WO1998021703A1 - Procede et dispositif pour piloter un parc de vehicules routiers et/ou une flotte de bateaux - Google Patents

Procede et dispositif pour piloter un parc de vehicules routiers et/ou une flotte de bateaux Download PDF

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Publication number
WO1998021703A1
WO1998021703A1 PCT/DE1997/002651 DE9702651W WO9821703A1 WO 1998021703 A1 WO1998021703 A1 WO 1998021703A1 DE 9702651 W DE9702651 W DE 9702651W WO 9821703 A1 WO9821703 A1 WO 9821703A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
connection
center
data
time
Prior art date
Application number
PCT/DE1997/002651
Other languages
German (de)
English (en)
Inventor
Rolf-Edgar Barth
Uwe Pertz
Mathias Reinis
Original Assignee
Detemobil Deutsche Telekom Mobilnet Gmbh
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 Detemobil Deutsche Telekom Mobilnet Gmbh filed Critical Detemobil Deutsche Telekom Mobilnet Gmbh
Priority to EP97951070A priority Critical patent/EP0877997B1/fr
Priority to AU54758/98A priority patent/AU5475898A/en
Priority to DK97951070T priority patent/DK0877997T3/da
Priority to DE59705768T priority patent/DE59705768D1/de
Priority to AT97951070T priority patent/ATE210874T1/de
Publication of WO1998021703A1 publication Critical patent/WO1998021703A1/fr

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles
    • 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
    • G08G1/127—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 to a central station ; Indicators in a central station

