} ) ∈ ZTA _{z of} each sub-sequence ZTA _z ∈ ZTA for which the condition ZTA3 is met for the first time in the sense of passing through time is also referred to as an on- point projection .

The ZTA sequence contains those partial sequences of the projection relation for which time references can be established. This is clear from the example in Figure 1: Between the stretch elements 2/3 and between the stretch elements 4/5 there are (one or more) so-called missing segments, ie the projection relation P breaks down into three partial sequences, two of which meet the ZTA criteria ZTA = {ZTA 1 , ZTA 2 }, ZTA 1 = ((PR 1 , SE 1 ), (PR 2 , SE 2 )), ZTA 2 = ((PR 3 , SE 5 ), (PR 4 , SE 5 ), (PR 4 , SE 6 ), (PR 5 , SE 7 )).

No time reference can be established on the connected section, which consists of route elements 3 and 4, since the spatial distance of these route elements from the nearest guideway support point, which is projected with the attribute equal to true (PR ₂ ), is unknown.

2.5 Track reconstruction relation FWR

The route reconstruction relation FWR arises from the ZTA relation, in that for each partial sequence ZTA _z ∈ ZTA the route elements SE _{z, r} from the ordered pairs p z, r = (PR z, r , SE z, r ) ∈ ZTA z to a consequence FWR z = (SE z, f ) f = 1 ... F z are summarized, with the same route elements being taken into account only once , ie

The route reconstruction FWR is the combination of all partial sequences FWR _z , ie FWR = (FWR z ) z = 1 ... Z ,

The route elements of the FWR guideway reconstruction form the reconstruction of the guideway the FCDGM and represent the answer to the where question of the reconstruction problem (Localization in the narrower sense).

The route reconstruction for the example from Figure 1 is FWR = (FWR 1 , FWR 2 ) FWR 1 = (SE 1 , SE 2 ) FWR 2 = (SE 5 , SE 6 , SE 7 ).

2.6 Point reconstruction mapping S (t)

The point reconstruction map S (t) maps each point on the route reconstruction FWR a point on the original route.

The path parameter s is used to reference the points on the original route. To reference the points on the connected sections FWR _z ∈ FWR of the track reconstruction, the path parameter t is introduced on each section, which specifies the distance of a point on the section FWR _z from the end of the section FWR _z against the passage through time (see Figure 1). The point reconstruction map thus breaks down into a family (S _z (t)) _{z = 1 ... Z} of point reconstruction maps with a specific range of values for the path parameter t: s = S z (t), t ∈ [0, L W z ] L W z = Σ F z f = 1 L (SE z, f ), SE z, f ∈ FWR z ,

The point reconstruction map S (t) is fundamentally dependent on the model. The following conditions lead to a family (S _z (t)) _{z = 1 ... Z} of clear, simple point reconstruction maps:

PRA1 : The maps (S _z (t)) _{z = 1 ... Z} are true to the distance , ie two points t _{z, 1} , t _{z, 2} on the reconstructed route that show the distance Δt _{z, 12} = along the reconstructed route t _{z, 2} - t _{z, 1} from each other are to be mapped to two points _{z, 1} , s _{z, 2} on the original travel path that have the same distance Δs ₁₂ = s ₂ -s ₁ = Δt _{z, 12} from each other along the original travel path exhibit.

PRA2 : The path parameters s _{z, e} = S (PR _{z, e} ), e = 1 ... E _{z of} those PR _{z, e} that are part of the special ordered pairs p _{z, e} = (PR _{z, e} , SE _{z , e} ) ∈ ZTA _{z of} a partial sequence ZTA _z ∈ ZTA with projected (p _{z, e} ) = true, the point reconstruction mapping (s _z (t)) should represent _{z = 1 ... Z} as precisely as possible (according to the ZTA Criteria applies E _z ≥ 1). Quantitatively, this means the deviations s z, e - p z (t z, e ), e = 1 ... E z are to be minimized. The quantities t _{z, e} , e = 1 ... E _z denote the value of the path parameter t for the PR _{z, e} and result from the definition of the path parameter t and the attribute x _{z, e} = distance (p _{z, e} ) as follows: t z, e = ({ 'Σ e g = 1 L (SE z, e )} - x z, e ).

