EP1045358B1 - Système de transmission des temps de parcours de véhicules - Google Patents

Système de transmission des temps de parcours de véhicules Download PDF

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Publication number
EP1045358B1
EP1045358B1 EP00107882A EP00107882A EP1045358B1 EP 1045358 B1 EP1045358 B1 EP 1045358B1 EP 00107882 A EP00107882 A EP 00107882A EP 00107882 A EP00107882 A EP 00107882A EP 1045358 B1 EP1045358 B1 EP 1045358B1
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EP
European Patent Office
Prior art keywords
transponder
motor vehicles
determining
route section
traffic
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
EP00107882A
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German (de)
English (en)
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EP1045358A2 (fr
EP1045358A3 (fr
Inventor
Thorsten Mieden
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
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Siemens AG
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Filing date
Publication date
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Publication of EP1045358A3 publication Critical patent/EP1045358A3/fr
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Publication of EP1045358B1 publication Critical patent/EP1045358B1/fr
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    • 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
    • G08G1/017—Detecting movement of traffic to be counted or controlled identifying vehicles
    • 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
    • G08G1/042—Detecting movement of traffic to be counted or controlled using inductive or magnetic detectors

Definitions

  • the invention relates to a system for determining travel times of motor vehicles according to the preambles of claims 1 and 3.
  • the determination of the presence of motor vehicles at certain points of a traffic route or their movement across these points plays in the traffic engineering in a plurality of different applications one decisive role.
  • the methods used are adapted to the particular application.
  • a special case of this area of application are such measurements in the case of demand-controlled light signal systems, under certain circumstances also those light signal systems whose signal program is controlled as a function of the traffic density on the intervening traffic routes.
  • Another special case is the traffic load measurements, which may also be carried out only temporarily, in order to obtain generally reliable values of the traffic volume, which are eg. B. a traffic planning are based.
  • Another application in flowing traffic monitoring is the speed measurement of individual vehicles to detect speeding. As every driver knows, in this case the individual vehicle as well as the driver must be identified. To the measuring device itself and the implementation of the measurement high demands are made. Details are notoriously known, so this is not to be discussed.
  • From US-A-5 808 550 is also known for monitoring the authorization to pass through a tollbooth, instead of the expense of installing a mobile telephone system in the motor vehicle carried on or in the motor vehicle passive transponder card (transponder cards are often referred to as "TAG" ).
  • TAG passive transponder card
  • the transponder card is excited at a measuring point by an inductive field to modulate this field.
  • the modulated field is received and evaluated by an evaluation device.
  • transponder cards have long been known in various forms for different applications.
  • transponder cards do not emit more than a predetermined response signal on the inductive excitation.
  • This response signal can be completely uncoded and activates in a receiver only an acoustic warning signal or at best contains an identification code.
  • the response signal z. B. should allow the identification of a motor vehicle at a toll booth.
  • transponder cards have in this case a relatively complex electronic circuit with a transmitting and receiving part and a microprocessor consisting of a microcontroller and connected memory device. These transponder cards are thus able to perform more extensive functions when activated.
  • the microprocessor is equipped with a peripheral interface, which is also provided for data input for updating the memory contents of the transponder card.
  • a bidirectional communication of an interrogating unit with the individual transponder cards is possible in particular to a greater extent, if the latter additionally have transceivers for infrared connections over shorter distances and for radio links over greater distances.
  • the example proves that with the possibilities of modern circuit technology even complex transponder cards can be realized. Inevitably, however, with increasing complexity of the integrated circuit in the transponder card and the weight and format of the card. This mainly because of the adapted to the circuit according to power supply.
  • Travel time is one of the fundamental parameters in traffic engineering, it is defined as the travel time between two locations on a route, so it is a distance-related quantity. You can z. B are used as input for traffic control procedures or even used to derive current and most accurate information about the traffic flows. Given the importance of this size for traffic engineering, it is natural that a large number of proposals has already become known for solving the problem of determining the travel time with sufficient accuracy for a current traffic situation.
  • So z. B. from DE-A-41 05 809 discloses a system for traffic flow analysis by means of local data acquisition.
  • a video camera is used as the detector, which records the traffic at a traffic junction. Their recorded images are digitized and processed by a downstream computer.
  • pattern recognition techniques information is gathered from a sequence of video images of how many vehicles, when, where, which type, e.g. Bus, truck, car, two-wheeler they were and which direction they took.
  • a stationary video camera should be preferred if traffic control systems are to be controlled by means of the traffic information obtained in this way.
  • the known methods which are designed to determine actual travel times, are based on distance-related data acquisition.
  • Two approaches can be distinguished.
  • One of these approaches is known as the "floating car" method.