Definitions

  • the invention relates to a method for controlling land or water vehicles, hereinafter referred to as fleet, consisting of a statically or variably formed group of means of transport which is permanently or temporarily limited, economically or otherwise prioritized, coordinated by a common center, at least one radio connection exists between the individual vehicle and the headquarters.
  • fleet consisting of a statically or variably formed group of means of transport which is permanently or temporarily limited, economically or otherwise prioritized, coordinated by a common center, at least one radio connection exists between the individual vehicle and the headquarters.
  • the object of the invention is therefore to propose a universally applicable method in which any number of users can act on a group of vehicles, the vehicles being assigned to one or more of the users.
  • the invention is characterized by the technical teaching of claim 1 and a device implementing the method by the technical teaching of claim 15.
  • An essential feature of the invention is that a large number of users are connected to a central unit via a data connection, that the central unit is connected to the vehicle to be coordinated via one or more GMS-compatible radio links and that the GPS is also used to determine the location of the vehicle. Position signals from one or more navigation satellites are used.
  • Fleet management Management refers to the entirety of all decisions and measures that are required to achieve a defined goal from a given situation.
  • the goal can consist of the best possible combination of partial goals (cost minimum, maximum revenue, maximum security ).
  • Fleet management is the management of a fleet, whereby the fleet is a static or variable group of means of transport, which is permanently or temporarily limited, economically or otherwise prioritized, coordinated by a common body.
  • IntraGSM ® With the IntraGSM ® telematics platform initiated by the DeTeMobil VT, a future standard is available that should also be used for T-Fleet under the aspect of a mass-marketable device. IntraGSM ® uses the basic technologies GSM as a transmission standard and GPS as a localization system.
  • the method according to the invention and the device operating according to it consist of the vehicle-side terminal and of the service package with parts from communication, decision and documentation algorithms.
  • the terminal has a modular structure, so that appropriate services can be provided as required by the customer.
  • the customer determines the composition of the end device and the choice of service.
  • the service is usually addressed via a landline connection. T-Online and the Internet WWW are intended for this. Prolonged access via connected media (DI-> Internet) is possible, but not the primary goal. Communication via ISDN and Datex-P is intended for large users.
  • the destination traffic is called from the mobile device
  • the method is based on the idea of providing client-oriented data storage and computer performance for many connected users at a central point in a communication network.
  • the user needs a computer at his operating location, which either directly via modem, ISDN or Datex-P or is connected to the T-Fleet data center via the T-Online and Internet services, as well as a suitable software access program and possibly a user ID.
  • the individual applications of the T-Fleet service package have a modular structure. The user can call each application individually or linked to other applications if required. His data can only be called up by him or third parties authorized by him (closed user group principle).
  • a suitable remote station in the form of an on-board device is required to use some applications. According to the classifications described later, the vehicle-side terminal serves as a communication remote station up to the automatic or semi-automatic data provider for the decision-making basis of the user.
  • Client fleet in circulation are new incoming orders in the
  • Order list set with its execution time is determined on the basis of the order information "from" and its location.
  • the reporting time is calculated from the execution time minus the travel time and taking into account local and industry-specific security and set in a monitoring list.
  • the service constantly monitors approaching reporting times and transfers the order promptly to the client vehicle, which is selected according to filters configured by the customer.
  • the route and time calculation is based on plan information.
  • Disposition II (disposition on actual data) Based on a known client order list, known client fleet and locations, new incoming orders are placed in the order list with their execution time. The estimated travel time is determined on the basis of the order information "from" and its location. The reporting time is calculated from the execution time minus the travel time and taking into account local and industry-specific security and set in a monitoring list.
  • the service constantly monitors approaching reporting times and transfers the order promptly to the client vehicle, which is selected according to filters configured by the customer.
  • Consignors or shippers can enter their freight to be awarded under the mask "from-to someone". Enter the number, size and weight of the freight items, dangerous goods classes, freight dates. The offered loads are managed in a relational database. Unprepared until the start of the freight date Freights are reported back to the shipper within defined deadlines, and the shipper decides whether to take back, move or carry out the freight himself
  • Carriers can search for freight offers, among other things, under the search masks "Day, everything", “Day, from”, “Day from to”, “Week, from”, “Week, from, to”, “Week goods class”. He can use the background process "Business Evaluation” to check selected loads for profitability. Then he sits down with the shipper Connection and negotiates the order acceptance. When placing an order, the shipper addresses the freight online to the carrier using the "Freight offer - order to " mask. Continue like “direct freight order”. Direct freight order
