EP2564381A1 - Procédé et dispositif de génération d'informations de circulation routière - Google Patents

Procédé et dispositif de génération d'informations de circulation routière

Info

Publication number
EP2564381A1
EP2564381A1 EP11716384A EP11716384A EP2564381A1 EP 2564381 A1 EP2564381 A1 EP 2564381A1 EP 11716384 A EP11716384 A EP 11716384A EP 11716384 A EP11716384 A EP 11716384A EP 2564381 A1 EP2564381 A1 EP 2564381A1
Authority
EP
European Patent Office
Prior art keywords
detector
unit
traffic information
bluetooth
transmitting unit
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.)
Withdrawn
Application number
EP11716384A
Other languages
German (de)
English (en)
Inventor
Sten Ruppe
Jan Schulz
Mathias Haberjahn
Andreas Luber
Karsten Kozempel
Sascha Bauer
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.)
Deutsches Zentrum fuer Luft und Raumfahrt eV
Original Assignee
Deutsches Zentrum fuer Luft und Raumfahrt eV
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 Deutsches Zentrum fuer Luft und Raumfahrt eV filed Critical Deutsches Zentrum fuer Luft und Raumfahrt eV
Publication of EP2564381A1 publication Critical patent/EP2564381A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0141—Measuring and analyzing of parameters relative to traffic conditions for specific applications for traffic information dissemination
    • 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
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0116—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from roadside infrastructure, e.g. beacons
    • 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
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/012—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from other sources than vehicle or roadside beacons, e.g. mobile networks
    • 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
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W64/00—Locating users or terminals or network equipment for network management purposes, e.g. mobility management
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W8/00—Network data management
    • H04W8/005—Discovery of network devices, e.g. terminals
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W8/00—Network data management
    • H04W8/22—Processing or transfer of terminal data, e.g. status or physical capabilities
    • H04W8/24—Transfer of terminal data

Definitions

  • the invention relates to a method and a device for generating
  • the generation of traffic information forms an essential basis for improved traffic planning or traffic control, especially in the urban area.
  • traffic information For a generation of traffic information or a
  • Traffic data collection may include methods of generating local
  • Traffic information can be distinguished.
  • Local traffic information concerns e.g. a traffic flow at a traffic light system.
  • Route-related traffic information serve, for example, the monitoring of a motorway section.
  • Traffic information serves here in contrast to the local or
  • a spatial area which usually comprises a plurality of traffic nodes or traffic sections.
  • a spatial area may be a city area.
  • traffic information can be extracted from signals, for example, from
  • Induction loops video-based monitoring devices, radar-based radar-based
  • Monitoring devices radio-based monitoring devices
  • FCD Floating Car Data
  • the signals of all sensors that serve to generate local, distance or spatial traffic information are transmitted to a central unit for generating traffic information. This can determine from the entirety of transmitted traffic information a current, accurate and comprehensive traffic situation.
  • Traffic information is determined in the form of collective data that can be assigned to at least one traffic flow of vehicles present in the area. This is at least a part of the sensors in vehicles.
  • a second evaluation of individually detected signals which in each case indicate the presence of a single sensor in a localizable subarea of the spatial area, individual traffic information in the form of individual data is determined, each of which can be assigned to a single vehicle. Then by means of a
  • Traffic information generated which relate to the at least one traffic flow.
  • Vehicle Recognition provides for a calculation of a travel time between two route points insufficient information.
  • the route of a vehicle can be determined in particular only if a specific vehicle can be recognized. This is possible, inter alia, if a vehicle can be assigned a unique, individual identifier that can be repeatedly detected.
  • There are approaches such as the automatic detection of number plates of vehicles.
  • the advantage is that vehicles do not have to be equipped with special positioning or communication devices or transponders. However, such procedures are subject to strict privacy policies, making their approval difficult or even impossible in certain countries.
  • an infrastructure-side detector detects an identifier, for example an RFID address, of an RFID chip mounted on the vehicle.
  • an identifier for example an RFID address
  • a disadvantage of this solution is that a vehicle for this purpose must be equipped with a non-standard in the vehicle RFID chip.
