EP1325483B1 - Dispositif et procede de detection d'embouteillage - Google Patents

Dispositif et procede de detection d'embouteillage Download PDF

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Publication number
EP1325483B1
EP1325483B1 EP01962923A EP01962923A EP1325483B1 EP 1325483 B1 EP1325483 B1 EP 1325483B1 EP 01962923 A EP01962923 A EP 01962923A EP 01962923 A EP01962923 A EP 01962923A EP 1325483 B1 EP1325483 B1 EP 1325483B1
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EP
European Patent Office
Prior art keywords
vehicle
receiver
interface
travel
speed
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EP01962923A
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German (de)
English (en)
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EP1325483A1 (fr
EP1325483B8 (fr
Inventor
Zoltan Anton Kiefer
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KIEFER, ZOLTAN ANTON EN LUDERSCHMIDT, WOLFGANG
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Individual
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Publication of EP1325483B8 publication Critical patent/EP1325483B8/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
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions

Definitions

  • the present invention relates to a device for obstruction detection and a method for obstruction detection.
  • Systems for traffic jam detection or automatic traffic control are known from the prior art, which comprise a plurality of measuring devices.
  • the measuring devices are arranged stationarily in the area of traffic routes and measure the traffic density or the speeds of the vehicles on the traffic routes. On the basis of these determined values, it can be seen whether there is a traffic jam on one of these traffic routes. If such a traffic jam is detected, a corresponding signal can be sent to electronically controllable traffic signs, which then either indicate the congestion or indicate a reduced maximum permissible maximum speed.
  • a major disadvantage of the known systems is that the information about a traffic jam only very late arrives at the drivers, so that they usually only experience the congestion after the vehicle has entered the storage area. Furthermore, a considerable amount of equipment would be necessary to monitor the entire transport network nationwide. Since this is associated with immense costs, only certain Traffic nodes or Vedraswege be monitored in the ways described above.
  • GPS Global Positioning System
  • the GPS includes 24 satellites orbiting the Earth at a height of 20200 km on different beans. Each of these satellites constantly transmits a data packet containing a timestamp and the exact location of the satellite. This position is given in a Cartesian coordinate system originating at the center of the earth.
  • the GPS receiver system which may be located in aircraft, ships, automobiles, watches or the like, uses the duration of the signal to determine the exact distance between satellite and receiver. If the signals from at least three satellites are received, then the position of the receiver system having the object on the earth's surface can be calculated. Upon receipt of the signal of another satellite, the altitude of the object is also above N.N. determinable.
  • a method for the collection of traffic data is known in which traffic data from a plurality of motor vehicles is transmitted to a control center, in which a data evaluation based on stored in a database time series of average speeds of road segments.
  • the collection of the transmitted data is problematic due to the limitation of the radio channels both from a technical and from an economic point of view, with the addition that with such a central measurement, the formation of congestion can not be reliably determined.
  • the present invention has for its object to provide a device for traffic jam detection for a vehicle, especially a motor vehicle, which is widely used with a low equipment cost and allows real-time monitoring of traffic. It is a further object of the present invention to provide a method for traffic jam detection that enables real-time monitoring of traffic.
  • the device according to the invention for stowage detection has an evaluation device.
  • a first, a second and a third interface are provided, wherein the interfaces of the terminal allow another device.
  • a receiver of a positioning system such.
  • B. GPS Global Positioning System
  • Position data can thus be regularly transmitted to the evaluation device via the first interface.
  • a speed measuring device for measuring the speed of the vehicle can be connected.
  • Speed measuring devices may, for example, be the usual measuring devices mounted in a motor vehicle for determining the speed for the speedometer or the measuring devices of an anti-lock braking system (ABS). Speed values can thus be transmitted to the evaluation device regularly via the second interface.
  • a GSM transceiver unit can be connected to the third interface. This may be, for example, a mobile phone that uses the mobile radio standard GSM and has a corresponding connection option.
  • the evaluation device comprises a comparison unit, a memory unit, a calculation unit, a time measuring device and a connection unit.
  • the comparison unit is constructed such that it receives the measured speed values via the second interface and compares them with a predetermined speed limit.
  • the predetermined limit value can both be fixed and be differently adjustable for different position data.
