EP0029201B1 - Method for traffic coverage in a guiding and information system for individual traffic - Google Patents
Method for traffic coverage in a guiding and information system for individual traffic Download PDFInfo
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- EP0029201B1 EP0029201B1 EP80106940A EP80106940A EP0029201B1 EP 0029201 B1 EP0029201 B1 EP 0029201B1 EP 80106940 A EP80106940 A EP 80106940A EP 80106940 A EP80106940 A EP 80106940A EP 0029201 B1 EP0029201 B1 EP 0029201B1
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- Prior art keywords
- guide
- beacon
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
- G08G1/096805—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route
- G08G1/096811—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
- G08G1/096805—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route
- G08G1/096811—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard
- G08G1/096822—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard where the segments of the route are transmitted to the vehicle at different locations and times
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
- G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
- G08G1/096844—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route where the complete route is dynamically recomputed based on new data
Definitions
- the invention relates to a method for recording traffic in a guidance and information system for individual traffic, with stationary beacons arranged in the area of the roadways, which constantly transmit guidance information and location information about their location to the passing vehicles, each with a destination in the individual vehicles specified and certain guidance information selected according to this destination.
- EP-A-00 24 010 (state of the art according to Art. 54 (3) EPC) also describes an information transmission system for vehicles in which information about the selected destination is transmitted from the individual vehicle to beacons. In this case, however, this does not serve to select certain guidance information, but rather to obtain general data about the current traffic volume and the traffic volume to be expected at the destinations. This information can be evaluated either in the lead beacon itself or in a higher-level control center.
- detectors have been used to record the traffic situation, with which the number, direction, speed and, if applicable, the type of vehicles passing through, or the time gaps and the degree of occupancy, have been measured at essential points in the road network. These values are used to draw an indirect conclusion about the occupancy status of entire streets, although these measured values only provide information about the traffic situation at the narrowly limited measuring cross-section.
- a traffic obstacle between two measuring points that are at a distance from one another, for example, is not perceived as long as the traffic in front of and behind these measuring points remains fluid.
- DE-A-20 51 747 also discloses a method for monitoring the timetable of public transport, in which stationary beacons arranged in the area of the lanes transmit location information about their location to the vehicles passing through. It is also provided that in addition to the address of the beacon, a start command for a time measuring device is also transmitted to the vehicle and that the measured travel time is transmitted from the vehicle to a monitoring center. These actual travel times can then be compared in the head office with the timetable, so that, in the event of disruptions, appropriate arrangements can be made for the cheapest handling of local public transport.
- the object of the invention is to provide a measurement method for traffic detection for a method for traffic detection in a control and information system of the type mentioned at the beginning, with which the traffic situation for individual traffic over entire distances can be detected and evaluated quickly and safely.
- this object is achieved in that the destination data is transmitted to the beacon from the respective vehicle and evaluated to obtain data on the general traffic situation, and that the address of the beacon and a start command for one in the vehicle are also sent from the respective beacon to the passing vehicle provided that the time measuring device is started with the start command and that the measured travel time together with the address of the preceding guide beacon and the guide information obtained there is transmitted to the following guide beacon.
- the vehicles themselves are used as measurement objects and data carriers.
- a vehicle arrives at a beacon, it is queried and provides reliable information about the actual travel time. From the measured travel times of a large number of vehicles, the traffic situation in the relevant section of the route can be determined very well. It is sufficient if only some of the vehicles are equipped with a route guidance device and can also be queried for travel time measurement. This is because these individual vehicles that can be queried move in the general flow of traffic and thus form individual flow measuring devices, the driving behavior of which enables a reliable conclusion to be drawn about the overall traffic situation.
- moving averages are formed in the measuring beacons from the measured travel times of the individual vehicles. With such a moving averaging, trends in traffic flows are quickly recognized.
- the anomalous behavior of individual vehicles remains without significant influence.
- the guide beacons will be located at a greater distance from each other. The distances between them can be described as a series of path vectors.
- EP-A-0 021 060 provides that guidance beacons are given to the vehicles in each case in the form of a chain of guidance vectors. Accordingly, it is also expedient for the travel times in the vehicle to be measured individually between the individual guide points of a guide vector chain, stored in the vehicle and transmitted to the following guide beacon together with the data of the guide vector chain. This makes it possible to record the traffic situation more precisely, even at great distances between the beacons.
- a vehicle does not follow the guidance recommendation, this can be determined in the vehicle using a navigation device. Such a deviation from the guiding recommendation of the next guiding beacon is expediently reported and evaluated. The number of vehicles deviating from the guidance recommendations can be saved in the beacon and evaluated to assess the traffic situation. If, for example, such messages accumulate at certain control points, this fact can also be reported to a higher-level control computer. It is an indication that either a control point was not provided with correct coordinates or that there is actually a traffic obstruction in this area. It can then be checked whether this disability is of a longer duration. The relevant guidance recommendation may have to be modified. Furthermore, it can be provided that the time measurement in the vehicle is interrupted when the vehicle stops and the engine is switched off.
- guidance instructions are transmitted between adjacent beacons by means of the vehicles.
- the vehicles are also sent instructions on the recommended guide vector chains for the next guide beacons with the guide recommendation telegrams for their own direction of travel.
- Such information can be stored in the respective vehicle and queried by the next beacon as it passes.
- the next measuring beacon can easily be informed of which route should be recommended to the vehicles with the opposite direction of travel.
- a traffic-dependent guidance system for the short range can be realized without the need for a higher-level host computer.
- a vehicle FZ1 approaches the intersection K1 and receives from the side beacon LB1 the guidance recommendation to use the route to the intersection K2 described by the guidance points LP1, LP2 to LP5.
- the vehicle device in vehicle FZ1 measures the respective travel times between the mentioned control points LP1 to LPS.
- the beacon LB2 receives another guidance recommendation telegram for the next section of the route. Simultaneously with this telegram, the vehicle device is requested to transmit the measuring beacon MB2 (combined with the beacon LB2), among other things, the measured travel times of the preceding route sections.
- the vehicle FZ2 Given This information is transmitted in addition to the guidance recommendations that the FZ2 vehicle receives from the beacon LB2 anyway. If the vehicle FZ2 then passes the lead beacon LB1 or the measurement beacon MB1, in addition to its own measured travel time, this guide recommendation given is also queried, stored and used to correct the guide recommendations for the other passing vehicles.