  • a unique identification address (MAC address) of terminals with Bluetooth TM interface allows unambiguous identification of these so-called Bluetooth TM terminals, such as mobile or navigation devices.
  • Bluetooth TM interfaces of such Bluetooth TM terminals are often permanently activated and thus at any time a connection request, which can also be referred to as inquiry and will be described in more detail below, allow via their Bluetooth TM interfaces.
  • a connection request of a first Bluetooth TM terminal via a connection request of a first Bluetooth TM terminal, further Bluetooth TM terminals with activated Bluetooth TM interfaces can be detected and identified, whereby the further Bluetooth TM terminals must be in a discoverable state.
  • the respective Bluetooth TM terminal is visible to other Bluetooth TM terminals.
  • undiscoverable state the respective Bluetooth TM terminal is not visible to all, but only to certain other Bluetooth TM terminals, particularly those Bluetooth TM terminals which are a MAC address of the undiscoverable state Bluetooth TM " device.
  • Bluetooth TM terminals are organized in so-called piconets, consisting of one master and up to seven slaves. Before a master and a slave can exchange data, it is necessary for the slave to synchronize its so-called frequency hopping sequences to those of the master. This is realized in the context of the previously mentioned connection setup, the inquiry.
  • the Bluetooth TM Terminal that wants to connect to other Bluetooth terminals, is in the role of the master.
  • the master first sends identification packets (ID packets) with a General Inquiry Access Code (GIAC) in accordance with what is known as an inquiry hopping sequence. Any Bluetooth TM terminal that receives this GIAC and is in a discovery state responds to this request.
  • ID packets identification packets
  • GIAC General Inquiry Access Code
  • the master carrying out the connection request sends out, for example, two Inquir packets on two different frequencies per time window, for example in the even-numbered time slots. Then he waits for response signals in the odd time slot.
  • This can be referred to as Time Division Multiplexing or Time Division Multiple Access (TDMA).
  • TDMA Time Division Multiplexing
  • a transmission of ID packets on the different frequency trains is repeated eg 265 times in each case.
  • the GIAC is transmitted, for example, one after the other over the 32 standardized carrier frequencies.
  • a slave in the Inquiry Scan state looks for Inquiry packets at these 32 frequencies, but changes the frequencies more slowly than the Master to increase the likelihood of coincident coincidence with the Master.
  • a slave looking for a master may listen on any of the 32 frequencies for 11, 25 milliseconds every 2.56 seconds. If a slave has received an ID packet with a GIAC, it waits for a second packet. If he has also received this, he sends back a so-called frequency hopping selection packet (FHS packet), which contains a necessary MAC address and a time stamp for a synchronization of the hopping frequency. It should be noted that only the FHS packet contains the necessary information for establishing a connection. From this point on, the master knows the MAC address of the slave and the
  • FHS packet frequency hopping selection packet
  • Connection establishment can be aborted at this point, since the slave for the master is now uniquely identified.
  • the previously described search process and connection setup process of the master takes between three and five seconds.
  • the maximum Inquiry time is around ten seconds, but may be up to 31 seconds in rare cases.
  • Bluetooth TM terminals can be over the previously described
  • Connection establishment process can be uniquely and repeatedly identified.
  • the FHS packets can be evaluated and the MAC address contained therein can be stored with the time stamp contained therein. Also, the same MAC address be identified again.
  • the prerequisite here is that the Bluetooth terminal is in a so-called discoverable state.
  • the respective Bluetooth TM terminal is visible to other Bluetooth TM terminals.
  • the respective Bluetooth TM terminal in the Discoverable state will respond to the GIAC of any other Bluetooth TM terminal.
  • the Bluetooth TM terminal is discoverable in the Discoverable state for any other Bluetooth TM terminal.
  • a disadvantage of the detection of such terminals and thus also in the detection of road users is that a connection request, ie a search of defined by the Bluetooth TM standard frequency bands for participants to
  • Dial-up connection deliberately designed robust, is spatially very limited and usually takes a period of three to five seconds to complete.