  • the memory unit is designed such that it receives the incoming via the first interface position data, wherein at least the last two position data are stored.
  • the calculation unit is connected to the memory unit such that the position data stored in the memory unit are available to it, wherein the calculation unit determines the current position, which is represented by the last position data, and calculates the direction of travel from at least the last two position data.
  • connection unit of the evaluation device is connected to the third Connected interface so that a determined direction of travel and the current position signal representing the connection unit and the third interface to the GSM transceiver unit is forwarded for transmission to a central office.
  • the connection unit only forwards this signal if the comparison unit determines that the measured time is greater than a time limit value or the limit value is exceeded.
  • a transmitting and receiving station Under the headquarters is a transmitting and receiving station to understand that can forward the incoming signals to other vehicles, so that they are warned early. This may for example also be a radio station that sends the received information as a traffic message. However, it is within the meaning of the invention if the control center is a transmitting and receiving station which has been specially set up for the purpose of traffic jam detection and transmits the traffic jam information immediately to those vehicles which have the device according to the invention.
  • the advantage of the device according to the invention for traffic jam detection u. a. in that a congestion at any time and at any location can be detected immediately by determining the speed of a vehicle as a determining feature for a traffic jam and immediately forwarded to a central office. It is not necessary that a corresponding stationary measuring device or camera is provided at the location of the jam. The detection thus occurs in real time and not time-shifted, as is the case with several widely spaced stationary measuring devices or cameras, when the jam develops in an area between the measuring devices or cameras.
  • the receiver is a GPS receiver.
  • a GPS receiver does not necessarily have to be understood as a receiver for the US-American GPS described in the beginning, but rather is any GPS positioning system possible.
  • DGPS planned European positioning system differential GPS
  • the receiver is a receiving part for a mobile radio network.
  • the receiving part can determine the position data of the vehicle based on the signals received from at least three base stations of the mobile radio network.
  • an analog / digital converter (A / D converter) is provided at the second interface. Since the speed measuring device supplies analog values for many vehicles, the A / D converter can convert the value into a digital value, which can be further processed by the evaluation unit.
  • the GSM transmitter / receiver unit and / or the receiver of a positioning system is formed in a preferred embodiment as part of the device according to the invention.
  • a receiver for a positioning system or a GSM transceiver is not necessary to have a receiver for a positioning system or a GSM transceiver in the vehicle. Rather, this results in a compact design and a low expenditure on equipment.
  • the receiver of the positioning system has an output device or a fourth interface for connecting a separate output device.
  • the output device is meant, for example, a display for visual presentation of the traffic situation or a loudspeaker, which makes the information perceptible to the driver.
  • the output device of the second alternative of this embodiment may be, for example, a laptop connected via a corresponding cable and the fourth interface can be connected to the device.
  • the GSM transceiver unit is connected to the output device or the fourth interface, so that a signal received by the GSM transceiver unit can be forwarded to the output device.
  • connection unit has a plurality of sensors for determining the operating status of other devices of the vehicle.
  • the connection unit is designed in such a way that the current position, the direction of travel of the vehicle and a signal representative of the device are forwarded via the third interface to the GSM transceiver unit for transmission to the center, if a predetermined operating status of a device of the vehicle given is.
  • Sensors can be understood as both actuators and sensors.
  • Such a trained connection unit has the advantage that the center is informed of the operating state of another device of the vehicle, which stands for a particular event, so that z. B. in the event of an accident rescue measures can be initiated by the center immediately.
  • the other devices of the vehicle are an alarm button, an alarm system and / or an airbag.
  • the sensor is an actuator in the form of the alarm button, for example can be pressed in a robbery.
  • the sensor determines whether the alarm sounds alarm, whereupon the connection unit forwards the addressed data. This can also be a silent alarm. In the latter case, the sensor determines whether the airbag has risen, which is a significant feature of an accident.
  • the evaluation device in a particularly preferred embodiment of the device according to the invention on at least one distance measuring device, which is arranged in the direction of travel behind and / or front of the vehicle.
  • the distance measuring device is connected to the connection unit such that the current position and the direction of travel of the vehicle via the third interface to the GSM transceiver unit for forwarding to the center will be forwarded only when a predetermined distance limit value is exceeded.
  • a predetermined distance limit value is exceeded.