- the vehicle is approaching behind the FZ1 vehicle witness FZ3 of the intersection K1. It is assumed here that this vehicle FZ3 still receives the same guidance recommendation as the vehicle FZ1, that is to say the guidance vectors via the guidance points LP1, LP2 to LP5. However, this vehicle deviates from the recommended route at control point LP3, because e.g. B. a police officer makes a detour at point A because of an accident. The vehicle FZ3 therefore does not reach the intersection K2, but via the point LP7 to the intersection K3 and reports to the measuring beacon MB3 there that it has left the recommended route at the control point LP3. If many more redirected vehicles arrive at the beacon MB3, a corresponding message is sent to the higher-level control computer LR. This can also direct the beacon LB1 directly to recommend an alternative route to the intersection K2 for other vehicles.
- Each guide vector LV1, LV2 etc. is determined according to its magnitude (absolute value) s1, s2 etc. and by its angle value w1, w2 etc. with respect to a predetermined direction, for example the angle with respect to the north direction N.
- the on-board computer 22 calculates in the functional area CF21a from the coordinates of the guide points x, y the amounts s and the angles w for the individual guide vectors LV1, LV2 etc. These values are stored in the memory area SB22 of the memory 23.
- the well-known dead reckoning is carried out in the computer area CF23.
- the direction of travel measurement by the magnetic field probe 24 and the path impulses of the path measuring device 25 become the distance covered by amount s 'and direction w' are determined and stored in the memory area SB23. Due to unavoidable measurement errors, these determined values s 'and w' deviate somewhat from the actual values s and w.
- the travel time "t is determined with the help of the timer 26, which was required for driving through the distance described for a specific guidance vector LV.
- This travel time t is stored in the memory area SB24 for each guide vector.
- the values t, h and a are thus stored in the memory area SB24, in such a way that they can be uniquely assigned to the guide vectors LV and the guide points LP (in the memory area SB21).
- the empirical values t, h and a are transmitted in connection with the address of the source beacon, the guide vector chain and the guide points or guide vectors at the next beacon via the transmitting device 27.
- the receiving devices 31 of the beacons receive the data telegrams of all passing vehicles.
- the telegrams are checked and processed for transmission errors in the functional area CF31 of the beacon computer 32 in a manner not shown in detail.
- the beacon computer takes the transmitted empirical values t, h and a from these telegrams (see description of FIG. 3) and transfers them to the functional area CF32.
- the number z of vehicles per time interval from which data is received is counted in this area CF32. Furthermore, the moving averages f, f i and ä of the empirical values t, h and a are calculated. These values are stored in the memory area SB31 of the memory 33, specifically the respective origin beacon LB with the associated address, e.g. B. LB «1», the used vector chain VK with their address, e.g. B. «1" or « «» 2 and assigned to the control points LP1, LP2 etc.
- the reference values z * , t * , h * and a * determined for example by traffic engineers for the above-mentioned variables z, t, h and a are stored according to the same ordering principle.
- the guide beacon computer 32 now continuously checks in its functional area CF33 how far the number of vehicles z from which empirical values have been received and the averaged empirical values approach or exceed the reference values z * , t * , h * and a * .
- the beacon computer 32 calculates in the functional area CF34 how, for example, the distribution of the traffic approaching via the routing point LPO (beacon LB1) is to be carried out over the various possible travel routes.
- the average travel times t, the average stop times h, but also the exceeding of the predetermined alarm reference values a * are used for each section of the route.
- the guidance vector chain comprises the route between the guidance points LP1, LP2, LP3, LP4, LP5 and LP8, the guidance vector chain with the address 2 comprises the route between the guidance points LP1, LP6, LP5 and LP8.
- the functional area CF35 of the computer 32 compiles the data telegram for the transmission of the distribution values including the associated addressing to all vehicles that are approaching the beacon LB2. This telegram is transmitted via the transmission device 34.
- a corresponding data telegram for the transmission of the distribution and alarm values is compiled on a higher-level host computer. This data telegram is transmitted via the transmission device 35.
- FIG. 5 shows the additional devices in the vehicle that are required for the retransmission of the distribution values.
- the receiving devices 21 of all vehicles passing a beacon receive data telegrams which are checked and processed for transmission errors by the on-board computer 22 in its area CF21 in a manner not shown in detail.
- the tables with the distribution values extracted from these telegrams are stored in the memory area SB41 of the memory 23.
- the functional unit CF25 can delete all distribution value data intended for other beacons in the memory area SB41 and overwrite the data for the next target beacon in the memory area SB42. In the example of vehicle FZ2 in FIG. 1, only the distribution values for the beacons with the address 1 are adopted, the distribution values for other beacons are deleted or overwritten at the next beacon.
- the data in the memory area SB42 are retrieved again by the on-board computer 22, inserted in the data telegram for the beacon in the area CF24 and transmitted to the beacon together with the experience data (see description of FIG. 3).
- FIG. 6 shows the additional devices in the beacons which are used to process the distribution values in the beacons.
- the receiving device 31 of the leading beacon e.g. leading beacon LB1 in FIG. 1 receives the data telegrams of all passing vehicles.
- the telegrams are checked and processed for transmission errors in the functional area CF31 of the beacon computer 32 in a manner not shown in detail.
- the distribution values (percentages in Fig. 4) are transferred to the functional area CF31a. There it is checked whether the distribution values are still current. If the travel times t of the deliverer vehicle, in the example the travel time of the vehicle FZ2 from the guide beacon LB2 to the guide beacon LB1, are far above the relevant mean values f, the data transferred are out of date.
- the current average value is formed from current distribution values and stored in the memory area SB35.
- An updated overview of the desired traffic flow distribution between alternative routes to all neighboring beacons can therefore be found in this memory area.
- this is a distribution between the vector chains VK1 and VK2 of 75% and 25%.
- there may be three alternative routes for example, for alternative routes to a beacon LBJ, not shown, on which the traffic according to the ratio 60% (route ij) to 30% (Route ik) should be distributed to 10% (route il).
- the traffic to a beacon LBF also not shown, could be distributed over routes fg with 20%, route fh with 30%, route fk with 50% and route fj with 0%.