  • the problem of spatial limitation can be improved with directional antennas, for example.
  • the predetermined reception area is extended in a preferred direction and reduced in other directions.
  • EP 2 009 610 A2 discloses a method for determining a traffic quantity relating to a route of a road network, in particular a travel time or a source-destination relationship, wherein for an individual vehicle the times at which the vehicle enters the route are detected and then an exit from the track happens.
  • an individual value of the traffic variable is determined at least from the detected times, wherein the times assigned to the vehicle are detected anonymously.
  • Traffic size provided which has a detection unit at the exit and a corresponding detection unit at the entrance of the route.
  • Detection unit is from a passing vehicle, which a
  • the vehicle unit For the transmission of the identification data set are the vehicle unit and the
  • DE 10 2008 017 568 A1 describes a method for determining source-destination demand data of traffic flows of a plurality of road users and thus a method for generating traffic information.
  • the document teaches that each movement of a single road user from a source area to a destination area is detected by means of mobile radio signaling relating to a mobile terminal carried by the individual road user. In this case, a local change of mobile radio terminals is traceable by the signals that are generated in the mobile network. It is further stated that it is now possible using the described teaching, based on already existing
  • a position determination of mobile radio terminals in mobile networks is carried out by the fact that the mobile terminal selects a radio cell with the best signal strength, wherein a change of an assignment of a mobile terminal to a radio cell in a so-called home location register (HLR) registered becomes.
  • HLR home location register
  • the position determination is thus carried out via a transmitter-side evaluation of signal strengths of a communication of the transmitter, in this case the mobile terminal, with a so-called Base Transceiver Station (BTS), wherein a BTS is associated with a respective radio cell.
  • BTS Base Transceiver Station
  • traffic information includes e.g. an average travel time or travel speed of a road user in the spatial area.
  • traffic information can be called something
  • Traffic information contain information about a traffic volume.
  • the traffic information may also include information about routes traveled by road users.
  • the spatial area preferably comprises a plurality of traffic nodes, e.g. Intersections, and traffic sections, e.g. Track sections.
  • the spatial area can be predetermined here.
  • the spatial area may include a city area or parts of a city area.
  • the method according to the invention is not limited to a local area, e.g. a crossroads.
  • a spatial position of a detector with respect to the spatial area is determined.
  • a detector can determine its spatial position, ie its own spatial coordinates, at least with respect to a coordinate system of the spatial area.
  • these spatial coordinates of the detector can either be previously known or can be determined with a sufficiently high accuracy with means for determining the spatial position.
  • the detector is thus spatially referenced with respect to the spatial area.
  • the spatial position of the detector may be previously known and available for a subsequently explained central unit for generating traffic information.
  • the detector detects at least one signal of at least one first
  • the detector has a receiving unit, e.g. an antenna, on.
  • the receiving unit and thus the detector is in this case a predetermined
  • the detector can only receive signals from transmission units which are located within its reception range.
  • the receiving range of the detector can be defined, for example, as the spatial area in which a transmitting unit having a predetermined signal strength can be located so that the strength of the signal received by the detector is greater than or equal to a predetermined receiving power.
  • the reception area thus also defines a spatial area relative to the detector. If the detector receives a signal with a signal strength greater than or equal to the predetermined reception strength, then the associated transmission unit is located at a distance from the detector which corresponds at least to the maximum spatial extent of the reception area with respect to the detector.
  • the at least first transmission unit may in this case be a vehicle-mounted or a vehicle-independent transmission unit.
  • Vehicle-bound means that the first transmission unit is fixedly arranged in or on the vehicle and a position of the first transmission unit changes with the position of the vehicle to the same extent.
  • a Bluetooth TM or Internet-enabled infotainment system of a vehicle may be a vehicle-mounted transmission unit.
  • the vehicle-mounted transmission unit may be a Bluetooth TM or Internet-enabled infotainment system of a vehicle.
  • vehicle-mounted transmission unit for example, a WLAN interface
  • IEEE 802.11 a, b, g or p standard Communication according to IEEE 802.11 a, b, g or p standard.