  • Freights can also be transferred directly from the shipper to a defined carrier.
  • the freight registration takes place under the mask "from to, order to ".
  • the number, size and weight of the freight items, dangerous goods classes and freight date must be specified.
  • directly assigned or brokered loads are provided with one or more consignment numbers and into the Shipment tracking stopped.
  • the freight declaration is made by the shipper from the freight exchange.
  • the shipment number varies according to general cargo, partial load and total load traffic.
  • Part load and total load traffic is provided with a freight number that is issued for a limited time (e.g. six digits in sequence, one check digit).
  • General cargo shipments receive one
  • Transport flow control can also use a transponder identity.
  • the freight number is shown on freight and freight papers.
  • a current freight is tracked in a database for the duration from the date of dispatch to the final delivery at the destination.
  • the shipping and receiving location are known before the start. Every loading and unloading message is logged.
  • the notification can either be time-conforming from the vehicle, time-shifted from the vehicle or processed in batches from a transshipment point.
  • the location reference is made by Location report of the vehicle, plan information of the disposition or identity of the transhipment parts.
  • the deregistration takes place either by conclusive agreement of a vehicle message "unloading" with location that is identical to the place of receipt of the goods, or by an explicit message “Delivered freight number ." from the vehicle or depot. Freights that are not deregistered will be communicated to the shipper after one working day without a freight escort notification. Once these loads have been delivered, they must be signed off by the shipper.
  • the freight escort database uses the freight escort database to determine where it was last reported and whether it is at a depot or on a vehicle. If the freight is on a vehicle, it is known from the disposition and rolling map whether the vehicle is in regular or distribution traffic. If the end device in the vehicle is equipped accordingly, a freight delivery forecast can be created.
  • the roll card is read out in the vehicle or disposition and a time forecast is made from the location of the destinations still to be reached.
  • the tour optimization can be called up as pre- or post-processing.
  • Preprocessing is particularly suitable for operational planning for long transport routes, whereas post-processing is used to check the profitability of decisions made.
  • the vehicle stock can be relationally related to the data of the vehicle management.
  • the order data can be provided from the freight escort.
  • the assignment order -> vehicle is made.
  • the roll card is created in relation to the shipment tracking.
  • the function issues a driving time / rest time recommendation, stating congestion forecasts.
  • the existing (to be specified) depot locations are compared with possible alternative locations.
  • the route data are qualified with congestion probabilities.
  • the assignments Personnel -> Vehicle and Order -> Vehicle are made on the basis of vehicle availability, personnel availability and order list.
  • the optimization takes personnel deployment planning into account when assigning orders.
  • the roll card is created in relation to the shipment tracking.
  • the route is suggested on the basis of the order data “from” and “to”. If no route optimization has been carried out, the order of arrival is calculated and the roll map is created. With regard to traffic situation data and forecasts, the tour is optimized according to route length or time,
  • Tracking the route is useful for logging the delivery location and time, as well as driving and rest times.
  • the carrier After checking the authorization, the carrier can have the route of a vehicle reconstructed. For this purpose, the vehicle number, the period and, if applicable, the assumed location of the vehicle are entered.
  • the function searches for the reporting data of the period in the reporting history and returns a graphical and a list-like answer.
  • Dates such as TÜV due dates, inspections, return days for loaned devices and much more are always forgotten.
  • individual appointments and regularly recurring appointments are monitored for the user.
  • the appointment is set up either directly or as a sub-function of scheduling or vehicle management.
  • Appropriate appointments are transferred to the user as a message each time a VT service is used.
  • the user can set the registration time before the appointment.
  • the transport containers are managed in a file as a circulation control.
  • the transport container is numbered consecutively by client.
  • the operational circulation status, vehicle, drop-off location and, if applicable, planned pick-up date and order number are kept ready.
  • the container circulation is recognized by the vehicle's circulation status message. With each loading or unloading, the container number is entered and transmitted, analogous to the shipment tracking.
  • the user calls up the query form "Container pickup on ".
  • the locations of the containers to be picked up are output and processed in route optimization or disposition.
  • the user queries the current location of a container and, if necessary, specifies its starting point.
  • the route is as
  • the destination or destinations are also known with reference to the vehicle. Unknown transports can perform this service according to the selection for the T-traffic Standard route guidance.
  • the truck route guidance service is called by the on-board device.
  • the current location and the vehicle class identifier are transferred in accordance with the classification to be determined.
  • the time-optimal route suitable for the vehicle is determined taking into account route categories, structural restrictions and restricted areas (drinking water protection areas) and transmitted to the end device.