  • Individual vehicles are used which are individually equipped with special measuring and transmission equipment. Depending on the equipment of the on-board system, the cruising speed or travel time on individual road sections are calculated in the motor vehicle. The results are transmitted to a central unit. There the received traffic data of the individual motor vehicles are aggregated. The higher the current number of these individually equipped vehicles on the route, the higher the quality of the travel times determined in this way.
  • the vehicles themselves are used as measurement objects and data carriers.
  • a vehicle arrives at a beacon, it is queried and provides information about the actual travel time. From the measured travel times of a larger number of vehicles, the traffic situation in the relevant section of the route can be determined from this. It is quite sufficient if only a part of the vehicles is provided with a destination guide device and can also be queried for travel time determination.
  • the patent US 4,714,925 discloses a method for data transmission between a vehicle and a collection point.
  • the presence of a vehicle is detected by an induction loop, identifies the vehicle and initiates the data transmission if the identification is positive.
  • the bidirectional data transmission between the vehicle and the collection point takes place with different frequencies for the two transmission directions.
  • the vehicle-mounted device comprises a data registration device, which stores, inter alia, speeds, travel time, service lives and fuel consumption, a response signal device (responder), which is connected to the data registering device via an interface and has an antenna for bidirectional data transmission.
  • a computer is connected to a transceiver, at the front end of which an induction loop is arranged.
  • the induction loop is embedded in a floor area over which the vehicle in question is positioned.
  • US 5,289,183 discloses a traffic monitoring and traffic management system employing microprocessor-based, vehicle-borne transponders designed as read / write devices.
  • the system also includes a plurality of roadside transceivers and an independent one Network management computer.
  • the transponders communicate while driving with the transceivers, collecting information such as entry and exit points, speed, number of passengers and class of a vehicle.
  • a vehicle entering a road receives a signal from a transceiver at the entrance indicating the entrance.
  • the vehicle transponder receives an instruction to transmit the stored information to the exit transceiver, which in turn transmits the information to the network management computer.
  • Some of the information collected is processed by the transponder or transceiver, while others are transferred to the network management computer for further processing. Relevant traffic information can then also be communicated to individual drivers who move on a particular transport network.
  • a second group of known systems or methods for travel time determination is again based on a preferably stationary, local data acquisition, which, for. B. is performed via loop detectors.
  • a loop detectors By means of feature vectors an attempt is made to typify the passing vehicles and to obtain sufficiently significant data for a vehicle cluster. These data are transmitted to the next downstream measuring point. There is now trying to determine the arrival time of the vehicle pulse by correlating the transmitted with the locally measured data.
  • the present invention is therefore an object of the invention to provide a system for determining travel times of motor vehicles of the type mentioned that reliable yet so significant vehicle description provides the simplest possible means that the travel times of individual vehicles on a section of a sufficient number of Measurements with reasonable effort and yet safe to capture.
  • the solution according to the invention has impressive advantages.
  • the technology of transponder cards, in conjunction with their activating and reading facilities, is available on a wide range.
  • the transponder card is also a means which, inter alia, has already been proposed for use in motor vehicles, although the practical application is only occasionally used.
  • the resulting expertise makes it possible on the one hand to produce inexpensive transponder cards which are optimized in terms of their dimensions and energy consumption, and on the other hand vehicle owners become more familiar with this medium. These are the preconditions for readiness on the part of the manufacturers of motor vehicles and above all the user, to use this medium in a sufficient number in the vehicle.
  • the system for determining travel times is flexible to adapt to a used type of transponder cards readily.
  • the transponder cards can be configured as passive units and accordingly the means for activating the transponder cards as induction loops, the transponder cards in the activated state only allow an individual identification. So this requires only transponder cards in a very simple embodiment, which are inexpensive to produce and particularly economical to operate.
  • Such transponder cards are already used today as season tickets for toll road users and could therefore be used without further ado for further use in determining travel times. In this case of application, however, there is a greater proportion of expenditure in the evaluating devices of the system.
  • the transponder cards are formed as active units having a rewritable memory device for temporarily storing an identification code for at least the last passed control point and a time information about the time of passing this checkpoint.
  • the evaluation devices can then be designed at the control points in such a way that they cause transponder cards reaching into their range to emit the data currently stored in their memory device and to temporarily store their own identification code.
  • active transponder cards of this type may be of interest to the commercial sector of road users in order to meet their fleet logistics needs for motor vehicles. In this case too, the determination of travel time would then have the significance of an additional function.
  • FIG. 1 schematically shows, for a traffic route not shown in detail, two control points K (n-1) and K (n) which follow one another at a defined distance from one another in the traffic direction.