The sum is kept over all projections p _{z, g} = (PR _{z, g} , SE _{z, g} ) ∈ ZTA _z with index g ≤ e, the dash on the sum sign means that the same distance elements SE _{z, e} only once be taken into account.

The condition PRA1 enforces a linear approach with slope 1 for the family (S _z (t)) _{z = 1 ... Z of} the point reconstruction maps, ie: S z (t) = γ z + t, t ∈ [0, L W z ].

The condition PRA2 represents an extreme value problem, the solution of which allows a determination of the intercept γ _z . Solving the extreme value problem is equivalent to determining the absolute minimum of the function (γ z ) = Σ e z e = 1 {s z, e -S z (t z, e )} 2 = Σ e z e = 1 {γ z - (see z, e - t z, e )} 2 ,

The necessary condition for the existence of a minimum is that the first derivative dH dγ z (γ z ) = 2Σ e z e = 1 {γ z - (s z, e -t z, e )} has a zero with respect to _z . This is the case for γ z = Σ e z e = 1 {S z, e -t z, e } e z ,

Because of the relationship d 2 dγ z 2 H (γ z ) = 2E z > 0 the γ _z determined is actually a minimum

Abbildung 4: Illustration der Punktrekonstruktionsabbildungen (S_z(t))_z=1...Z.The extreme value problem for determining the family (S _z (t)) _{z = 1 ... Z} of point reconstruction maps S _z (t) is illustrated in the figure below.

Figure 4: Illustration of the point reconstruction images (S _z (t)) _{z = 1 ... Z.}

The point reconstruction maps for the example in Figure 1 are S 1 (t) = γ 1 + t, t ∈ [0, L W 1 ] S 2 (t) = γ 2 + t, t ∈ [0, L W 2 ] with the parameters L W 1 = L (SE 1 ) + L (SE 2 ) L W 2 = L (SE 5 ) + L (SE 6 ) + L (SE 7 ) γ 1 = S (PR 1 ) - t 1.1 . γ 2 = (S (PR 3 ) - t 2.1 ) + (S (PR 4 ) - t 2.2 ) 2 . t 1.1 = L (SE 1 ) -x 1 . t 2.1 = L (SE 5 ) -x 5 . t 2.2 = L (SE 5 ) -x 6 ,

The sizes x ₁ , x ₅ , x ₆ are defined in Table 3.

3 Structure of the reconstruction from the reconstruction relations

The following subsections show how the dynamic attributes of the route elements SE _{z, f} ∈ FWR _z ∈ FWR, which are part of the sections FWR _{z of} the route reconstruction FWR, can be expressed by connecting the reconstruction relations in a suitable manner.

3.1 Arrival time

The arrival time for the route elements SE _{z, f} ∈ FWR _z ∈ FWR from the partial routes FWR _{z of} the route reconstruction FWR results from connecting the point reconstruction relation S _z (t) and the time interpolation map T (s): T (SE z, f ) = T (see A z, f ), f = 1 ... F z , z = 1 ... Z, s A z, f = S z (t A z, f ) t A z, f = Σ f g = 1 L (SE z, g ), SE z, g ∈ FWR z ,

If the value s ^A _{z, f} lies outside the value range [0, Ma (L _W , L _P )] for the path parameter s, then the section element under consideration must be rejected as part of the reconstruction.

3.2 Travel time

The travel time for the route elements SE _{z, f} ∈ FWR _z ∈ FWR from the partial routes FWR _{z of} the route reconstruction FWR can (aside from the route element SE _{z, 1} ) be derived from the arrival times as follows: TT (SE z, f ) = T (SE z, f-1 ) -T (SE z, f ), f = 2 ... F z . TT (SE z, 1 ) = T (γ z ) - T (SE z, 1 ).

The quantity T (γ _z ) denotes the value of the time interpolation map T (s) for s = S _z (t = 0) = γ _z .