  • the display is based on the display of route guidance in the T-traffic Standard service.
  • the vehicle class identifier is stored in the on-board device. It can be changed either via the "System parameters - remote configuration" or "Monitoring .. - target data supply” services.
  • the system parameters service is used for supplying master data to the VT client and for remote configuration in the vehicle end device.
  • it is an instrument for simplified contract administration and a mailbox for customer care.
  • the user can register additional on-board devices on his collective account, other employees authorize the use of T-Fleet, important customers the use of T-Fleet on his account allow, and authorize certain third parties to share their disposition.
  • SMS-MT Short Message Service - mobile terminated, received in the vehicle-side device
  • GPRS General Packet Radio Service
  • the calling service transmits the text block (message), the destination address (phone number) of the on-board device, the industry-specific time priority and its internal administration number to the text transmission function.
  • the "Target data supply” function regulates the formatting of data to be stored in the vehicle. This can be route data such as waypoint or corridor, time-related data such as reporting cycles or fixed reporting times, as well as threshold values for automatic reports from connected sensors.
  • the function provides the secure transmission from the VT -Central to the vehicle-side terminal device
  • the vehicle-side terminal device is determined from the assignment order -> vehicle.
  • the "remote configuration" function is comparable to the "target data supply” function.
  • the vehicle to be configured is addressed directly based on its data base.
  • menu texts and functions, the number and texts of the operating status, and dialing addresses for VT auxiliary services can be configured here.
  • the message history consists of a program for receiving formatted SMS MO / GPRS messages from the vehicle's end devices and a relational database.
  • the program enters incoming messages into the database under the order term telephone number and in sequence of the reporting time.
  • a special routine regularly checks the database for outdated values. For this purpose, the desired retention time is determined via the assignment of phone number -> client -> master data and the outdated data is deleted depending on the client's disposal or archived on data media for a fee.
  • the data in the database can be read and evaluated by other functions and services using structured queries. There is no write access from here.
  • the position query is usually carried out as a query on the database reporting history. Is the last reported position older than a time tolerance that is yet to be defined, the "interactive position query" is called.
  • the planned costs of an order are determined on the basis of planned costs (target costs) for each vehicle from the vehicle administration and the calculated route, if desired qualified by the specified personnel costs and the calculated duration taking into account driving times and rest periods. These are compared to the freight revenue to be achieved and, if the database allows it, output as gross profit or profit margin.
  • the quality of the decision depends on the quality of the basic data.
  • the fleet master data is maintained here.
  • the number and types of vehicles in the fleet, their phone number and device class, basic data of cost accounting and the data of the loading volume and load are kept. This data can be queried by other functions.
  • the processes of the operator services are tailored to the requirements of the VT headquarters. They are part of a later fine-tuning.
  • Motorhomes and caravans have similar special requirements for route guidance systems as freight transport.
  • special services such as camping site database, anti-theft protection, special breakdown service, etc.
  • a well-known motorhome manufacturer offers itself as an operator.
  • the AGE service should be able to be performed by the T-Fleet device in a later phase, provided the type and area of application of the equipped vehicle require it.
  • Product management AGE is responsible for defining the service.
  • the communication carrier services are on the fixed network side
  • the end device is defined in classes:
  • Class 1 enables SMS-MT
  • Class 2 enables SMS-MT / MO
  • Class 3 enables SMS-MT / MO and BS 24
  • Class 4 enables SMS-MT / MO and BS 24/26
  • Class 5 enables GPRS and BS 24/26
  • Class 2 devices can be connected to a GPS receiver, Class 3 to 5 devices must use the IntraGSM®
  • the transport route and security measures (“change of lane to the middle of the lane at KM 2.6") are calculated for the carrier. These data (as soon as available) are compared with traffic forecasts and transferred to the customer.
  • the transport operator After checking and comparing with your own schedules, the transport operator makes the registration. To do this, he transfers the data resulting from the planning to the approver via T-Online.
  • the approver checks the registration and sends an approval with or without conditions. This data is stored in our system under a reference number.
  • the heavy-duty vehicle and its support vehicle report the reference number and type of vehicle to the service as SMS-MO.
  • the service loads the route data into the vehicles via BS 24/26.
  • the resolution of the transport line is higher than with conventional route guidance.
  • the route data are reloaded several times during the transport.
  • the GGVS emergency call is a qualified operator emergency call. All information on hazardous substances A-B-C is kept here. The operator also has an overview of the locations and qualifications of all public and professional fire trucks nationwide. There are hotlines for the logistics of thetician Weg and for the nuclear technology auxiliary train. The information requirement consists of the current release location, the type and amount of the cargo from the shipment tracking or memory card in the vehicle, and the number of the participant as well as the company and managing director. If possible, the service provider establishes a voice connection to the subscriber.