- the functional area CF37 of the beacon computer 32 has the task of using a timer 36 to distribute the traffic flows over the alternative travel routes as indicated by the distribution values (%). This happens e.g. B. in that the master vector chain VK1 is written in 75 of 100 time intervals to reach the master beacon LB2 in the memory area SB36. Thereafter, the master vector chain VK2 would be in this memory area for 25 time intervals. The same applies to the alternative routes to all other neighboring beacons.
- the functional unit CF36 of the beacon computer 32 compiles the data telegrams for the vehicles in accordance with the regulation stored in the memory area SB36. The guide point coordinates (x, y) of that vector chain are now transmitted to the vehicles via the transmission device, which are currently listed in the memory area SB36.
Abstract
Description
Die Erfindung bezieht sich auf ein Verfahren zur Verkehrserfassung in einem Leit- und Informationssystem für den Individualverkehr, mit im Bereich der Fahrbahnen angeordneten ortsfesten Leitbaken, welche ständig Leitinformationen und Ortsinformationen über ihren Standort an die passierenden Fahrzeuge übermsitteln, wobei in den einzelnen Fahrzeugen jeweils ein Fahrtziel angegeben und entsprechend diesem Fahrtziel bestimmte Leitinformationen ausgewählt werden.The invention relates to a method for recording traffic in a guidance and information system for individual traffic, with stationary beacons arranged in the area of the roadways, which constantly transmit guidance information and location information about their location to the passing vehicles, each with a destination in the individual vehicles specified and certain guidance information selected according to this destination.
Ein derartiges Verfahren ist in der EP-A-00 21 060 (Stand der Technik gemäß Art. 54 (3) EPÜ) beschrieben. Dort werden von den einzelnen Leitbaken die Leitinformationen für sämtliche in Betracht kommenden Fahrtziele zyklisch an alle passierenden Fahrzeuge abgestrahlt. Die Auswahl der für ein bestimmtes Fahrtziel geltenden Empfehlungen erfolgt im Fahrzeug. Dies hat gegenüber anderen bekannten Systemen den Vorteil, daß für die reine Zielführung nur eine Übertragung in einer Richtung, nämlich von den Leitbaken zu den Fahrzeugen, erforderlich ist. Im Gegensatz dazu ist bei anderen bekannten Systemen (z. B. « Ali, System zur Zielführung und Verkehrsdatenerfassung in « Radio Mentor Electronic », 1978, Seiten 103 bis 108) vorgesehen, daß zunächst das Fahrtziel vom Fahrzeug an die Leitbake gegeben und daß dann dort die zugehörigen Informationen ausgewählt und zum Fahrzeug übertragen werden. Die Informationsübertragung erfolgt also dort im Dialog zwischen den Leitbaken und jedem einzelnen Fahrzeug. In EP-A-00 24 010 (Stand der Technik nach Art. 54 (3) EPÜ) ist weiterhin ein Informationsübertragungssystem für Fahrzeuge beschrieben, bei dem Angaben über das gewählte Fahrtziel von dem einzelnen Fahrzeug an Leitbaken übermittelt werden. Dies dient aber dann in diesem Falle nicht zur Auswahl bestimmter Leitinformationen, sondern zur Gewinnung von allgemeinen Daten über das momentane und das an den Fahrtzielen zu erwartende Verkehrsaufkommen. Diese Angaben können entweder in der Leitbake selbst oder in einer übergeordneten Leitzentrale ausgewertet werden.Such a method is described in EP-
Zur Erfassung der Vekehrssituation werden bisher Detektoren verwendet, mit denen an wesentlichen Stellen des Straßennetzes die Zahl, die Richtung, die Geschwindigkeit und gegebenenfalls die Art der passierenden Fahrzeuge bestimmt bzw. die Zeitlücken und der Belegungsgrad gemessen werden. Man schließt aus diesen Werten indirekt auf den Belegungszustand ganzer Straßenzüge, obwohl diese Meßwerte lediglich über das Verkehrsgeschehen an dem eng begrenzten Meßquerschnitt Auskunft geben. Ein Verkehrshindernis zwischen zwei voneinander entfernten Meßstellen beispielsweise wird solange nicht wahrgenommen, solange der Verkehr vor und hinter diesen Meßstellen flüssig bleibt.To date, detectors have been used to record the traffic situation, with which the number, direction, speed and, if applicable, the type of vehicles passing through, or the time gaps and the degree of occupancy, have been measured at essential points in the road network. These values are used to draw an indirect conclusion about the occupancy status of entire streets, although these measured values only provide information about the traffic situation at the narrowly limited measuring cross-section. A traffic obstacle between two measuring points that are at a distance from one another, for example, is not perceived as long as the traffic in front of and behind these measuring points remains fluid.
Darüber hinaus ist aus der DE-A-20 51 747 auch bereits ein Verfahren zur Fahrplanüberwachung von öffentlichen Verkehrsmitteln bekannt, bei dem im Bereich der Fahrbahnen angeordnete ortsfeste Leitbaken Ortsinformationen über ihren Standort an die passierenden Fahrzeuge übermitteln. Außerdem ist dort vorgesehen, daß neben der Adresse der Leitbake auch ein Startbefehl für eine Zeitmeßeinrichtung an das Fahrzeug übertragen wird und daß von dem Fahrzeug jeweils an eine Überwachungszentrale die gemessene Fahrtzeit übertragen wird. Diese tatsächlichen Fahrtzeiten können dann in der Zentrale mit dem Fahrplan verglichen werden, so daß bei Störungen entsprechende Dispositionen zur günstigsten Abwicklung des öffentlichen Nahverkehrs getroffen werden können.In addition, DE-A-20 51 747 also discloses a method for monitoring the timetable of public transport, in which stationary beacons arranged in the area of the lanes transmit location information about their location to the vehicles passing through. It is also provided that in addition to the address of the beacon, a start command for a time measuring device is also transmitted to the vehicle and that the measured travel time is transmitted from the vehicle to a monitoring center. These actual travel times can then be compared in the head office with the timetable, so that, in the event of disruptions, appropriate arrangements can be made for the cheapest handling of local public transport.
Aufgabe der Erfindung ist es, für ein Verfahren zur Verkehrserfassung in einem Leit- und Informationssystem der eingangs genannten Art eine Meßmethode zur Verkehrserfassung anzugeben, mit welcher die Verkehrssituation für den Individualverkehr über ganze Strecken schnell und sicher erfaßt und ausgewertet werden kann.The object of the invention is to provide a measurement method for traffic detection for a method for traffic detection in a control and information system of the type mentioned at the beginning, with which the traffic situation for individual traffic over entire distances can be detected and evaluated quickly and safely.
