EP1796059B1 - Procédé destiné à la détermination de données de position actuelles corrigées, en particulier à la détermination de la position actuelle de véhicules - Google Patents

Procédé destiné à la détermination de données de position actuelles corrigées, en particulier à la détermination de la position actuelle de véhicules Download PDF

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Publication number
EP1796059B1
EP1796059B1 EP06124024A EP06124024A EP1796059B1 EP 1796059 B1 EP1796059 B1 EP 1796059B1 EP 06124024 A EP06124024 A EP 06124024A EP 06124024 A EP06124024 A EP 06124024A EP 1796059 B1 EP1796059 B1 EP 1796059B1
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EP
European Patent Office
Prior art keywords
position data
current position
toll
ascertaining
vehicle
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.)
Not-in-force
Application number
EP06124024A
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German (de)
English (en)
Other versions
EP1796059A2 (fr
EP1796059A3 (fr
Inventor
Lothar Kowarik
Julius Petroczi
Alfred Pohl
Kurt Rauscher
Alexander Renner
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
Original Assignee
Siemens AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to PL06124024T priority Critical patent/PL1796059T3/pl
Priority to SI200631198T priority patent/SI1796059T1/sl
Publication of EP1796059A2 publication Critical patent/EP1796059A2/fr
Publication of EP1796059A3 publication Critical patent/EP1796059A3/fr
Application granted granted Critical
Publication of EP1796059B1 publication Critical patent/EP1796059B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams

Definitions

  • the invention also relates to a mobile detection unit for use in a toll collection system according to claim 14.
  • Positioning systems for locating vehicles are already widely used in the general traffic scene.
  • electronic toll systems always win because of the steadily increasing volume of traffic greater importance to levy a fixed fee for the use of roads, bridges, tunnels or other infrastructure structures.
  • GNSS Global Navigation Satellite System
  • Infrastructure-based systems work with infrastructure elements set up on the roads, such as toll portals for position determination.
  • the OBU can communicate via microwaves with the toll portals, whereby it is possible by means of this communication to reconstruct which route sections were traveled by the OBU.
  • Infrastructure-based systems are known in which the localization unit actively transmits signals to the toll portals and transmits these position data obtained in this way to a central processing unit or a central computer network for the purpose of calculating tolls.
  • infrastructure-based systems are also known in which the localization unit, on the basis of the received position information of the toll portals, has a credit that the mobile detection unit, for example, has via a prepaid card, debited from the prepaid card.
  • the mobile detection units used in GNSS-based systems are equipped at least with a localization unit and with at least one transceiver unit.
  • the send / receive unit is used to register the OBU in the toll collection system and to establish a data connection to a central processing unit or a central computer network. In this way, the OBU can log in the toll operator's system and transfer those data to the central processing unit or the central computer network, which are required in the toll collection system for billing tolls.
  • these send / receive units work after the GSM Default. In principle, however, other systems that are suitable for wireless data transmission can be used.
  • the current position data determined by the localization unit are evaluated directly by the OBU, ie. these are compared directly by the OBU with geodata stored in the OBU for the purpose of toll object recognition.
  • the OBU decides whether toll roads have been covered or not, ie. It identifies those areas, routes or stretch sections that are subject to toll and were driven by the OBU or the corresponding vehicle.
  • the resulting data can then either directly, processed, for example, encrypted and / or compressed, or not processed, to the central processing unit or the central computer network for the purpose of linking with tariff data and accounting transmitted.
  • Geodata describes the geographic area to be tolled and also includes at least part of the road network of that geographic area.
  • geo-objects are defined, which describe defined sections, positions or areas in the geographical area.
  • sections defined as geo-objects are those roads and / or areas for the use of which toll is payable.
  • the geo objects are toll objects at the same time.
  • other areas for example, streets that are not too busy, can be defined as geo-objects.
  • toll object the track section within the geoobject (toll object) or the geo object that has crossed the border is detected (Toll object) section of the track to pay a toll fee, which are determined by linking with corresponding tariff data.
  • This variant requires an equipped with sufficient computing power and with sufficient space OBU, since on the one hand all geodata of the toll route network must be stored in the OBU and on the other hand, the calculation of whether toll roads were traveled, so the toll object recognition, also in the OBU takes place. In the event that the calculation of the toll fee due takes place in the OBU, ie the linkage of the toll object recognition data received with tariff data, additional computing power and additional storage space for tariff data is required.
  • the advantage in such an embodiment variant is that only the data from the toll object recognition or the toll fee data has to be transmitted to the central processing unit or the central computer network. A transfer of the current position data determined by the localization unit to the central processing unit or the central computer network is not required.
  • changes in geodata or tariff data require updating them in each OBU via the data link. With such changes, however, the required data transfer can be kept relatively low, by transmitting only those data which have been subjected to a change.
  • the elliptical orbit of the satellites is influenced by the gravity acting on them and the gravitational force is subject to various factors which are difficult to calculate, there are irregular deviations (drift) of the satellites from their theoretically planned orbit.
  • drift irregular deviations
  • the earth is flattened and the mass in its interior is not distributed spherically around its center.
  • Such a method according to the invention can preferably be used in a toll collection system, but can also be used for a variety of other applications, such as the fleet management of freight forwarders, for electronic tracking of a freight by the customer or for the automatic guidance of electronic driving books of motor vehicles.
  • the determined current position data are completely sufficient to use this as a basis for further calculations. For some applications, however, these data are insufficiently accurate for the reasons described above.
  • reference position data within the geospatial data, in defined areas of the road network where particular accuracy is required in the determination of current position data, it is possible to take into account the inaccuracy in the processing of the position information radiated by the satellite and to correspondingly determine the current position data Correct by comparing the determined current position data at defined times, for example, shortly before the arrival in such defined as critically defined area automatically with reference position data. From the difference between reference position data and the determined current position data, an offset is then determined, which is used to determine corrected current position data. For all determined current position data within the defined range, the offset is subsequently added and the corrected current position data is thereby corrected.
  • the beginning of the method is automatically triggered according to the characterizing features of claim 2 by a defined event. While a conventional position determination method without correction can be used in a large number of applications, it is necessary to carry out the method according to the invention for defined areas which are classified as critical.
  • the defined event is the event in which the determined current position data are within or on a reference range of the electronically stored geodata, for example, that time of registered entry of a vehicle in a defined area geodata.
  • the reference range can be defined by any limit values within the spatial data, for example, by lines or polygonal lines, wherein this reference range is selected to be correspondingly large, so that even with maximum inaccuracy of the determined current position data they come to lie within the reference range. If this match occurs, it is automatically known that the determined current position data should actually coincide with the reference position data assigned to the reference range. If this is not the case, the offset according to the invention can be determined therefrom.
  • each reference range associated with reference position data which are needed for the calculation of the offset.
  • the named reference region can be arbitrarily selected position data within the geodata, which are stored either within the geodata itself or in the form of a data set or polygonal superimposed thereon.