  • the central taxi disposition is essentially based on disposition II.
  • the taxi and rental car industry places special demands on the time performance for order acceptance and the resulting vehicle provision.
  • FIG. 1 schematically drawn block diagram of the method according to the invention
  • FIG. 2 shows a more detailed illustration of the connection between the central station and the vehicle-side terminal
  • Figure 3 schematized as a block diagram of the
  • Figure 4 in the block diagram, the services that can be generated by the calling terminal
  • FIG. 5 schematic representation of freight dispositions
  • FIG. 6 schematically a block diagram for freight management
  • Figure 7 shows a schematic representation of a tour optimization.
  • FIG. 1 shows schematically that a central station 1 can be controlled by any number of users two via respectively assigned data connections 43.
  • the data connection 43 is preferably designed as a landline connection and is designed according to one or more of the suggestions of subclaims 3 and 4.
  • FIG. 1 On the right side of FIG. 1 there are three different configurations Examples of gurations for radio telephones 3, 4, 5 are given, the radio telephone 3 being connected via an SMS-MT connection (Short Message System Mobile Terminated).
  • SMS-MT connection Short Message System Mobile Terminated
  • the data are returned via the SMS-MO service, the abbreviation MO mobile originated.
  • the radio telephone system In a third embodiment, the radio telephone system
  • FIG. 1 A possible establishment of such a connection between the user and the vehicle-side terminal is shown in more detail in FIG. 1
  • the user 2 acts on the center 1 via the data connection 43.
  • a receiving antenna 13 which is suitable for receiving the position signals from one or more navigation satellites 9, 10. These transmit their signals both via the radio path 11 to the control center 1 and via the radio path 12 to the antenna 32 arranged on the vehicle 41.
  • the current position of the vehicle 41 in relation to the control center can be determined at any time in the control center 1.
  • correction signals for the GPS system are generated via the further radio paths 21, 24 Can be ⁇ to enable an even more precise location determination of the vehicle 41 in relation to the control center 1.
  • the data generated by the user 2 via the data connection 43 are fed into a computer 16 which simultaneously receives the position data of the vehicle 41 from the receiving antenna 13 and the receiver 15 and the line 17.
  • a transmitter 19 is controlled via the line 18, which in turn controls an antenna 20 via a line, which is designed as a transmitting antenna and establishes the radio path 21 to the vehicle 41.
  • a receiving antenna 27 Arranged on the vehicle 41 is a receiving antenna 27 which feeds its signal into a receiver 28 which is connected to the computer 29 via a line 30.
  • This computer 29 is connected via line 31 to an MMI system (human-machine interface) so that the vehicle user can read out text and, if necessary, can enter appropriate data.
  • MMI system human-machine interface
  • the position signals of the satellites 9, 10 are received via the antenna 32 and the receiver 34 (line 33) and fed into the computer 29 via line 37.
  • the vehicle 41 receives its data for the corresponding vehicle control via the radio link 21 and the associated antenna 27.
  • the data which is otherwise transmitted via the radio path 24, is acquired by the antenna 23 in the control center 1 and fed into a receiver 25 which is connected to the computer 16 via a line 26.
  • the Position movements sent by vehicle 41 are compared with the position data received via antenna 13 and corrected if necessary.
  • the output signal on line 18 of computer 16 can be fed into transmitter 19 and processed further via line 22.
  • the various function blocks 39 which are provided by the control center 1 to the different users 2, are shown schematically in FIG.
  • the user dials into the dialog program of the control center 1 and can then use the services of the control center via the corresponding function blocks and send the data stream assigned to the corresponding function block to the receiving terminal 3, 4, 5 and receive it again in a processed form.
  • FIG. 4 shows that the calling terminal 3, 4, 5 can in turn use services in the control center 1, which are shown as function blocks 39, and this calling terminal can address several and different service providers (eg service providers 1 to 6) .
  • FIG. 5 shows as an exemplary embodiment that a number of orders can be generated by the control center 1, which are forwarded to the individual vehicles 41a, b, c via the previously described radio connections and processed and processed accordingly by the terminal devices 3, 4, 5 arranged there be reported back.
  • FIG. 6 shows that a transport route possibly having different stations is coordinated from the control center, the route to be taken up by the vehicle 41 Freight is first picked up by a shipper, is fed to a depot 1, where it is fed from the same or a different vehicle to the depot 2, from where it is fed to the recipient by another vehicle. All freight routes from the sender to the recipient are managed via the control center 1, the user 2 using the corresponding function blocks in the control center 1 via his data connection 43.
  • FIG. 7 shows as an exemplary embodiment that for a so-called tour optimization, a large number of vehicles can be controlled on different tours, the respective location, the travel time of the vehicle, the distance to the center and other parameters (see the general description part of the present application) Tour optimization can be used.
  • SMS-MT Short Message System Mobile terminated
  • SMS-MO Short Message System Mobile originated
  • BS24 / 26 data service with 2400 bit / sec or 9600 bit / sec
  • IntraGSM industry standard, consisting of one
  • GSM Global System for Mobile communications
  • GSM Global System for Mobile Communication