Erfindungsgemäß wird diese Aufgabe dadurch gelöst, daß vom jeweiligen Fahrzeug die Fahrtzieldaten zur Leitbake übertragen und zur Gewinnung von Daten über die allgemeine Verkerhrslage ausgewertet werden, daß ferner von der jeweiligen Leitbake zu dem passierenden Fahrzeug jeweils die Adresse der Leitbake sowie ein Startbefehl für eine im Fahrzeug vorgesehene Zeitmeßeinrichtung übertragen wird, daß mit dem Startbefehl jeweils die Zeitmeßeinrichtung in Gang gesetzt wird und daß an die jeweils nachfolgende Leitbake die gemessene Reisezeit zusammen mit der Adresse der vorangehenden Leitbake und den dort erhaltenen Leitinformationen übertragen wird.According to the invention, this object is achieved in that the destination data is transmitted to the beacon from the respective vehicle and evaluated to obtain data on the general traffic situation, and that the address of the beacon and a start command for one in the vehicle are also sent from the respective beacon to the passing vehicle provided that the time measuring device is started with the start command and that the measured travel time together with the address of the preceding guide beacon and the guide information obtained there is transmitted to the following guide beacon.
Nach dem erfindungsgemäßen Verfahren werden die Fahrzeuge selbst als Meßobjekte und Datenträger verwendet. Bei Ankunft eines Fahrzeuges an einer Leitbake wird es abgefragt und gibt zuverlässig Auskunft über die tatsächliche Reisezeit. Aus den gemessenen Reisezeiten einer Größeren Anzahl von Fahrzeugen läßt sich daraus sehr gut die Verkehrssituation in dem betreffenden Streckenabschnitt ermitteln. Dabei genügt es durchaus, wenn nur ein Teil der Fahrzeuge mit einer Zielführungseinrichtung versehen ist und auch zur Reisezeitmessung abgefragt werden kann. Denn diese einzelnen abfragbaren Fahrzeuge bewegen sich in dem allgemeinen Verkehrsstrom und bilden somit einzelne Strömungsmeßgeräte, aus deren Fahrverhalten ein zuverlässiger Schluß auf die gesamte Verkehrssituation möglich ist.According to the method according to the invention, the vehicles themselves are used as measurement objects and data carriers. When a vehicle arrives at a beacon, it is queried and provides reliable information about the actual travel time. From the measured travel times of a large number of vehicles, the traffic situation in the relevant section of the route can be determined very well. It is sufficient if only some of the vehicles are equipped with a route guidance device and can also be queried for travel time measurement. This is because these individual vehicles that can be queried move in the general flow of traffic and thus form individual flow measuring devices, the driving behavior of which enables a reliable conclusion to be drawn about the overall traffic situation.
Zweckmäßigerweise werden in den Meßbaken aus den gemessenen Reisezeiten der einzelnen Fahrzeuge gleitende Mittelwerte gebildet. Durch eine solche gleitende Mittelwertbildung werden Tendenzen der Verkehrsflüsse schnelle erkannt.Expediently, moving averages are formed in the measuring beacons from the measured travel times of the individual vehicles. With such a moving averaging, trends in traffic flows are quickly recognized.
Das anomale Verhalten einzelner Fahrzeuge bleibt dabei ohne wesentlichen Einfluß.The anomalous behavior of individual vehicles remains without significant influence.
Im allgemeinen werden die Leitbaken jeweils in größerer Entfernung voneinander angeordnet sein. Die Strecken zwischen ihnen können als eine Folge von Wegvektoren beschrieben werden. Entsprechend ist in der EP-A-0 021 060 vorgesehen, daß von den Leitbaken an die Fahrzeuge jeweils Leitempfehlungen in Form einer Kette von Leitvektoren gegeben werden. Entsprechend ist es auch zweckmäßig, daß die Reisezeiten im Fahrzeug jeweils zwischen den einzelnen Leitpunkten einer Leitvektorkette einzeln gemessen, im Fahrzeug gespeichert und an der nachfolgenden Leitbake zusammen mit den Daten der Leitvektorkette übertragen werden. Damit ist eine genauere Erfassung der Verkehrssituation auch bei großen Entfernungen zwischen den Leitbaken möglich.In general, the guide beacons will be located at a greater distance from each other. The distances between them can be described as a series of path vectors. Correspondingly, EP-A-0 021 060 provides that guidance beacons are given to the vehicles in each case in the form of a chain of guidance vectors. Accordingly, it is also expedient for the travel times in the vehicle to be measured individually between the individual guide points of a guide vector chain, stored in the vehicle and transmitted to the following guide beacon together with the data of the guide vector chain. This makes it possible to record the traffic situation more precisely, even at great distances between the beacons.
Befolgt ein Fahrzeug die Leitempfehlung nicht, so kann das im Fahrzeug mit einer Navigationseinrichtung festgestellt werden. Zweckmäßigerweise wird ein solches Abweichen von der Leitempfehlung der nächsten Leitbake gemeldet und ausgewertet. In der Leitbake kann die Zahl der von den Leitempfehlungen abweichenden Fahrzeuge gespeichert und zur Beurteilung der Verkehrslage ausgewertet werden. Häufen sich beispielsweise solche Meldungen an bestimmten Leitpunkten, so kann diese Tatsache auch einem übergeordneten Leitrechner gemeldet werden. Sie ist ein Indiz dafür, daß entweder ein Leitpunkt nicht mit richtigen Koordinaten versehen wurde, oder daß tatsächlich in diesem Bereich eine Verkehrsbehinderung vorliegt. Es kann dann überprüft werden, ob diese Behinderung von längerer Dauer ist. Gegebenenfalls muß die betreffende Leitempfehlung modifiziert werden. Weiterhin kann vorgesehen sein, daß die Zeitmessung im Fahrzeug dann unterbrochen wird, wenn das Fahrzeug anhält und der Motor abgestellt wird.If a vehicle does not follow the guidance recommendation, this can be determined in the vehicle using a navigation device. Such a deviation from the guiding recommendation of the next guiding beacon is expediently reported and evaluated. The number of vehicles deviating from the guidance recommendations can be saved in the beacon and evaluated to assess the traffic situation. If, for example, such messages accumulate at certain control points, this fact can also be reported to a higher-level control computer. It is an indication that either a control point was not provided with correct coordinates or that there is actually a traffic obstruction in this area. It can then be checked whether this disability is of a longer duration. The relevant guidance recommendation may have to be modified. Furthermore, it can be provided that the time measurement in the vehicle is interrupted when the vehicle stops and the engine is switched off.