  • the calculation unit contains data of a road traffic network and is designed such that the position of the vehicle is assigned to a road of the road network. In this way, the location or the position of the vehicle can already be assigned to a road before the corresponding data is sent to the center.
  • the center receives in this way immediately the information on which street of the road network, the vehicle is located, without having to calculate this even on the basis of the pure position data. An overload of the center can be avoided in this way.
  • the calculation unit interacts with the connection unit such that the current position and the direction of travel of the vehicle via the third interface to the GSM transceiver unit for forwarding to a center will be forwarded only if the Position of the vehicle is assigned to a predetermined road of the road network.
  • the predetermined roads may include the selected roads of the road network to be ultimately monitored. In practice, for example, highways and federal highways are likely to be considered. In this embodiment, only the data relevant to the monitoring is transmitted to the control center.
  • the inventive method comprises the steps of regularly determining the position of a vehicle by a positioning system and calculating the direction of at least the last two position data, regularly determining the speed of the vehicle and comparing the determined speed with a predetermined speed limit, determining the time in which the speed the vehicle is below the predetermined speed limit, as soon as the speed limit is exceeded and sending a signal representative of the position and direction of the vehicle signal to a center, if the determined time a predetermined time limit exceeds.
  • the determination of the position data via a GPS positioning system wherein for this purpose reference is made to the comments on the device according to the invention.
  • the position of the vehicle is determined on the basis of at least three signals received from base stations of a mobile radio network. Since the locations of the base stations are known and they each work with a different frequency and are thus distinguishable, the location of the vehicle can be calculated, for example, based on the transit time of the three signals.
  • the method further comprises the following method steps:
  • the control center compares all the signals transmitted by a plurality of vehicles, transmits a jam-representative signal from the center to the vehicles, if the signal density of the signals sent by all vehicles exceeds a limit in a range, and outputs the signal in one for the driver perceptible type.
  • the limit value can be set or variable or chosen differently for different areas of the traffic network. In particular for certain areas, it makes sense to choose a higher limit. For example, in the areas where a gas station or a parking lot is located directly on the traffic route, as expected, many signals from decelerating vehicles will be received, the signals due to the inaccurate position determination by the positioning system (Accuracy of GPS is about 10m) may indicate a traffic jam on the road itself. In order to rule out such misinterpretations, a higher signal density should be used in such areas as an indication of a traffic jam.
  • the vehicles are automobiles and the predetermined areas are the streets of a road network.
  • the method according to the invention further comprises the method step of determining the distance to an approaching and / or following vehicle before sending one for the position and direction of travel of the vehicle representative signal to the center, wherein the transmission of a signal representative of the position and direction of the vehicle signal to a center only then takes place when the distance falls below a predetermined distance limit.
  • the method further comprises the method steps of comparing the signals representative of a traffic jam with the current position data and selecting those signals representing a jam within a predetermined space around the current position, before outputting the signal in a position for the driver perceptible kind.
  • the space may be an area within a radius of the current position of the vehicle. It is also possible that the space is a lying in the direction of travel portion of the traffic route on which the vehicle is currently located. By selecting the driver is supplied only with the relevant information for him.
  • the position of the vehicle is assigned to a street of a road network, this assignment information being sent in the method step Send to the center.
  • the transmission takes place only when the position of the vehicle is assigned to a predetermined road of a road network. In this way, only the information about the roads to be monitored road network are forwarded to the headquarters.
  • Fig. 1 shows a schematic representation of a system for traffic jam detection with the device according to the invention for traffic jam detection in a first embodiment.
  • the device according to the invention is arranged within a motor vehicle 2, such as a car, which is indicated by a dashed line.
  • the device according to the invention is disposed within the motor vehicle 2 and has an evaluation device 4.
  • a first interface 6, a second interface 8 and a third interface 10 are provided.
  • Connected to the first interface 6 is a line 12 leading to a GPS receiver 14.
  • the GPS receiver 14 is in turn connected via a fourth interface 16 to an output device 18, which may be, for example, a latop, a display or the like.
  • a line 20 is connected, which leads to atoxicitysmeß worn 22, which is provided as standard in the motor vehicle 2. If the speed is measured in the form of an analog value, an A / D converter (not shown) is additionally provided on the second interface 8. Furthermore, a line 24 is provided, one end of which is connected to the third interface 10 and the other end to a GSM transceiver unit 26. In addition, a line 28 extends from the GSM transceiver 26 to the interface 16 between the GPS receiver 14 and the output device 18.