  • the checkpoints are conveniently placed at the entrances and exits of the highway, but can also be provided in intermediate sections in critical sections.
  • the same motor vehicle 1 successively passes through the checkpoints K (n -1) and K (n), which are at a distance a from each other.
  • the motor vehicle 1 is equipped with a transponder card 2.
  • a plurality of embodiments of the transponder card 2 is suitable.
  • transponder card 2 In the simplest case, it is a purely passive transponder card, which only emits an identification signal, ie a signal, upon activation, on the basis of which the motor vehicle can be individually identified as well. As will be shown, it is also advantageous to use more complex transponder cards 2. This freedom in the design of the transponder card 2 is a significant advantage, it is z. B. allowed to use transponder cards that are carried in the vehicle for other reasons, for the further purpose of travel time determination.
  • the evaluation device 4 shows a block diagram of an embodiment of the evaluation device 4, which is based on the fact that transponder cards 2 are used in their simplest configuration in conjunction therewith.
  • the only system-related requirement for the properties of the transponder cards 2 is in this case their individual identification option when passing the checkpoints z. B. K (n) by the evaluation device 4.
  • the evaluation device 4 receives the output from an activated transponder card identification signal and sets this in a converter 6 in a further processable identification code TAG-ID order.
  • the evaluation device 4 is connected to a clock, z. B. with a radio clock 7, so that the time of receipt of the respective identification code TAG-ID is fixed and linked from the latter with the corresponding time a defined record 8 is to be formed.
  • the evaluation device 4 is equipped with a remote data transmission unit 9, by means of which the locally processed data records 8 are transmitted sequentially as data stream 8 (n) of the control point K (n) to the downstream adjacent control point or its evaluation device in the traffic direction.
  • a data stream 8 (n-1) with corresponding data sets of the neighboring control point K (n-1) located upstream in the traffic direction is transmitted to the evaluation device 4 (n) via a further remote data transmission unit 9 '.
  • the evaluation device 4 (n) equipped with a processing unit 10.
  • FIG. 2 it is schematically indicated that the sequentially occurring data sets of these two data streams are buffered.
  • the identification codes TAG-ID of the stored data records of both data streams 8 (n-1) and 8 (n) are checked for conformity.
  • the travel time of the individual vehicle is determined from the difference of the time information.
  • the journey times determined in the processing unit 10 are transmitted either as individual values of anonymous motor vehicles or also from time to time as averaged travel times from the individual evaluation devices 4 to the central traffic control computer 5.
  • a more complex transponder card 2 is used.
  • the structure of the transponder card 2 in this embodiment is shown only schematically, since it can be assumed to be known.
  • the transponder card 2 is equipped with a microcontroller 21, which for example communicates with units connected to it via a bus system 22. Of the units connected to the microcontroller 21, only those units are indicated in FIG. 3 which are of particular interest in the present application.
  • the converter 24 now reverses bidirectionally via a radio modem 25 to the correspondingly designed evaluation device 4 of a control point.
  • the radio modem 25, but also the microcontroller 21 itself and the units 23, 24 connected to it have a considerable power consumption in the active operating state.
  • an activation unit 27 and an activation sensor 28 are shown next to a controlled power supply unit 26. With the units 26 to 28 is reached, the power consumption to optimize the transponder card 2.
  • the microcontroller 21 and the units 23 and 24 connected to it via the bus system 22 and the radio modem 25 are normally reset to a power-saving idle state.
  • the activation unit 27 Only when an equipped with the transponder card 2 motor vehicle 1 to a control point and thus into the detection range of the evaluation device 4, optionally also one of an induction loop 3 emitted induction field, the activation unit 27 is activated and caused by the activation sensor 28, the electronic units of the transponder card to control in the active operating state.
  • the transponder card 2 is capable of exchanging information with the evaluation device 4 via the radio modem 25.
  • this relates to information stored in the circulation memory 23.
  • the data records stored there should, as indicated schematically, have an identification field NN and a date field Dat.
  • the identification field NN an identifier is stored, on the basis of which a previously passed checkpoint is to be identified.
  • the associated date field Dat the time is defined at which the corresponding control point was passed.
  • the circulating memory 23 comprises a plurality of such memory locations, so that from this memory content a route over a plurality of sections can be reconstructed. However, for the actual travel time determination on individual sections this is of subordinate importance at best.
  • the evaluation device 4 can detect passing motor vehicles independently of the traffic direction.
  • the evaluation device 4 outputs its own identifier to the transponder card 2, which is then stored in the corresponding memory location of the circulation memory 23 together with the current time information.
  • the controlled power supply unit 26 resets the electronics of the transponder card 2 in the power-saving idle state.
  • transponder cards 2 demonstrate that quite different embodiments of transponder cards 2 can be used in a system designed according to the invention for determining travel times of motor vehicles.
  • different types of transponder cards can be used in such a system for determining the travel times of motor vehicles next to one another.
  • the only requirement is that, certain minimum conditions regarding the system interface, d. H. are defined and adhered to for the defined communication of the local evaluation devices with the transponder cards.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Multiple Motors (AREA)
  • Time Recorders, Dirve Recorders, Access Control (AREA)