  • the reference region according to the characterizing features of claim 4 is a geo-object predefined within the geodata. Under a geo object, geometrically determined elements can be punctiform, linear, planar or even spatial.
  • the reference range is or the Geo Accept arranged according to the characterizing features of claim 5 before an intersection and / or an entrance or exit in the road network of geodata.
  • each relevant entry and exit or intersection is detected in front of a defined area in which an increased accuracy of the position determination is required.
  • the defined event may be the passing of roadside toll infrastructure elements, for example toll gates or support beacons.
  • Toll infrastructure elements are already known from non-satellite toll collection systems. They communicate with the OBU by means of course radio (DSRC). If the passage of such a toll infrastructure element is detected, since, according to the characterizing features of claim 8, each toll infrastructure element is assigned reference position data, the exact position of the vehicle is automatically known and thus also the exact reference position data, which is subsequently used to calculate the offset Calculation of the corrected position data can be used.
  • the characterizing features of claim 9 furthermore describe the possibility of using, as a defined event for determining the offset or the position data correction, the point in time at which a defined sequence of determined current position data is registered.
  • a triggering event for the position correction method according to the invention thus a computationally perceptible change in the vehicle movement is set.
  • the direction and speed of the vehicle can be calculated, and thereby a characteristic driving distance of the vehicle be recognized, which is compared with stored characteristic routes and the application of a method according to the invention for determining the offset and for correcting the determined current position data is applied in accordance.
  • the inventive offset can be determined.
  • the duration of the calculation of corrected current position data may be limited according to the characterizing features of claim 10.
  • the period of execution of the method according to the invention may also be limited according to the characterizing features of claim 11 by defining a certain number of distance units, after which the vehicle will cope with the correction of corrected current position data becomes.
  • the conversion to corrected current position data takes place until agreement or non-compliance of these with a defined region of the electronically stored geodata occurs.
  • the passage of the vehicle from defined zones or geo-objects preferably the re-emergence of the vehicle from an observed defined area of the road network, is accompanied by a termination of the execution of the method according to the invention. If the vehicle reaches another one defined area of the road network or a geo object corresponding thereto defined geo object, the inventive conversion of the determined current position data is restarted. This results in a complete monitoring of the observed vehicle with regard to its current route selection.
  • Claim 13 describes a toll collection system in which the method described in claims 1 to 12 is used. It comprises mobile detection units (OBUs) for arrangement in a vehicle, each mobile detection unit having at least one location unit for the purpose of determining current position data by means of position information emitting devices, preferably satellites, and a processor unit containing the determined current position data in the mobile detection unit stored geodata, which include at least part of the road network of a geographical area, for the purpose of current position determination of a vehicle compares.
  • OBUs mobile detection units
  • each mobile detection unit having at least one location unit for the purpose of determining current position data by means of position information emitting devices, preferably satellites, and a processor unit containing the determined current position data in the mobile detection unit stored geodata, which include at least part of the road network of a geographical area, for the purpose of current position determination of a vehicle compares.
  • defined areas 1 are therefore provided within the geodata, which are classified as critical road systems as critical and therefore make a determination of the current position data of the vehicle 8 with increased accuracy necessary, these defined areas 1 each having at least one defined reference area 3 is assigned.
  • This reference area 3 is preferably defined as a geo-object 3 and is ideally arranged immediately before the junction of a road in a defined area 1, as a starting point for the following, in Figure 3 to serve schematically illustrated method according to the invention for position data correction.
  • Each reference area 3 is again assigned reference position data 5, which are decisive for the comparison described below.
  • an offset 6 is determined, with which from now on all the following, determined by the localization unit within the defined area 1 current position data 4 and converted to corrected current position data 7 are converted.
  • the corrected current position data 7 now correspond with higher accuracy to the actual location of the vehicle 8 than the determined current position data 4 without correction and allow even in a densely interlinked road network with many entrances and exits of individual routes an exact assignment, on which road the vehicle 8 is currently located.
  • the comparison goes along with the assumption that the vehicle 8 is actually located at the location of the reference position data 5, especially since these are selected so that it can be the only possible actual location of the vehicle 8 at the time of passing the reference area 3.
  • the possible error liability of this computational assumption is marginal and allows a sufficient differentiation of even closely spaced and intersecting lanes of the road network.
  • the duration of the application of the method according to the invention for ascertaining corrected current position data 7 can be arbitrarily determined and is essentially dependent on the size of the defined critical area 1. Thus, for example, the lapse of a defined period of time from the defined event can be determined; However, the embodiment of the method according to the invention can also be limited by defining a specific number of distance units, after which the detection by the vehicle 8 of the corrected current position data 7 ends automatically.
  • a particularly practicable possibility is that the conversion to corrected current position data 7 is performed only for the recognized period of entry or re-exit of the vehicle 8 in or out of the defined area 1 of the geodata.
  • the method according to the invention is thus terminated when the vehicle 8 again frequents a region of the spatial data classified as non-critical.
  • the localization unit current position data 4 for vehicle position detection or toll calculation basis as these prove to be sufficiently accurate in such application again.
  • the inventive method for determining corrected current position data 7 is restarted.
  • GNSS Positioning System independent coupling location is constantly aligned with the satellite positioning and makes it possible that the automatic position detection system for a short period even without GNSS signal manages.
  • this system is subject to considerable inaccuracies and should be made unnecessary by the described inventive measures, although a system according to the invention may optionally interact with a mounted on board dual-location system.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Navigation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
  • Position Fixing By Use Of Radio Waves (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Traffic Control Systems (AREA)