  • a WLAN interface for communication according to the IEEE 802.11 p standard guarantees that it is a vehicle because the IEEE 802. Up standard was developed for vehicle-to-X communication.
  • the IEEE 802.11 p standard it is with the
  • an IEEE 802.11p-enabled WLAN unit is always firmly connected to a vehicle, i. the position of the transmitting unit can not change independently of the vehicle.
  • the on-vehicle transmission unit may be, for example, a Wi-Fi Direct TM interface.
  • the associated communication standard allows direct device communication (device to device) via so-called Wi-Fi Direct TM signals without the need for a home network or hotspot (access point).
  • the corresponding communication standard therefore competes directly with the Bluetooth TM standard, which also enables direct device communication.
  • Unattached vehicles means that a position of the first transmission unit can change independently of the position of the vehicle. However, one can Change the position of the first transmitting unit with the position of the vehicle, if the first transmitting unit is carried in the vehicle.
  • a Bluetooth TM or Internet enabled mobile device which is carried by a motor vehicle driver or occupant, may be a non-mobile transmitting unit.
  • the signal of the first transmission unit is used for a data communication of the first transmission unit with a further communication unit or a data communication with a plurality of further communication units.
  • the signal of the first transmitting unit can be used exclusively for a data communication of the first transmitting unit with the further communication unit or a plurality of further communication units.
  • the at least one further communication unit is different here from the previously described detector.
  • the signal of the first transmitting unit does not serve for data communication between the first transmitting unit and the detector or a desired transmission of data between the first transmitting unit and the detector.
  • the detector can receive signals from one or more transmission units that are transmitted by the transmission unit or units in accordance with one or more communication standards.
  • the detector determines an identifier of the first transmitting unit.
  • the first transmission unit is thus assigned an identifier.
  • the identifier is a unique one
  • the detector can determine the identifier directly from the detected signal of the first transmission unit.
  • the detector can interrogate the identifier from the transmitting unit.
  • the detector may additionally comprise means for establishing a data-related communication with the first transmitting unit, for example a detector-side transmitting unit, by means of which a data-related
  • the detector can by means of the means for establishing a data communication send a connection request to the first transmitting unit, wherein upon successful connection request, a preferably unique identifier of the first transmitting unit is transmitted to the detector.
  • the detector may include a Bluetooth TM interface by means of which the previously described Bluetooth TM based connection request is feasible to Bluetooth TM terminals that are in a discoverable state.
  • a connection setup by means of such a connection request can be too slow, for example, in driving
  • Connection request passing detector is detected.
  • the detector transmits at least the identifier of the first transmitting unit to a central unit for generating traffic information.
  • the detector can also transmit at least its spatial position and the identifier of the first transmission unit to the central unit for generating traffic information.
  • information about the spatial position of the detector can be linked to information about the identifier of the first transmission unit. This can be done, for example, with the central unit described below.
  • the detector may associate the information regarding its own spatial position with the information regarding the identifier of the first transmitting unit and then transmit it to the central transmitting unit.
  • the detector may also provide further information, e.g. a time of detection of the first transmitting unit, with the identifier of the first transmitting unit and optionally the own spatial position link and transmitted to the central unit.
  • further information e.g. a time of detection of the first transmitting unit, with the identifier of the first transmitting unit and optionally the own spatial position link and transmitted to the central unit.
  • the linking and transmission of further data is also conceivable.
  • a so-called indirect spatial referencing of the first transmitting unit takes place.
  • the predetermined reception range of the detector results in a spatial referencing of the first transmission unit with respect to the detector, wherein an accuracy of this spatial referencing is not more accurate than a spatial extent of the reception range. Since a spatial position of the detector with respect to the spatial area is known, there is thus an indirect spatial referencing of the first transmitting unit with respect to of the spatial area. This can also be described as indirect location of the first transmission unit.