3.3 Section data item

tA z,f = Σf g=1L(SEz,g),SEz,g∈FWRz. The spatial mean value F _{z, f of} the driving profile for the route elements SE _{z, f} ∈ FWR _z ∈ FWR from the partial routes FWR _{z of} the route reconstruction FWR results from connecting the point reconstruction relation S _z (t) and the driving profile interpolation F (s):

t A z, f = Σ f g = 1 L (SE z, g ), SE z, g ∈FWR z ,

Note: The section data item "Average speed" can be formed by forming quotients the length of the route element and the travel time

Claims (17)

1. Method for transmitting local data which is detected by a terminal (2), in particular by a telematic terminal for a vehicle (1) and implies the location of the terminal (2) in a traffic network at a plurality of moments in time, and for transmitting further measurement data implying properties of the traffic network at a location and/or at a time to a central traffic control unit (4) in the form of data records, at least some of the data records (11, 12, 13) which are transmitted by the terminal (2) to the central traffic control unit (4) containing only local data and
   some of the data records (14) which are transmitted by the terminal to the central traffic control unit containing measurement data and local data data records and measurement data data records having different location and/or time referencing,
   local and measurement data being separated from each other in such a manner that the local and measurement data can be mutually assigned,
   a referencing of transmitted data records (11 - 14) being effected to positions in a digital card of the traffic network in the central control unit (4).
2. Method according to claim 1,
   characterised in that
   data records (11 to 13 and 14) have a different data record length, in particular determined by the scope of the data to be transmitted.
3. Method according to one of the preceding claims,
   characterised in that
   a referencing of a data record (11) is effected with only local data (x3) by means of one location (x3) or one location range (x1, x5).
4. Method according to one of the preceding claims,
   characterised in that
   the referencing of a data record (11 to 14) is effected by one moment in time (t1) and/or one time (t1 to t5).
5. Method according to one of the preceding claims,
   characterised in that
   the transmission is effected by radio, in particular mobile radiotelephone (18, 6).
6. Method according to one of the preceding claims,
   characterised in that
   a transmission of data, in particular measurement data, is triggered upon occurrence of an event of a prescribable type.
7. Method according to one of the preceding claims,
   characterised in that
   the transmission of a data record, in particular of a local data data record (11 to 13), is effected upon passing a prescribable location (y1; y4) by means of the terminal (x1; x4).
8. Method according to one of the preceding claims,
   characterised in that
   a transmission of data, in particular local data, is effected in the case of a change in direction of the terminal (2), in particular in the case of a prescribable dimension or in the case of the absence of a curve in a digital card in the terminal at the location of the change in direction.
9. Method for compression of local data and measurement data for subsequent transmission according to one of the preceding claims,
   characterised in that
   local data and measurement data, separated from each other according to different compression methods, are compressed.
10. Method according to claim 9,
    characterised in that
    the compression comprises a redundancy reduction of data, in particular on routes for daily, weekly or yearly courses.
11. Terminal having a programme for implementation of the method according to one of the preceding claims, with a processor for running the programme, with a memory for the programme, with a communication module (5) for informing (7 to 10) a central traffic control unit (4).
12. Terminal according to claim 11,
    characterised in that
    it has a GPS position detection device (13).
13. Terminal according to claim 11 or 12,
    characterised in that
    it has a digital card (3).
14. Terminal (2) according to one of the claims 11 to 13,
    characterised in that
    it has sensors or data inputs from sensors of a vehicle (1), from which data are detected about the vehicle speed (v) and/or the stretch(es) covered by the vehicle (1) and/or position (x3) and/or external temperature and/or time (t).
15. Central traffic control unit having a programme for implementation of the method according to one of the claims 1 to 11, with a memory for the programme, with a processor for running the programme, with a communication module (6) for receiving information (11 to 14) from at least one terminal (2) in a vehicle (1).
16. Central traffic control unit according to claim 15,
    characterised in that
    it has a digital card (5) of a traffic network.
17. Central traffic control unit according to one of the claims 15 or 16,
    characterised in that
    it has a memory for the data records (11 to 14) which are transmitted from vehicles (1).

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