Claims (3)

  1. Système pour la détermination de temps de parcours de véhicules automobiles sur au moins un tronçon routier, délimité des deux côtés par des points de contrôle, d'une voie de circulation, ayant des dispositifs de mesure pour déterminer les instants d'entrée dans le tronçon routier ou les instants de sortie du tronçon routier pour certains véhicules automobiles et avec des dispositifs d'évaluation pour déterminer des temps de parcours individuels des différents véhicules automobiles sur le tronçon routier correspondant à partir de la différence entre instant de sortie et instant d'entrée du véhicule automobile individuel et pour déterminer un temps de parcours moyen actuel calculé sur plusieurs véhicules automobiles, dans lequel au moins des véhicules automobiles individuels (1) emportent à chaque fois une carte à transpondeur (2), et dans lequel, aux points de contrôle (K (n - 1) ; K (n)) du tronçon routier, un dispositif (par exemple 3) est prévu à respectivement pour activer la carte à transpondeur du véhicule automobile passant et un dispositif (4) est prévu en plus pour recevoir et évaluer le signal de données (par exemple TAG-ID) fourni alors par la carte à transpondeur, caractérisé par le fait que les cartes à transpondeur (2) sont conçues comme des unités passives et que les dispositifs pour activer les cartes à transpondeur sont conçus comme des boucles à induction (3), les cartes à transpondeur à l'état activé permettant leur identification individuelle.
  2. Système pour la détermination de temps de parcours de véhicules automobiles selon la revendication 1, caractérisé par le fait que les dispositifs d'évaluation (4) sont équipés d'un mécanisme d'horloge (7) pour coupler chaque signal de données (TAG-ID) reçu d'une carte à transpondeur (2) et préparé avec une information temporelle sur l'instant de sa réception et aussi d'une unité de traitement (10) pour corréler les enregistrements de données (8 (n - 1)) reçus à l'entrée dans le tronçon routier avec les enregistrements de données (8 (n)) reçus à la sortie du tronçon routier et pour déterminer le temps de parcours à partir de la différence de l'information temporelle de deux enregistrements de données corrélés.
  3. Système pour la détermination de temps de parcours de véhicules automobiles sur au moins un tronçon routier, délimité des deux côtés par des points de contrôle, d'une voie de circulation, ayant des dispositifs de mesure pour déterminer les instants d'entrée dans le tronçon routier ou les instants de sortie du tronçon routier pour certains véhicules automobiles et avec des dispositifs d'évaluation pour déterminer des temps de parcours individuels des différents véhicules automobiles sur le tronçon routier correspondant à partir de la différence entre instant de sortie et instant d'entrée du véhicule automobile individuel et pour déterminer un temps de parcours moyen actuel calculé sur plusieurs véhicules automobiles, dans lequel au moins des véhicules automobiles individuels (1) emportent respectivement une carte à transpondeur (2), et dans lequel, aux points de contrôle (K (n - 1), K (n)) du tronçon routier, un dispositif (par exemple 3) est prévu à chaque fois pour activer la carte à transpondeur du véhicule automobile passant et un dispositif (4) est prévu en plus pour recevoir et évaluer le signal de données (par exemple TAG-ID) fourni alors par la carte à transpondeur, caractérisé par le fait que les cartes à transpondeur (2) sont conçues comme des unités actives qui comportent un dispositif de mémorisation réenregistrable pour la mémorisation temporaire d'un code d'identification pour au moins le dernier poste de contrôle passé (par exemple K (n - 1)) ainsi que d'une information temporelle sur l'instant du passage de ce poste de contrôle et que les dispositifs d'évaluation (4) aux postes de contrôle (par exemple K (n)) sont conçus de telle sorte qu'ils obligent des cartes à transpondeur (2) arrivant à leur portée à émettre les données momentanément mémorisées dans leur dispositif de mémorisation (23) et à mémoriser temporairement le propre code d'identification dudit poste de contrôle.
EP00107882A 1999-04-12 2000-04-12 Système de transmission des temps de parcours de véhicules Expired - Lifetime EP1045358B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19916355 1999-04-12
DE19916355 1999-04-12