  • the method thus makes it possible to determine a spatial position of the first transmission unit with respect to the spatial area exclusively on the basis of the known or determinable spatial position of the detector and of the signal transmitted by the first transmission unit for communication with at least one further communication participant and detected by the detector. In this case, it does not matter whether the first transmitting unit has means for determining its own spatial position with respect to the spatial area or has access to such information.
  • the method is therefore also applicable to transmitting units that have no or only imprecise
  • Such transmission units may be, for example, laptops, mobile phones, PDAs and other (end) devices, in particular Bluetooth TM terminals or WLAN terminals, which are connected via one or more
  • Communication protocols can communicate with other communication participants. Since such devices are available in a variety, this can increase the amount of location information significantly.
  • Bluetooth TM devices communicate using a familiar Bluetooth TM standard.
  • WLAN terminals can, for example, communicate via the IEEE 802.11 standard, but in particular also via the IEEE 802.11 p standard, the IEEE 802.11 b standard, the IEEE 802.11g standard or the IEEE 802.11h standard. Even with such a communication, it is conceivable to determine or extract an identifier by means of a detector from a communication between two WLAN terminals different from the detector.
  • the IEEE 802.11 p standard In addition to determining an identifier from a communication between two WLAN terminals, the IEEE 802.11 p standard, as well as the IEEE 802.11b standard, enables the IEEE 802.11g standard and the IEEE 802.11 h standard, advantageously an identification of a unique identifier, namely a device address, a transmitting unit, which can be queried by the detector via a so-called probe request directly from a WLAN terminal.
  • the central unit determines the generation of traffic information
  • the central unit transmits Traffic information within the spatial area of at least the transmitted data of the detector.
  • the central unit transmits Traffic information within the spatial area of at least the transmitted data of the detector.
  • the central unit may determine so-called start-destination matrices (O / D matrices) and use the traffic information it calculates to plan traffic flows in the spatial area.
  • the central unit can determine a route of a road user from a unique identifier and the corresponding time stamps.
  • the proposed method results in an advantageous manner that also position information of transmitting units that are not spatially referenced directly with respect to the spatial area, can be used to generate traffic information. This increases the amount of information that can be used to determine traffic parameters. Information such as
  • Transmitting units are particularly available with a high refresh rate. This advantageously enables a precise, up-to-date and comprehensive determination of traffic parameters in the spatial area.
  • the detector is a stationary detector.
  • Stationary detectors here are detectors whose position does not change over time relative to the spatial area and can also be referred to as infrastructure-side detectors.
  • infrastructure-side detectors For example, such stationary detectors in
  • detectors may also be mobile detectors.
  • such detectors may be integrated in vehicles. It should be noted that the mobile detectors must have means for determining their own spatial position or have data access to such information.
  • satellite-based position determining means such as a GPS sensor done.
  • satellite-based position determining means such as a GPS sensor done.
  • Other methods for the spatial referencing of mobile detectors are conceivable. This results in an advantageous manner that information of such detectors can cover not only a static, spatially fixed area, but a geographically changing area.
  • the detector additionally determines a relative position of the first transmitting unit with respect to the detector and transmits this relative position to the central unit for generating traffic information.
  • a determination of a relative position here refers to the determination of an information which enables a more accurate spatial referencing of the first transmission unit with respect to the detector.
  • the determination of the relative position comprises the determination of a distance between the first transmitting unit and the detector and / or a direction vector from the detector to the first transmitting unit.
  • a determination of the position may, for example, be understood as the determination of a distance of the first transmitting unit from the detector.
  • a spatial referencing of the first transmitting unit may, for example, be understood as the determination of a distance of the first transmitting unit from the detector.
  • a spatial referencing of the first transmitting unit may, for example, be understood as the determination of a distance of the first transmitting unit from the detector.
  • the detector determines the relative position of the first transmitting unit depending on a strength of the signal received by the first transmitting unit.
  • a distance of the first transmitting unit from the detector can be determined via known relationships between a signal strength and a distance.
  • Receiving unit of the detector and a direction vector between the detector and the first transmitting unit can be determined. This results in an advantageous manner that only the signal strength of the detected or received signal and no additional information for determining a relative position of the first transmitting unit with respect to the detector must be present.