  • the evaluation device 4 comprises a memory unit 30, a calculation unit 32, a comparison unit 34, a time measuring device 36 and a connection unit 38.
  • a line 40 leads to the memory unit 30, which in turn is connected to the calculation unit 32 via a line 42 is.
  • a line 44 leads to the comparison unit 34, which in turn is connected via a line 46 to the time measuring device 36.
  • the calculation unit 32 and the time measuring device 36 are each connected to the connection unit 38 via a line 48, 50.
  • a line 52 also leads to the third interface 10 so that there is a connection between the connection unit 38 and the GSM transceiver unit 26.
  • the connection unit 38 has a plurality of sensors 54 ', 54,''54''', which are connected via lines 56 ', 56'',56''' to the connection unit 38.
  • the Sensors 54 ', 54'',54''' are distributed within the motor vehicle 2, the sensor 54 'in the region of an airbag 58, the sensor 54 "in the region of an alarm button 60 and the sensor 54''' in the area of an alarm system 62 is arranged.
  • the evaluation device 4 further comprises a first Abstandsmeß responded 64 and a second Abstandsmeß responded 66, the first Abstandsmeß gifted 64 is arranged in the direction of travel front of the motor vehicle 2 and the second Abstandsmeß responded 66 in the direction of travel on the rear of the motor vehicle 2, so that the first Abstandsmeß responded 64 the distance to an advancing vehicle (not shown) and the second distance measuring device 66 the distance to a trailing vehicle (not shown) can determine.
  • the distance measuring devices 64, 66 may, for example, operate with infrared radiation and are connected via lines 68, 70 to the connection unit 38 of the evaluation device 4.
  • At least three satellites 72 each transmit a data packet, the three data packets being received by the GPS receiver 14 of the motor vehicle 2 (arrow A).
  • the GPS receiver 14 determines the position of the motor vehicle 2.
  • the position data thus determined are transmitted via the fourth interface 16 directly to the output device 18, so that the driver (not shown) can determine its current location.
  • the position data are forwarded via the line 12, the first interface 6 and the line 40 to the memory unit 30, which determined at least the two of the GPS receiver 14 last Stores position data. Following this, at least the last two position data are transmitted via the line 42 to the calculation unit 32.
  • the calculation unit 32 contains the data of a road traffic network, such. As the highway and trunk road network in Germany, where among the data u. a. the arrangement and length of the roads is to be understood. Based on the current position data of the vehicle, the calculation unit then determines on which road of the road network the vehicle 2 is located and where it is located (eg kilometer information), calculates the direction of travel of the motor vehicle 2 from at least the last two position data and then transmits it the last position data, the corresponding information about the road and the calculated direction of travel via the line 48 to the connection unit 38. However, the position data of the last determined position can also be forwarded directly from the memory unit to the connection unit 38, for which purpose another line (not shown) between the memory unit 30 and the connection unit 38 would have to be provided.
  • a road traffic network such. As the highway and trunk road network in Germany, where among the data u. a. the arrangement and length of the roads is to be understood. Based on the current position data of the vehicle, the calculation unit then determines on which road of the road
  • a speed measurement is carried out by the speed measuring device 22, the measured speed values being transmitted permanently via the line 20, the interface 8 and the line 44 to the comparison unit 34.
  • the comparison unit 34 then compares the measured speed with a predetermined speed limit. If the speed limit value is exceeded, a signal is sent via the line 46 to the time measuring device 36, so that it begins to measure the time. Should the speed limit be exceeded again, a signal is again transmitted via line 46 to the time measuring device 36 so that the time measurement is aborted and the time measuring device 36 is reset to zero.
  • the limit speed is permanently undershot, so that the time measuring device 36 is operated until a predetermined time limit is exceeded.
  • the time measuring device 36 transmits a permanent signal via the line 50 to the connection unit 38, whereby the connection unit 38 is caused to determine the direction of travel and position determined by the calculation unit 32 in the form of a signal via the line 52, the third interface 10 and the Forward line 24 to the GSM transceiver unit 26.