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)
  • Catching Or Destruction (AREA)
  • Fire-Extinguishing By Fire Departments, And Fire-Extinguishing Equipment And Control Thereof (AREA)
  • Position Fixing By Use Of Radio Waves (AREA)

Abstract

L'invention concerne un procédé et un dispositif pour piloter un parc de véhicules routiers et/ou une flotte de bateaux comprenant un groupe de moyens de transport constitué de manière statique ou variable, qui est coordonné par un central commun, en permanence ou de manière limitée dans le temps, avec des priorités d'ordre économique ou autre. Il existe au moins une liaison hertzienne entre chaque véhicule individuel et le central. Une pluralité d'utilisateurs sont reliés au central par l'intermédiaire d'une liaison de transmission de données et le central est relié à chacun des véhicules à coordonner par l'intermédiaire d'une ou de plusieurs liaisons hertziennes présentant une aptitude DMS. En outre, pour repérer les véhicules, les signaux de position GPS d'un ou de plusieurs satellites de navigation sont utilisés.
PCT/DE1997/002651 1996-11-13 1997-11-12 Procede et dispositif pour piloter un parc de vehicules routiers et/ou une flotte de bateaux WO1998021703A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP97951070A EP0877997B1 (fr) 1996-11-13 1997-11-12 Procede et dispositif pour piloter un parc de vehicules routiers et/ou une flotte de bateaux
AU54758/98A AU5475898A (en) 1996-11-13 1997-11-12 Process and device for controlling a fleet of land or water vehicles
DK97951070T DK0877997T3 (da) 1996-11-13 1997-11-12 Fremgangsmåde og anlæg til at styre en flåde af land- og/eller vandbaserede transportmidler
DE59705768T DE59705768D1 (de) 1996-11-13 1997-11-12 Verfahren und vorrichtung zum steuern einer flotte aus land- und/oder wasserfahrzeugen
AT97951070T ATE210874T1 (de) 1996-11-13 1997-11-12 Verfahren und vorrichtung zum steuern einer flotte aus land- und/oder wasserfahrzeugen

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19646954.6 1996-11-13
DE19646954A DE19646954B4 (de) 1996-11-13 1996-11-13 Verfahren und Vorrichtung zum Steuern einer Flotte aus Land- und/oder Wasserfahrzeugen

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WO1998021703A1 true WO1998021703A1 (fr) 1998-05-22

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PCT/DE1997/002651 WO1998021703A1 (fr) 1996-11-13 1997-11-12 Procede et dispositif pour piloter un parc de vehicules routiers et/ou une flotte de bateaux

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EP (1) EP0877997B1 (fr)
AT (1) ATE210874T1 (fr)
AU (1) AU5475898A (fr)
DE (2) DE19646954B4 (fr)
DK (1) DK0877997T3 (fr)
ES (1) ES2174321T3 (fr)
WO (1) WO1998021703A1 (fr)
ZA (1) ZA9710259B (fr)

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EP0877997A1 (fr) 1998-11-18
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AU5475898A (en) 1998-06-03
EP0877997B1 (fr) 2001-12-12
ES2174321T3 (es) 2002-11-01
ZA9710259B (en) 1998-11-10
DE19646954B4 (de) 2006-09-21
DE19646954A1 (de) 1998-08-27
ATE210874T1 (de) 2001-12-15

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