  • the detector is a detector for WLAN signals and / or Bluetooth TM signals and / or Wi-Fi Direct TM signals and / or GSM signals. This results in an advantageous manner that a large number of mobile devices can be used for the determination or generation of traffic information.
  • the detector is a detector for Bluetooth TM signals, wherein the detector receives at least one signal of a Bluetooth TM -based communication of the first transmission unit with at least one further communication unit. Furthermore, the detector evaluates the at least one signal and determines or extracts at least part of an address of the first transmitting unit from the at least one signal. In particular, the detector determines or extracts a so-called Lower Address Part (LAP) of a Bluetooth TM device address of the first transmission unit from the at least one signal. The part of the address of the transmitting unit, in particular the Lower Address Part, in this case corresponds to the inventively proposed identifier.
  • LAP Lower Address Part
  • the LAP can be part of a globally unique and therefore clearly assignable 48-bit Bluetooth TM device address (MAC address) of each Bluetooth TM device.
  • the MAC addresses are assigned by an IEEE registration authority and created according to the IEEE 802-2001 standard. There are three parts to a Bluetooth TM device address: the Lower Address Part (LAP), the Upper Address Part (UAP), and the Non-significant Address Part (NAP).
  • the Bluetooth TM Device address can accept any value except for 64 reserved LAP values for general and certain Inquiry operations. One of the reserved LAP values is reserved for the so-called General Inquiry and therefore the same for all Bluetooth TM end devices. The remaining 63 reserved LAP values are reserved for predetermined Inquiries (Dedicated Inquiries) of special device classes. For example, the reserved LAP values can be between 0x9E8B00 and 0x9E8B3F, where the LAP value is 0x9E8B33, especially for the general inquiry.
  • the signal of a Bluetooth TM -based communication of the first transmission unit received by the detector with at least one further communication unit is received and, for example, demodulated after receiving.
  • the demodulation can be carried out as a function of a previously known modulation type, a previously known modulation index as well as a previously known modulation rate.
  • demodulation can be performed using Gaussian Frequency Shift Keying (GFSK).
  • the received signal may for example comprise at least one data packet, but preferably several data packets.
  • a beginning of the first received data packet can then be determined. Since the structure of an access code is known, the LAP value can be determined by means of a validation with a checksum.
  • the UAP and the NAP are not transmitted with every data packet. For a 24-bit LAP, there are 6 digits in the hexadecimal system. A length of 24 bits or 6 hexadecimal numbers in turn means 16,777,216
  • the proposed method advantageously makes it possible to determine the most unambiguous identification of a terminal and thus the fastest possible indirect location. It also results in an advantage that, as conventionally known, a complete connection setup, which can generally take between three to five seconds and a maximum of ten seconds in time, has to be carried out in order to carry out identification of a Bluetooth TM terminal as unambiguous as possible. Next results in an advantageous manner that even Bluetooth terminals, the
  • Determination of traffic information can be used.
  • the determination of the LAP value in terms of data protection law is less of a concern than the determination of a complete MAC address of a terminal.
  • the central unit for generating traffic information from repeated transmissions determines the identifier of the first
  • Transmitting unit and optionally the spatial position of the respective detecting detector a trajectory of the first transmitting unit.
  • the identifier of the first transmitting unit as well as the spatial position can be transmitted repeatedly by the same detector as well as by different detectors.
  • different detectors each transmit their spatial position and the identifier of the first transmitting unit.
  • Method for generating traffic information from so-called FCD data can also be applied to the traffic information generated by means of the method according to the invention for indirect location in order to determine a precise and up-to-date traffic situation.
  • the device comprises at least one detector.
  • a spatial position of the detector with respect to the spatial area can be determined.
  • the device may comprise a detector with means for determining its spatial position at least with respect to a spatial area.
  • the detector has means for detecting at least one signal of at least one first transmitting unit.
  • the detector has means for identifying an identifier of the first transmitting unit.
  • the detector has means for transmitting at least the identifier of the first transmitting unit to a central unit for generating traffic information.