  • the GSM transceiver 26 then sends the signal to a central office 74 (arrow B).
  • the program will only be interrupted again when the speed limit is exceeded again.
  • connection unit 38 only forwards a signal representative of the position and the direction of travel of the vehicle 2 to the GSM transceiver unit 26 if another condition is fulfilled.
  • the two Abstandsmeß wornen 64,66 are activated after the signal via the line 50 via the lines 68, 70 to determine the distance to the preceding vehicle (not shown) and the distance to the trailing vehicle (not shown).
  • the determined distances are forwarded via the line 68,70 to the connection unit 38, which compares these with a predetermined distance limit. Only when both determined distances are less than the predetermined distance limit value, does the connection unit 38 forward a signal representative of the position and the direction of travel of the vehicle 2 to the GSM transceiver unit 26.
  • This embodiment provides greater security in the interpretation of the signals, but can be dispensed with market penetration of the device according to the invention on the distance measurement.
  • another condition is linked to the transmission of the signals to the central office.
  • the calculation unit 32 cooperates with the connection unit 38 so that the current position and the Direction of the vehicle 2 via the third interface 10 to the GSM transmitter / receiver unit 26 for transmission to the center 74 is only forwarded when the position of the vehicle 2 is assigned to a predetermined road of the road network. In this way, it is ensured that only signals are sent to the center when the vehicle is on a monitored, ie predetermined road, so that the center is not overloaded with irrelevant signals.
  • the signals of the vehicle 2 and other vehicles 76 are compared with the device according to the invention, of which only one is shown, compared. If within a range, such as a highway section, the signal density exceeds a threshold, the center 74 sends a jam-representative signal (arrow C) received by the GSM transceivers 26 in the vehicles 2, 76 can.
  • the GSM transceiver 26 forwards the congestion-representative signal to the output devices 18 via the line 28 and the interface 16, which visually, acoustically or similarly informs the driver of the situation where and where there is a congestion.
  • a further device (not shown) should be provided in front of the output device 18, which only forwards those signals representative of a traffic jam to the output device 18, which blocks the traffic jam within a predetermined space represent current position.
  • the current position data determined by the GPS receiver are compared with the position data of the signal representative of the congestion, and the signals in question are selected.
  • a signal can also be transmitted to the control center if the speed limit value has not fallen below or the time limit has not yet been exceeded.
  • the airbag 58 would be triggered. This triggering is detected by the sensor 54 ', which sends a corresponding signal via the line 56' to the connection unit 38, on the basis of which the connection unit 38 for the current position, the direction of travel of the vehicle 2 and the airbag 58 signal representative via the third interface 10 to the GSM transceiver unit 26 for transmission to the center 74 (arrow B) passes.
  • the center then has the opportunity to initiate rescue operations immediately.
  • a signal is sent to the other vehicles 76 indicative of an accident.
  • the operation and purpose of the sensors 54 '', 54 '''on the alarm button 60 and the alarm 62 essentially corresponds to that or the sensor 54', so that reference is made in this regard to the above statements.
  • Fig. 2 shows a schematic representation of a system for traffic jam detection with the device according to the invention for traffic jam detection in a second embodiment.
  • the second embodiment substantially corresponds to the first embodiment, so that like reference numerals are used for like parts and the above description applies accordingly. In the following, therefore, only the differences from the first embodiment will be discussed.
  • a receiving part 78 is provided in the second embodiment, which is able to receive the signals A, A ', A "of at least three terrestrial base stations 80, 80', 80" of a mobile network.
  • the device in the second embodiment operates as follows, again with only the differences from the first embodiment.
  • the receiving section 78 receives the signals A, A ', A "of the three base stations 80, 80', 80". Based on the signals, which are designed analog GPS, the receiving part 78, the current position of the vehicle 2, whose respective coordinates are defined determine. This can be done, for example, that the respective strength or modulation of the signals A, A ', A "is detected to close the distance to the stationary base stations 80, 80', 80" and thus to determine their own position.
  • the second embodiment offers a further advantage.
  • one of the base stations 80, 80 ', 80 may be sent to the receiving section 78 upon activation by the central station 74, the signal including information on a detected accident ), the road kilometer and the direction in which the accident happened, this information is passed on to the calculation unit 32.