Claims (14)

  1. Procédé pour déterminer des données de position actuelles corrigées, en particulier pour déterminer des positions corrigées d'un véhicule dans un système de saisie de péage, dans lequel des données de position actuelles (4) sont déterminées à l'aide de dispositifs émettant des informations de position, de préférence des satellites, et ces données sont comparées avec des géodonnées déposées sous forme électronique qui couvrent au moins une partie du réseau routier d'une région géographique, caractérisé en ce que les données de position actuelles déterminées (4) sont comparées avec des données de position de référence (5) et en ce qu'il est établi, sur la base de cette comparaison, un décalage (6) avec lequel toutes les données de position actuelles déterminées qui suivent (4) sont corrigées et sont converties en données de position actuelles corrigées (7).
  2. Procédé pour déterminer des données de position actuelles selon la revendication 1, caractérisé en ce que le début du procédé est déclenché automatiquement par un événement défini.
  3. Procédé pour déterminer des données de position actuelles selon la revendication 2, caractérisé en ce que l'événement défini est l'événement lors duquel les données de position actuelles déterminées (4) sont situées dans ou sur une zone de référence (3) des géodonnées déposées sous forme électronique.
  4. Procédé pour déterminer des données de position actuelles selon la revendication 3, caractérisé en ce que la zone de référence (3) est un géo-objet (3) prédéfini au sein des géodonnées.
  5. Procédé pour déterminer des données de position actuelles selon l'une des revendications 3 ou 4, caractérisé en ce que la zone de référence (3) des géodonnées déposées sous forme électronique resp. le géo-objet (3) sont situés devant un carrefour et/ou un accès ou une sortie du réseau routier.
  6. Procédé pour déterminer des données de position actuelles selon l'une des revendications 3 à 5, caractérisé en ce que des données de position de référence sont associées à chaque zone de référence (3).
  7. Procédé pour déterminer des données de position actuelles selon la revendication 2, caractérisé en ce que l'événement défini est le passage par des éléments d'infrastructure de péage côté route, par exemple, des portiques de péage ou des balises de support.
  8. Procédé pour déterminer des données de position actuelles selon la revendication 7, caractérisé en ce que des données de position de référence sont associées à chaque élément d'infrastructure de péage.
  9. Procédé pour déterminer des données de position actuelles selon la revendication 2, caractérisé en ce que l'événement défini est la survenance d'une séquence définie de données de position actuelles déterminées (4).
  10. Procédé pour déterminer des données de position actuelles selon l'une des revendications 1 à 9, caractérisé en ce que la conversion en données de position actuelles corrigées (7) se fait pour un laps de temps fixé.
  11. Procédé pour déterminer des données de position actuelles selon l'une des revendications 1 à 9, caractérisé en ce que la conversion en données de position actuelles corrigées (7) se fait pour un nombre défini d'unités de distance.
  12. Procédé pour déterminer des données de position actuelles selon l'une des revendications 1 à 9, caractérisé en ce que la conversion en données de position corrigées (7) se fait jusqu'à l'obtention d'une coïncidence resp. d'une non-coïncidence entre celles-ci et une zone définie (1) des géodonnées déposées sous forme électronique.
  13. Système de saisie de péage, comprenant des unités de détection mobiles (OBUs) destinées à être disposées dans un véhicule, chaque unité de détection mobile comportant au moins une unité de localisation pour déterminer des données de position actuelles à l'aide de dispositifs émettant des informations de position, de préférence des satellites, ainsi qu'une unité de processeur qui, aux fins de déterminer la position actuelle d'un véhicule, compare les données de position actuelles déterminées avec des géodonnées stockées dans l'unité de détection mobile et qui couvrent au moins une partie du réseau routier d'une région géographique, caractérisé en ce que peut être déterminé, au moyen de l'unité de processeur et sur la base de la comparaison des données de position actuelles déterminées et des données de position de référence, un décalage (6) avec lequel toutes les données de position actuelles déterminées qui suivent (4) sont corrigées et peuvent être converties en données de position actuelles corrigées (7).
  14. Unité de détection mobile, comprenant au moins une unité de localisation et une unité de processeur d'un système de saisie de péage selon la revendication 13.
EP06124024A 2005-12-12 2006-11-14 Procédé destiné à la détermination de données de position actuelles corrigées, en particulier à la détermination de la position actuelle de véhicules Not-in-force EP1796059B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL06124024T PL1796059T3 (pl) 2005-12-12 2006-11-14 Sposób ustalania skorygowanych aktualnych danych o położeniu, w szczególności w celu określenia aktualnego położenia pojazdu
SI200631198T SI1796059T1 (sl) 2005-12-12 2006-11-14 Postopek določanja popravljenih trenutnih podatkov o položaju še zlasti za določanje trenutnih položajev vozila