  • the detector may include means for transmitting its spatial position and the identifier of the first transmitting unit to a central unit for generating Have traffic information.
  • a signal of the first transmission unit can be detected, which serves for a data-related communication of the first transmission unit with at least one further communication unit.
  • FIG. 2 is a schematic block diagram of a generation of
  • 3 is a schematic block diagram of a determination of a lower address
  • FIG. 1 shows an exemplary traffic scenario 1.
  • an object 2 designates a passenger car of an older series without one
  • Positioning device wherein a passenger of the object 2 operates a laptop that communicates via WLAN with not shown further communication devices.
  • Another object 3 denotes a car with an active hands-free system via Bluetooth TM, but also without a position-determining device.
  • the object 4 designates a vehicle of a vehicle fleet, e.g. a taxi fleet, which with
  • Positioning devices such as a GPS sensor, and detectors for detection is equipped with Bluetooth and WLAN signals.
  • Passers-by 5 are exemplified as passers-by who communicate via a mobile terminal with an activated Bluetooth TM headset, but without a positioning device.
  • a stationary infrastructure unit 6 is shown, which comprises detectors for detecting Bluetooth TM and WLAN signals and whose spatial position within the traffic network is predetermined.
  • FIG. 1 the course of travel of the objects 2, 3, 4 is indicated by arrows.
  • an exemplary first constellation 17 e.g. the object 4, by means of its detector, transmits the WLAN signal of the passenger's laptop in the object 2 and transmits its current position, the identifier of the laptop and the current time to a e.g. in Fig. 2 illustrated central unit 13 for generating traffic information.
  • the stationary infrastructure unit 6 once detects the WLAN signal of the passenger's laptop in the object 2 and the Bluetooth TM signal of the active hands-free device in the object 3, which is a data communication of the hands-free device with a not shown in the object 3 but not shown
  • Mobile device is used, and transmits their current position, the ID of the laptop and the speakerphone and the current time to the central unit 13.
  • the object 4 detects the Bluetooth TM signal of the mobile terminal of the passer 5 and transmits the current Position, the identifier of the mobile terminal and the current time to the central unit 13th
  • FIG. 2 shows an exemplary block diagram for generating traffic information via the traffic scenario illustrated in FIG. 1.
  • the object 4 of the vehicle fleet comprises a mobile detector 8.
  • the mobile detector 8 comprises a receiving unit 9, which can also be referred to as a so-called ID catcher.
  • the detector 8 comprises a GPS sensor 11.
  • the detector 8 further comprises a preprocessing unit 10, by means of which an identification of the objects 2, 3, 5 identified by the receiving unit 9 of the detector 8 is provided with information about a spatial position of the detector Detector 8 is linked.
  • a GSM module 12 this linked information is transmitted to a central unit 13 for generating traffic information.
  • the GPS module 11 is responsible for determining the position of the object 4.
  • the pre-processing unit 10 has a Identification of objects 2, 3, 5 the corresponding position and time. In this case, there is also the possibility of further preprocessing steps, for example to determine an exact relative position of the objects 2, 3, 5 to the object 4.
  • the data thus determined (identifier, position, time, direction vector, etc.) are sent to the central unit 13.
  • the central unit 13 in this case comprises a receiving unit 14, a unit 15 for
  • Determination of a trajectory and a unit 16 for calculating traffic-relevant parameters which calculates traffic-relevant parameters from the information transmitted by the objects 2, 3, 4 and 5.
  • FIG. 3 shows a schematic block diagram of a determination of a Lower Address Part LAP of a Bluetooth TM device address.
  • a detector 8 which is also shown for example in Fig. 2, receives e.g. by means of a receiving unit 9, a Bluetooth TM signal, which is composed of a useful signal Ss and a noise signal Sn.
  • the useful signal Ss is a Bluetooth TM signal, which is used for the data communication of a first transmitting unit 20 with at least one further communication unit 21 (see FIG. 4).
  • the Bluetooth TM signal in particular the useful signal Ss, contains several data packets.
  • a modulation index and a modulation rate may be previously known, the modulation index being e.g. 0.32 and the modulation rate e.g. 4 may be.