  • the calculation unit 32 determines whether the accident occurred on the same road on which the vehicle is located in addition, whether the vehicle is moving in the direction in which the accident occurred, and whether the vehicle is in front of the scene of the accident.If these three conditions are fulfilled, the calculation unit 32 determines the distance between the accident and the vehicle 2 and transmits this distance with a warning message via a line 82 to the Ausgabevor Direction 18. It is expedient that the driver of the vehicle is made aware by means of warning signals that an accident has occurred in front of him. The closer the vehicle is to the scene of the accident, the more noticeable the warning signal should be.
  • the roads (highways, federal highways) to be monitored for congestion or other events (highways) are stored in digital form, so that roads that are not to be monitored, such as local roads or city thoroughfares, on which traffic regulation inevitably causes Traffic jams are excluded from the traffic jam monitoring invention.
  • these data are stored on an electronic storage medium, such as a data chip.
  • the calculation of the direction of travel of the vehicle 2 does not take place within the calculation unit 32. Instead, the calculation unit 32 only calculates the current position of the vehicle 2, this position being forwarded to the center 74 as described above.
  • the center 74 is formed in this case such that it calculates its direction of travel from the last two positions of the vehicle 2. In this way, the calculation unit of the vehicle 2 is relieved. The direction of travel can ultimately be transmitted again from the center 74 in the direction of arrow C to the vehicle 2.
  • the calculation unit 32 is completely dispensed with. Rather, the memory unit 30 is connected directly to the connection unit 38 and forwards the at least last two position data directly to the connection unit 38. Via the connection unit 38, the position data are then forwarded under the conditions described above.
  • the center 74 is designed such that it calculates the current position of the vehicle 2 from the position data, which was performed by the calculation unit in the embodiment described above, and also calculates its direction of travel from the at least two last positions of the vehicle 2. In this way, it is possible to completely dispense with a calculation unit 32 in the vehicle 2, as a result of which the outlay on equipment and thus the costs for the device (s) according to the invention would be reduced. The current position and the direction of travel can ultimately be transmitted again from the center 74 in the direction of arrow C to the vehicle 2.
  • connection unit 38 is designed such that it forwards the entprechenden data under the above conditions together with a code to the GSM transceiver unit 26 for transmission to the center 74.
  • This code can be a fixed be assigned code for the vehicle or for privacy reasons be a randomly generated code. In the latter case, however, the code must be maintained for the duration of the journey, which is why a code generator with memory should be provided.
  • the center 74 is now designed such that it can distinguish the incoming codes of different vehicles 2, 76. In this way, within the center 74, the individual movement of a jammed vehicle 2, 76 are traced.
  • the individual positions of the vehicles 2, 76 are shown in different colors on a display device in the control center 74. Furthermore, by distinguishing by means of codes, it is possible to determine the speeds of the individual vehicles 2, 76, so that important information, such as the average speed of all or individual vehicles 2, 76, can be determined.

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  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Position Fixing By Use Of Radio Waves (AREA)
  • Addition Polymer Or Copolymer, Post-Treatments, Or Chemical Modifications (AREA)

Claims (10)

  1. Dispositif de détection d'embouteillage pour un véhicule (2) avec un organe d'évaluation (4) disposé dans le véhicule (2), une première interface (6) sur l'organe d'évaluation (4), à laquelle peut être raccordé un récepteur (14) d'un système de positionnement de sorte que des données de position puissent régulièrement être transmises à l'organe d'évaluation (4), une deuxième interface (8) sur l'organe d'évaluation (4), à laquelle peut être raccordé un organe de mesure de vitesse (22) pour mesurer la vitesse du véhicule (2) de sorte que des valeurs de vitesse puissent régulièrement être transmises à l'organe d'évaluation (4), et une troisième interface (10) sur l'organe d'évaluation (4) à laquelle peut être raccordée une unité d'émission/réception GSM (26),
    étant donné que l'organe d'évaluation (4) présente une unité de comparaison (34) pour la comparaison de la vitesse mesurée avec une vitesse limite prédéfinie, une unité de mémorisation (30) pour la mémorisation d'au moins les deux dernières données de position, une unité de calcul (32) pour la détermination de la position actuelle et pour le calcul du sens de marche du véhicule (2) à partir des données de position de l'unité de mémorisation (30), un organe de chronométrage (36) au moyen duquel peut être mesurée la durée pendant laquelle la vitesse mesurée est inférieure à la vitesse limite, et une unité de liaison (38) qui est formée de manière à ce que, lorsque la durée mesurée dépasse une durée limite, la position actuelle et le sens de marche du véhicule (2) soient retransmis par l'intermédiaire de la troisième interface (10) à l'unité d'émission/réception GSM (26) pour être envoyés à une centrale (74).