Publications (3)

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EP1045358A2 EP1045358A2 (fr) 2000-10-18
EP1045358A3 EP1045358A3 (fr) 2002-10-23
EP1045358B1 true EP1045358B1 (fr) 2006-08-02

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EP00107882A Expired - Lifetime EP1045358B1 (fr) 1999-04-12 2000-04-12 Système de transmission des temps de parcours de véhicules

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EP (1) EP1045358B1 (fr)
AT (1) ATE335268T1 (fr)
DE (1) DE50013246D1 (fr)
DK (1) DK1045358T3 (fr)
ES (1) ES2267429T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007061941A1 (de) 2007-12-21 2009-06-25 Siemens Ag Messsystem und Verfahren zur Erfassung fahrzeugbezogener Daten

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE0103421L (sv) * 2001-10-15 2003-04-16 Tagmaster Ab Förfarande för trafikstyrning
DE10324572A1 (de) * 2003-05-30 2004-12-16 Daimlerchrysler Ag System zur Bestimmung von Mautgebühren für das Befahren von Wegstreckenabschnitten eines Wegenetzes und dazugehöriges Verfahren
ITRM20030331A1 (it) * 2003-07-08 2005-01-09 Tes Teleinformatica E Sistemi Sistema di detezione automatica ed avviso di blocco
EP1797445A2 (fr) * 2004-09-28 2007-06-20 Koninklijke Philips Electronics N.V. Procede et systeme d'evaluation de proximite

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2945852A1 (de) * 1979-11-13 1981-05-21 Siemens AG, 1000 Berlin und 8000 München Verfahren zur verkehrserfassung in einem leit- und informationssystem fuer den individualverkehr
GB8432807D0 (en) * 1984-12-31 1985-02-06 Emx International Ltd Loop data link
US5289183A (en) * 1992-06-19 1994-02-22 At/Comm Incorporated Traffic monitoring and management method and apparatus
GB9320045D0 (en) * 1993-09-29 1993-11-17 Ventress Jonathan Sensor security system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007061941A1 (de) 2007-12-21 2009-06-25 Siemens Ag Messsystem und Verfahren zur Erfassung fahrzeugbezogener Daten

Also Published As

Publication number Publication date
EP1045358A2 (fr) 2000-10-18
DK1045358T3 (da) 2006-11-13
EP1045358A3 (fr) 2002-10-23
ES2267429T3 (es) 2007-03-16
ATE335268T1 (de) 2006-08-15
DE50013246D1 (de) 2006-09-14

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