In weiterer Ausgestaltung der Erfindung kann außerdem vorgesehen sein, daß Leitanweisungen zwischen benachbarten Leitbaken mittels der Fahrzeuge übertragen werden. In diesem Fall werden den Fahrzeugen mit den Leitempfehlungstelegrammen für die eigene Fahrtrichtung auch Anweisungen über zu empfehlende Leitvektorketten für die nächsten Leitbaken übertragen. Solche Informationen können im jeweiligen Fahrzeug gespeichert und beim Passieren der nächsten Leitbake von dieser abgefragt werden. Damit kann auf einfache Weise der nächsten Meßbake eine Information übermittelt werden, welcher Weg den Fahrzeugen mit entgegengesetzter Fahrtrichtung empfohlen werden soll. Auf diese Weise läßt sich mit einer Auswahllogik für Alternativrouten in den einzelnen Leitbaken und den Einrichtungen zur Rückübertragung der Leitanweisungen unter Nutzung der Fahrzeuggeräte ein verkehrsabhängiges Leitsystem für den Nahbereich realisieren, ohne daß ein übergeordneter Leitrechner vorhanden sein muß. In weiterer Ausgestaltung dc-r Erfindung ist jedoch vorgesehen, die gemessenen Reisezeiten und sonstigen Informationen, wie Wegabweichungen, an einen zentralen Leitrechner zu übertragen und von diesem zur Erarbeitung neuer Leitempfehlungen auswerten zu lassen.In a further embodiment of the invention, it can also be provided that guidance instructions are transmitted between adjacent beacons by means of the vehicles. In this case, the vehicles are also sent instructions on the recommended guide vector chains for the next guide beacons with the guide recommendation telegrams for their own direction of travel. Such information can be stored in the respective vehicle and queried by the next beacon as it passes. In this way, the next measuring beacon can easily be informed of which route should be recommended to the vehicles with the opposite direction of travel. In this way, with a selection logic for alternative routes in the individual beacons and the devices for retransferring the guidance instructions using the vehicle devices, a traffic-dependent guidance system for the short range can be realized without the need for a higher-level host computer. In a further embodiment of the invention, however, provision is made for the measured travel times and other information, such as deviations from the route, to be transmitted to a central control computer and to be evaluated by the latter in order to develop new guidance recommendations.
Die Erfindung wird nachfolgend an einem Ausführungsbeispiel anhand der Zeichnung näher erläutert. Es zeigt
Figur 1 das Schema eines Straßennetzes in einem begrenzten Bereich,Figur 2 einen Ausschnitt aus Fig. 1 zur Erläuterung der Leitvektoren,Figur 3 die Einrichtungen in einem Fahrzeug,Figur 4 die Einrichtungen in einer Leitbake.Figur 5 zusätzliche Einrichtungen im Fahrzeug,Figur 6 zusätzliche Einrichtungen in der Leitbake.Figur 1 zeigt das Schema eines Straßennetzes in einem begrenzten Bereich. Gezeigt sind die Kreuzungen K1, K2 und K3 mit jeweils einer Leitbake. Wegen der Trennung der beiden Funktionen wird hier unterschieden zwischen jeweils einer Leitbake LB1, LB2 usw. und einer Meßbake MB1, MB2 usw. In der Praxis werden Leitbaken und Meßbaken in einem Gerät an der Straßenkreuzung untergebracht sein. Deswegen wurde in der vorhergehenden Beschreibung jeweils nur von einer Leitbake gesprochen, die sowohl Leitempfehlungen senden als auch Informationen empfangen kann.
- 1 shows the diagram of a road network in a limited area,
- FIG. 2 shows a detail from FIG. 1 to explain the guide vectors,
- FIG. 3 the devices in a vehicle,
- Figure 4 shows the facilities in a beacon.
- FIG. 5 additional devices in the vehicle,
- Figure 6 additional facilities in the beacon.
- Figure 1 shows the scheme of a road network in a limited area. The intersections K1, K2 and K3 are shown, each with a guide beacon. Because of the separation of the two functions, a distinction is made here between a beacon LB1, LB2 etc. and a beacon MB1, MB2 etc. In practice, beacons and beacons will be housed in one device at the crossroads. For this reason, the previous description only spoke of a beacon that can both send guidance recommendations and receive information.
Für die Darstellung in der Zeichnung ist folgender Verkehrsablauf angenommen : Ein Fahrzeug FZ1 nähert sich der Kreuzung K1 und erhält von der Seitbake LB1 die Leitempfehlung, die durch die Leitpunkte LP1, LP2 bis LP5 beschriebene Route zur Kreuzung K2 zu benutzen. Während der Fahrt mißt das Fahrzeuggerät im Fahrzeug FZ1 die jeweiligen Reisezeiten zwischen den erwähnten Leitpunkten LP1 bis LPS. An der Kreuzung erhält es von der Leitbake LB2 ein weiteres Leitempfehlungs-Telegramm für den nachfolgenden Streckenabschnitt. Gleichzeitig mit diesem Telegramm wird das Fahrzeuggerät aber aufgefordert, der Meßbake MB2 (mit der Leitbake LB2 kombiniert) unter anderem die gemessenen Reisezeiten der vorangehenden Streckenabschnitte zu übertragen.The following traffic flow is assumed for the illustration in the drawing: A vehicle FZ1 approaches the intersection K1 and receives from the side beacon LB1 the guidance recommendation to use the route to the intersection K2 described by the guidance points LP1, LP2 to LP5. During the journey, the vehicle device in vehicle FZ1 measures the respective travel times between the mentioned control points LP1 to LPS. At the intersection, the beacon LB2 receives another guidance recommendation telegram for the next section of the route. Simultaneously with this telegram, the vehicle device is requested to transmit the measuring beacon MB2 (combined with the beacon LB2), among other things, the measured travel times of the preceding route sections.