  2. Dispositif selon la revendication 1, caractérisé en ce que le récepteur (14) est un récepteur GPS ou un élément récepteur pour un réseau de téléphonie mobile, étant donné que les données de position du véhicule peuvent être déterminées par l'élément récepteur à l'aide des signaux reçus d'au moins trois stations de base du réseau de téléphonie mobile, l'unité d'émission/réception GSM (26) et/ou le récepteur (14) faisant de préférence partie du dispositif.
  3. Dispositif selon la revendication 2, caractérisé en ce que le récepteur (14) présente un organe de sortie (18) ou une quatrième interface (16) pour le raccordement d'un organe de sortie (18) séparé, étant donné que l'unité d'émission/réception GSM (26) est de préférence reliée à l'organe de sortie (18) ou à la quatrième interface (16) de sorte qu'un signal reçu par l'unité d'émission/réception GSM (26) puisse être retransmis à l'organe de sortie (18).
  4. Dispositif selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'unité de liaison (38) présente plusieurs capteurs (54', 54", 54"') pour la détermination de l'état de fonctionnement d'autres organes (58, 60, 62) du véhicule (2) et est formée de manière à ce que, lorsqu'un état de fonctionnement prédéfini prévaut à l'un des autres organes (58, 60, 62) du véhicule (2), la position actuelle, le sens de marche du véhicule (2) et un signal représentatif de l'organe (58, 60, 62) soient retransmis par l'intermédiaire de la troisième interface (10) à l'unité d'émission/réception GSM (26) pour être envoyés à la centrale (74), les autres organes étant de préférence un bouton d'alarme (60), un système d'alarme (62) et/ou un sac gonflable (58).
  5. Dispositif selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'organe d'évaluation (4) présente au moins un organe de mesure d'écartement (64, 66) disposé dans le sens de marche à l'arrière et/ou à l'avant du véhicule (2) et relié à l'unité de liaison (18) de manière à ce que la position actuelle et le sens de marche du véhicule (2) ne soient retransmis par l'intermédiaire de la troisième interface (10) à l'unité d'émission/réception GSM (26) pour être envoyés à une centrale (74) que lorsque l'écartement devient inférieur à un écartement limite prédéfini.
  6. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que l'unité de calcul (32) contient des données relatives à un réseau routier et est formée de manière à ce que la position du véhicule (2) soit affectée à une route du réseau routier, étant donné que l'unité de calcul (32) coopère de préférence avec l'unité de liaison (38) de manière à ce que la position actuelle et le sens de marche du véhicule (2) ne soient retransmis par l'intermédiaire de la troisième interface (10) à l'unité d'émission/réception GSM (26) pour être envoyés à une centrale (74) que lorsque la position du véhicule (2) est affectée à une route prédéterminée du réseau routier.
  7. Procédé de détection d'embouteillage avec les étapes suivantes :
    détermination régulière de la position d'un véhicule par un système de positionnement et calcul du sens de marche à partir des deux dernières données de position au moins,
    détermination régulière de la vitesse du véhicule et comparaison de la vitesse déterminée avec une vitesse limite prédéfinie,
    détermination de la durée pendant laquelle la vitesse du véhicule est inférieure à la vitesse limite prédéfinie dès que la vitesse devient inférieure à la vitesse limite et envoi d'un signal représentatif de la position et du sens de marche du véhicule à une centrale si la durée déterminée dépasse une durée limite prédéfinie, étant donné que la position du véhicule est de préférence déterminée par un système GPS ou à l'aide de trois signaux reçus de stations de base d'un réseau de téléphonie mobile.