  • a second step S2 the beginning of the first received data packet is determined. It is assumed that each data packet starts with a constant 72-bit pattern, the so-called access code. This bit pattern is used to identify data packets and contains the 24-bit long LAP followed by a 34-bit checksum and 14-bits for synchronization and error detection. A complete MAC address is not included in the data packets. However, the LAP can be extracted from a data packet by a validation with the checksum. This is done in a third step S3.
  • the receiving unit 9 of the detector 8 can detect a traffic of Bluetooth TM devices in a 2.4 GHz band.
  • a LAP of the device address of the hands-free device of the object 3 described in FIG. 1 and also a LAP of the device address of the mobile terminal of the passer-by 5 can be determined.
  • the stationary infrastructure unit 6 or a Bluetooth TM identification unit of the mobile object 4 can serve as the detector.
  • the stationary infrastructure unit 6 and the Bluetooth TM identification unit can both be a receiving unit 9 (see eg FIG. 2) for a 2.4 GHz Bluetooth TM frequency band, combined with a computing unit which may be, for example, the preprocessing unit 10 shown in FIG , include. At 1,600 hops per second, it is only necessary to observe a certain number of channels in order to reliably receive all data packets transmitted in the reception area.
  • the LAP may be stored in a database, for example, stored in a memory device of the central unit 13 (see FIG. 2).
  • Data transmission from the detector 8 to the central unit 13 can be wireless.
  • a power supply of the central unit 13 may be provided either via a battery or via a power supply of existing infrastructure-side systems, e.g. the lighting or traffic engineering, be realized.
  • FIG. 4 shows a schematic block diagram of a communication of a first one
  • data is transmitted, for example, via a Bluetooth TM -based communication exclusively between the first transmitting unit 20 and the further communication subscriber 21.
  • a detector 8 has a receiving area 22 and can in this case the
  • Receive communication 21 receiving signals.
  • the detector 8 may be that of data transmission between the first transmitting unit 20 and the other

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  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé et un dispositif de génération d'informations de circulation routière. Ledit dispositif comporte au moins un détecteur (8), une position spatiale du détecteur (8) pouvant être déterminée au moins par rapport à la zone spatiale. Ledit détecteur (8) comporte : des moyens permettant de détecter au moins un signal d'au moins une première unité d'émission (20) ; des moyens permettant d'identifier une identification de la première unité d'émission (20) ; des moyens permettant de communiquer au moins l'identification de la première unité d'émission (20) à une unité centrale (13) afin de générer des informations de circulation routière. Les moyens de détection permettent de détecter un signal de la première unité d'émission (20), ledit signal servant à une communication de données entre la première unité d'émission (20) et au moins une autre unité de communication (21).
EP11716384A 2010-04-29 2011-04-20 Procédé et dispositif de génération d'informations de circulation routière Withdrawn EP2564381A1 (fr)

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DE102010018815A DE102010018815A1 (de) 2010-04-29 2010-04-29 Verfahren und Vorrichtung zur Generierung von Verkehrsinformationen
PCT/EP2011/002105 WO2011134647A1 (fr) 2010-04-29 2011-04-20 Procédé et dispositif de génération d'informations de circulation routière

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US9154982B2 (en) 2009-04-02 2015-10-06 Trafficcast International, Inc. Method and system for a traffic management network
US8510025B2 (en) 2009-04-02 2013-08-13 Trafficcast International, Inc. Method and system for a traffic management network
DE102014206937A1 (de) 2014-04-10 2015-10-15 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zur Steuerung von Verkehrsströmen an Knotenpunkten
DE102014218848B4 (de) 2014-09-19 2022-07-14 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zur dynamischen Steuerung einer Signalanlage
DE102014221285B3 (de) * 2014-10-21 2015-12-03 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Vorrichtung zur Generierung von Verkehrsinformationen
US11147040B1 (en) * 2021-04-13 2021-10-12 CYBERTOKA Ltd. Methods and systems for discovering parameters associated with paging devices sent in packets during paging process

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