Nach Abfrage einer Reihe von Fahrzeugen durch die Meßbake MB2 und nach der Auswertung dieser gemessenen Reisezeiten kann diese zu dem Schluß kommen, daß die Route über die Leitpunkte LP1 und LP6 nach LP5 bei der gegebenen Verkehrssituation günstiger ist.' Diese Information wird Fahrzeugen in der Gegenrichtung, z. B. dem Fahrzeug FZ2, mitgegeben. Die Übertragung dieser Information erfolgt zusätzlich zu den Leitempfehlungen, die das Fahrzeug FZ2 ohnehin von der Leitbake LB2 erhält. Passiert das Fahrzeug FZ2 dann die Leitake LB1 bzw. die Meßbake MB1, so wird neben der eigenen gemessenen Reisezeit auch diese mitgegebene Leitempfehlung abgefragt, gespeichert und zur Korrektur der Leitempfehlungen für die weiteren passierenden Fahrzeuge verwendet.After querying a number of vehicles by the MB2 beacon and after evaluating these measured travel times, the latter can come to the conclusion that the route via the LP1 and LP6 control points to LP5 is more favorable for the given traffic situation. ' This information is used in vehicles in the opposite direction, e.g. B. the vehicle FZ2 given. This information is transmitted in addition to the guidance recommendations that the FZ2 vehicle receives from the beacon LB2 anyway. If the vehicle FZ2 then passes the lead beacon LB1 or the measurement beacon MB1, in addition to its own measured travel time, this guide recommendation given is also queried, stored and used to correct the guide recommendations for the other passing vehicles.
Hinter dem Fahrzeug FZ1 nähert sich das Fahrzeug FZ3 der Kreuzung K1. Es sei hier angenommen, daß dieses Fahrzeug FZ3 noch die gleiche Leitempfehlung erhält wie das Fahrzeug FZ1, also die Leitvektoren über die Leitpunkte LP1, LP2 bis LP5. Dieses Fahrzeug weicht aber am Leitpunkt LP3 von der empfohlenen Route ab, weil z. B. ein Polizeibeamter wegen eines Unfalles an der Stelle A eine Umleitung vornimmt. Das Fahrzeug FZ3 gelangt deshalb nicht an die Kreuzung K2, sondern über den Punkt LP7 an die Kreuzung K3 und meldet der dort stehenden Meßbake MB3, daß es die empfohlene Route am Leitpunkt LP3 verlassen hat. Treffen viele weitere umgeleitete Fahrzeuge an der Meßbake MB3 ein, so wird eine entsprechende Meldung an den übergeordneten Leitrechner LR abgesetzt. Dieser kann auch von sich aus die Leitbake LB1 direkt anweisen, weiteren Fahrzeugen eine Alternativroute zur Kreuzung K2 zu empfehlen.The vehicle is approaching behind the FZ1 vehicle witness FZ3 of the intersection K1. It is assumed here that this vehicle FZ3 still receives the same guidance recommendation as the vehicle FZ1, that is to say the guidance vectors via the guidance points LP1, LP2 to LP5. However, this vehicle deviates from the recommended route at control point LP3, because e.g. B. a police officer makes a detour at point A because of an accident. The vehicle FZ3 therefore does not reach the intersection K2, but via the point LP7 to the intersection K3 and reports to the measuring beacon MB3 there that it has left the recommended route at the control point LP3. If many more redirected vehicles arrive at the beacon MB3, a corresponding message is sent to the higher-level control computer LR. This can also direct the beacon LB1 directly to recommend an alternative route to the intersection K2 for other vehicles.
Die Bedeutung der Leitvektoren ist in Fig. 2 in einem Ausschnitt aus Fig. dargestellt. Jeder Leitvektor LV1, LV2 usw. wird bestimmt nach seinem Betrag (Absolutwert) s1, s2 usw. und durch seinen Winkelwert w1, w2 usw. gegenüber einer vorgegebenen Richtung, beispielsweise der Winkel gegenüber der Nordrichtung N.The meaning of the guide vectors is shown in FIG. 2 in a detail from FIG. Each guide vector LV1, LV2 etc. is determined according to its magnitude (absolute value) s1, s2 etc. and by its angle value w1, w2 etc. with respect to a predetermined direction, for example the angle with respect to the north direction N.
In Fig. 3 sind die Fahrzeugeinrichtungen schematisch dargestellt, um die Gewinnung der Erfahrungswerte in den Fahrzeugen zu zeigen. Jedes Fahrzeug besitzt eine Empfangseinrichtung 21, welche beim Passieren einer Leitbake (z. B. LB1) von dieser Leitbake ausgestrahlte Daten und Telegramme empfängt. Diese Datentelegramme werden im Bordcomputer 22 und zwar im Bereich CF21 in nicht näher dargestellter Weise auf Übertragungsfehler überprüft und aufbereitet. Aus diesen Datentelegrammen werden alle Daten extrahiert, welche Leitempfehlungen betreffen, und im Speicherbereich SB21 des Speichers 23 gespeichert. Es handelt sich dabei im einzelnen um folgende Daten :
- a) die Adresse (LB « 1 •) der gerade passierten Leitbake LB,
- b) die Adresse (VK « 1 ») der empfohlenen Leitvektorkette VK,
- c) die Koordinaten (xy) aller Leitpunkte LP der empfohlenen Vektorkette. Eine solche Vektorkette ist in Fig. 1 beispielsweise LPO, LP1 bis LP8.
- a) the address (LB «1 •) of the beacon LB just passed,
- b) the address (VK «1») of the recommended guide vector chain VK,
- c) the coordinates (xy) of all guiding points LP of the recommended vector chain. Such a vector chain is, for example, LPO, LP1 to LP8 in FIG. 1.