  8. Procédé selon la revendication 7 avec les étapes supplémentaires suivantes :
    comparaison par la centrale de tous les signaux envoyés par plusieurs véhicules, de préférence comparaison des signaux représentatifs d'un embouteillage avec les données de position actuelles et sélection des signaux représentant un embouteillage dans un espace prédéfini aux alentours de la position actuelle avant la sortie du signal d'une manière pouvant être perçue par le conducteur du véhicule,
    envoi par la centrale d'un signal représentatif d'un embouteillage aux véhicules si la densité de signal des signaux envoyés par tous les véhicules dans une zone dépasse une valeur limite,
    sortie du signal représentatif d'un embouteillage d'une manière pouvant être perçue par le conducteur du véhicule, étant donné que la position du véhicule est affectée à une route d'un réseau routier et cette information relative à l'affectation est envoyée à la centrale lors de l'étape d'envoi, et l'envoi n'est effectué de préférence que lorsque la position du véhicule est affectée à une route prédéterminée d'un réseau routier.
  9. Procédé selon la revendication 7, étant donné que, lors de la comparaison des signaux, seuls ceux dont les données de position se trouvent dans une zone prédéfinie sont pris en considération, les véhicules étant des automobiles et les zones prédéfinies étant les routes d'un réseau routier.
  10. Procédé selon les revendications 8 à 9 avec l'étape supplémentaire suivante :
    détermination de l'écartement par rapport à un véhicule roulant devant et/ou derrière avant l'envoi à la centrale d'un signal représentatif de la position et du sens de marche du véhicule,
    étant donné que l'envoi à une centrale d'un signal représentatif de la position et du sens de marche du véhicule n'est effectué que lorsque l'écartement devient inférieur à un écartement limite prédéfini.
EP01962923A 2000-09-27 2001-08-08 Dispositif et procede de detection d'embouteillage Expired - Lifetime EP1325483B8 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10047736 2000-09-27
DE10047736A DE10047736C1 (de) 2000-09-27 2000-09-27 Vorrichtung zur Stauerfassung und Verfahren zur Stauerfassung
PCT/EP2001/009190 WO2002027691A1 (fr) 2000-09-27 2001-08-08 Dispositif et procede de detection d'embouteillage

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EP1325483A1 EP1325483A1 (fr) 2003-07-09
EP1325483B1 true EP1325483B1 (fr) 2008-08-20
EP1325483B8 EP1325483B8 (fr) 2008-10-15

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EP (1) EP1325483B8 (fr)
AT (1) ATE405909T1 (fr)
AU (1) AU2001283995A1 (fr)
DE (2) DE10047736C1 (fr)
WO (1) WO2002027691A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10126872A1 (de) * 2001-06-01 2003-01-02 Ddg Ges Fuer Verkehrsdaten Mbh Verfahren zur Verkehrslageerfassung
FR2836583B1 (fr) * 2002-02-26 2005-06-03 Renault Systeme et procede de communication entre un vehicule automobile et un centre serveur
US7522940B2 (en) 2004-11-16 2009-04-21 Sony Ericsson Mobile Communications Ab Methods and mobile terminals for display of mobile terminal density information

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IL98498A (en) * 1991-06-14 1994-01-25 Vardi Shlomo Electro-optical monitoring system for vehicles
US5311197A (en) * 1993-02-01 1994-05-10 Trimble Navigation Limited Event-activated reporting of vehicle location
GB2288892A (en) * 1994-04-29 1995-11-01 Oakrange Engineering Ltd Vehicle fleet monitoring apparatus
DE19508486A1 (de) * 1995-03-09 1996-09-12 Mannesmann Ag Verfahren und Vorrichtung zur Reduzierung einer aus einem Fahrzeug zu übertragenden Datenmenge
DE19643454C2 (de) * 1996-10-10 2003-08-21 Mannesmann Ag Verfahren und Vorrichtung zur Übermittlung von Daten zur Verkehrslagebeurteilung
DE59703258D1 (de) * 1997-11-05 2001-05-03 Swisscom Ag Bern Verfahren, system und vorrichtungen zur sammlung von verkehrsdaten

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Publication number Publication date
EP1325483A1 (fr) 2003-07-09
ATE405909T1 (de) 2008-09-15
EP1325483B8 (fr) 2008-10-15
DE10047736C1 (de) 2001-10-11
WO2002027691A1 (fr) 2002-04-04
AU2001283995A1 (en) 2002-04-08
DE50114253D1 (de) 2008-10-02

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