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102005059284A DE102005059284A1 (de) 2005-12-12 2005-12-12 Verfahren zur Ermittlung von berichtigten aktuellen Positionsdaten insbesondere zur Bestimmung von aktuellen Fahrzeugpositionen

Publications (3)

Publication Number Publication Date
EP1796059A2 EP1796059A2 (fr) 2007-06-13
EP1796059A3 EP1796059A3 (fr) 2008-01-23
EP1796059B1 true EP1796059B1 (fr) 2011-09-07

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EP06124024A Not-in-force EP1796059B1 (fr) 2005-12-12 2006-11-14 Procédé destiné à la détermination de données de position actuelles corrigées, en particulier à la détermination de la position actuelle de véhicules

Country Status (6)

Country Link
EP (1) EP1796059B1 (fr)
AT (1) ATE523870T1 (fr)
DE (1) DE102005059284A1 (fr)
DK (1) DK1796059T3 (fr)
PL (1) PL1796059T3 (fr)
SI (1) SI1796059T1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
CN112381954A (zh) * 2020-11-11 2021-02-19 郑州捷安高科股份有限公司 一种动态模型显示方法、装置及设备

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DE102013014869B4 (de) 2013-09-06 2015-10-29 Audi Ag Verfahren zur Positionsbestimmung eines Kraftfahrzeugs und Positionsbestimmungssystem für ein Kraftfahrzeug
DE102014208541A1 (de) * 2014-05-07 2015-11-12 Continental Teves Ag & Co. Ohg Bestimmung redundanter Absolutpositionen mit Fahrdynamiksensoren

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DE19803662C2 (de) * 1998-01-30 1999-12-02 Siemens Ag Navigationsgerät und Verfahren zur Positionsbestimmung mittels Koppelnavigation
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Cited By (1)

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Publication number Priority date Publication date Assignee Title
CN112381954A (zh) * 2020-11-11 2021-02-19 郑州捷安高科股份有限公司 一种动态模型显示方法、装置及设备

Also Published As

Publication number Publication date
EP1796059A2 (fr) 2007-06-13
SI1796059T1 (sl) 2012-01-31
ATE523870T1 (de) 2011-09-15
PL1796059T3 (pl) 2012-02-29
EP1796059A3 (fr) 2008-01-23
DE102005059284A1 (de) 2007-06-14
DK1796059T3 (da) 2012-01-09

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