Unmittelbar nach der Speicherung dieser Daten berechnet der Bordcomputer 22 im Funktionsbereich CF21a aus den Koordinaten der Leitpunkte x, y die Beträge s und die Winkel w für die einzelnen Leitvektoren LV1, LV2 usw. Diese Werte werden im Speicherbereich SB22 des Speichers 23 gespeichert.Immediately after the storage of this data, the on-
Im Computerbereich CF23 wird die an sich bekannte Koppelnavigation durchgeführt. Ausgehend von den Koordinaten der Leitpunkte LPO (d. h. von den Koordinaten der zuletzt passierten Leitbake, im Beispiel der fig. 1 von den Koordinaten der Leitbake LB1) wird aus der Fahrtrichtungsmessung durch die Magnetfeidsonde 24 und aus den Wegimpulsen der Wegmeßeinrichtung 25 die zurückgelegte Wegstrecke nach Betrag s' und Richtung w' ermittelt und im Speicherbereich SB23 abgespeichert. Aufgrund unvermeidlicher Meßfehler weichen diese ermittelten Werte s' und w' etwas von den tatsächlichen Werten s und w ab.The well-known dead reckoning is carried out in the computer area CF23. Starting from the coordinates of the guide points LPO (ie from the coordinates of the last passed guide beacon, in the example of FIG. 1 from the coordinates of the guide beacon LB1), the direction of travel measurement by the
Im Computerbereich CF22 wird überprüft, ob die Abweichungen sich in vorgegebenen Grenzen halten ; im Falle einer unzulässig großen Abweichung wird ein Alarmsignal « a gesetzt und im Speicherbereich SB24 gespeichert. Im Falle einer unzulässig kleinen Abweichung wird eine Korrektur vorgenommen, sobald eine markante Richtungsänderung Rückschlüsse über die tatsächliche Position des Fahrzeuges ermöglicht. Beispielsweise erfolgt am Leitpunkt LP1 (Fig. 1) eine markante Richtungsänderung von 90°. Sobald diese Richtungsänderung über die Magnetfeldsonde 24 in der Navigationseinrichtung CF23 erkannt wird, werden die Koordinaten dieses Leitpunktes als Ausgangspunkt für die weitere Koppelnavigation benutzt. Außerdem wird im Computerbereich CF22 mit Hilfe des Zeitgebers 26 die Fahrzeit « t ermittelt, die für das Durchfahren der für einen bestimmten Leitvektor LV beschriebenen Wegstrecke benötigt wurde. Diese Fahrzeit t wird für jeden Leitvektor im Speicherbereich SB24 gespeichert. Außerdem werden evtl. Standzeiten « h », z. B. vor Lichtsignalanlagen, mit Hilfe des Zeitgebers 26 und der Wegmeßeinrichtung 25 gemessen und ebenfalls im Speicherbereich SB24 gespeichert.In the CF22 computer area, it is checked whether the deviations are within predetermined limits; in the event of an impermissibly large deviation, an alarm signal «a is set and stored in the memory area SB24. In the event of an impermissibly small deviation, a correction is made as soon as a striking change in direction enables conclusions to be drawn about the actual position of the vehicle. For example, a distinctive change in direction of 90 ° takes place at the control point LP1 (FIG. 1). As soon as this change of direction is recognized by the
Die Werte t, h und a werden also im Speicherbereich SB24 abgespeichert, und zwar derart, daß man sie jeweils eindeutig den Leitvektoren LV bzw. den Leitpunkten LP (im Speicherbereich SB21) zuordnen kann.The values t, h and a are thus stored in the memory area SB24, in such a way that they can be uniquely assigned to the guide vectors LV and the guide points LP (in the memory area SB21).
Im Computerbereich CF24 werden die Erfahrungswerte t, h und a in Verbindung mit der Adresse der Herkunfts-Leitbake, der Leitvektorkette und den Leitpunkten bzw. Leitvektoren an der nächsten Leitbake über die Sendeeinrichtung 27 übermittelt.In the computer area CF24, the empirical values t, h and a are transmitted in connection with the address of the source beacon, the guide vector chain and the guide points or guide vectors at the next beacon via the transmitting
Die Fig. 4 zeigt die Einrichtungen in den jeweiligen Leitbaken zur Verarbeitung der von den Fahrzeugen übermittelten Erfahrungswerte. Die Empfangseinrichtungen 31 der Leitbaken (z. B. LB2 in Fig. 1) empfangen die Datentelegramme aller passierenden Fahrzeuge. Die Telegramme werden im Funktionsbereich CF31 des Leitbakencomputers 32 in nicht näher dargestellter Weise auf Übertragungsfehler überprüft und aufbereitet. Der Leitbakencomputer entnimmt aus diesen Telegrammen die übertragenen Erfahrungswerte t, h und a (siehe Beschreibung zu Fig. 3) und übergibt sie dem Funktionsbereich CF32.4 shows the devices in the respective beacons for processing the empirical values transmitted by the vehicles. The receiving
In diesem Bereich CF32 wird die Anzahl z der Fahrzeuge je Zeitintervall gezählt, von denen Daten empfangen werden. Weiterhin werden die gleitenden Mittelwerte f, fi und ä der Erfahrungswerte t, h und a berechnet. Diese Werte werden im Speicherbereich SB31 des Speichers 33 gespeichert und zwar eindeutig der jeweiligen Herkunftsbake LB mit der zugehörigen Adresse, z. B. LB « 1 », der benutzten Leitvektorkette VK mit deren Adresse, z. B. « 1 " oder« « 2 sowie den Leitpunkten LP1, LP2 usw. zugeordnet.The number z of vehicles per time interval from which data is received is counted in this area CF32. Furthermore, the moving averages f, f i and ä of the empirical values t, h and a are calculated. These values are stored in the memory area SB31 of the
Im Speicherbereich SB32 sind die beispielsweise von Verkehrsingenieuren ermittelten Bezugswerte z*, t*, h* und a* für die obengenannten Größen z, t, h und a nach demselben Ordnungsprinzip gespeichert. Der Leitbakencomputer 32 überprüft nun laufend in seinem Funktionsbereich CF33, wie weit sich die Anzahl der Fahrzeuge z, von denen Erfahrungswerte empfangen worden sind, und die gemittelten Erfahrungswerte den Bezugswerten z*, t*, h* und a* nähern oder diese überschreiten. Abhängig von diesen Beziehungen berechnet der Leitbakencomputer 32 in dem Funktionsbereich CF34, wie beispielsweise die Verteilung des über den Leitpunkt LPO (Leitbake LB1) heranrollenden Verkehrs auf die verschiedenen möglichen Fahrtrouten vorgenommen werden soll. Bei der nicht näher dargestellten Berechnung der Verteilungswerte werden die mittleren Reisezeiten t, die mittleren Haltezeiten h, aber auch Überschreitungen der vorgegebenen Alarmbezugswerte a* je Streckenabschnitt verwertet.In the storage area SB32, the reference values z * , t * , h * and a * determined for example by traffic engineers for the above-mentioned variables z, t, h and a are stored according to the same ordering principle. The
Diese Verteilungswerte werden im Speicherbereich SB33 gespeichert. Im Beispiel der Fig. 4 ist angenommen, daß der Verkehr von der Leitbake LB1 im Verhältnis von 80 % zu 20 % zwischen den Leitvektorketten VK1 und VK2 aufgeteilt werden soll. Die Leitvektorkette umfaßt die Strecke zwischen den Leitpunkten LP1, LP2, LP3, LP4, LP5 und LP8, die Leitvektorkette mit der Adresse « 2 umfaßt die Strecke zwischen den Leitpunkten LP1, LP6, LP5 und LP8.These distribution values are stored in the memory area SB33. In the example in FIG. 4, it is assumed that the traffic from the beacon LB1 is to be divided between the lead vector chains VK1 and VK2 in a ratio of 80% to 20%. The guidance vector chain comprises the route between the guidance points LP1, LP2, LP3, LP4, LP5 and LP8, the guidance vector chain with the
In vergleichbarer Weise werden Überschreitungen der Alarmwerte im Speicherbereich SB34 registriert. Im Beispiel der fig. 4 ist angenommen, daß die Anzahl der Alarmwerte der Vektorkette mit der Adresse « 1 von der Leitbake mit der Adresse « 1 am Leitpunkt LP8 höher lag, als der betreffende Bezugswert a* zuläßt. Diese Überschreitung ist bereits aus dem Alarmwert a = 8 im Speicherbereich SB31 am Leitpunkt LP8 erkennbar, der größer ist als der korrespondierende Bezugswert a* = 5 im Speicherbereich SB32.In a comparable manner, exceedances of the alarm values are registered in the memory area SB34. In the example of fig. 4 it is assumed that the number of alarm values of the vector chain with the address " 1 from the beacon with the address" 1 at the control point LP8 was higher than the relevant reference value a * allows. This exceeding can already be seen from the alarm value a = 8 in the memory area SB31 at the control point LP8, which is greater than the corresponding reference value a * = 5 in the memory area SB32.
Entsprechende Tabellen für die Verteilungs-und Alarmwerte werden für alle benachbarten Leitbake mit den Adressen « 2 , «3", usw. in den Speicherbereichen SB33 und SB34 geführt.Corresponding tables for the distribution and alarm values are kept in the memory areas SB33 and SB34 for all neighboring beacons with the addresses «2,« 3 ", etc.
Der Funktionsbereich CF35 des Computers 32 stellt das Datentelegramm für die Übertragung der Verteilungswerte einschließlich der zugehörigen Adressierung an alle Fahrzeuge zusammen, die sich der Leitbake LB2 nähern. Dieses Telegramm wird über die Sendeeinrichtung 34 ausgesendet.The functional area CF35 of the
Im Funktionsbereich CF36 des Computers 32 wird ein entsprechendes Datentelegramm zur Übertragung der Verteilungs- und Alarmwerte an einem übergeordneten leitrechner zusammengestellt. Die Übertragung dieses Datentelegramms erfolgt über die Sendeeinrichtung 35.In the functional area CF36 of the
Die Fig. 5 zeigt die zusätzlichen Einrichtungen im Fahrzeug, die zur Rückübertragung der Verteilungswerte erforderlich sind. Die Empfangseinrichtungen 21 aller eine Leitbake (z. B. LB2 in Fig. 1) passierenden Fahrzeuge empfangen Datentelegramme, die vom Bordcomputer 22 in dessen Bereich CF21 in nicht näher dargestellter Weise auf Übertragungsfehler überprüft und aufbereitet werden. Die aus diesen Telegrammen extrahierten Tabellen mit den Verteilungswerten werden im Speicherbereich SB41 des Speichers 23 gespeichert.FIG. 5 shows the additional devices in the vehicle that are required for the retransmission of the distribution values. The receiving
Nachdem der Bordcomputer 22 die Daten für die Leitempfehlung extrahiert und sich aufgrund des vom Fahrzeugführer eingegebenen Reisezieles für eine der Leitempfehlungen (Leitvektorkette LV) nach einer an dieser Stelle nicht beschriebenen Methode entschieden hat, ist die nächste anzufahrende Leitbake bekannt. Die Funktionseinheit CF25 kann mit dieser kenntnis alle Verteilungswert-Daten, die für andere Leitbaken bestimmt sind, im Speicherbereich SB41 löschen und die Daten für die nächste Zielbake in den Speicherbereich SB42 überschreiben. Im Beispiel des Fahrzeugs FZ2 in Fig. 1 werden nur die Verteilungswerte für die Leitbaken mit der Adresse « 1 übernommen, die Verteilungswerte für andere Leitbaken werden gelöscht bzw. bei der nächsten Leitbake überschrieben.After the on-
Nähert sich das Fahrzeug dieser nächsten Leitbake, so werden die im Speicherbereich SB42 stehenden Daten wieder durch den Bordcomputer 22 abgerufen, im Bereich CF24 in das Datentelegramm für die Leitbaken eingefügt und gemeinsam mit den Erfahrungsdaten (siehe Beschreibung zu Fig.3) zur Leitbake übertragen.If the vehicle approaches this next beacon, the data in the memory area SB42 are retrieved again by the on-
Die Fig. 6 zeigt die zusätzlichen Einrichtungen in den Leitbaken, welche zur Verarbeitung der Verteilungswerte in den Leitbaken dienen. Die Empfangseinrichtung 31 der Leitbake (z. B. Leitbake LB1 in Fig. 1) empfängt die Datentelegramme aller passierenden Fahrzeuge. Die Telegramme werden im Funktionsbereich CF31 des Leitbakencomputers 32 in nicht näher dargestellter Weise auf Übertragungsfehler überprüft und aufbereitet. Die Verteilungswerte (Prozentzahlen in Fig.4) werden dem Funktionsbereich CF31a übergeben. Dort wird überprüft, ob die Verteilungswerte noch aktuell sind. Wenn die Reisezeiten t des Überbringerfahrzeuges, im Beispiel die Reisezeit des Fahrzeugs FZ2 von der Leitbake LB2 bis zur Leitbake LB1, weit über den betreffenden Mittelwerten f liegen, so sind die überbrachten Daten überholt.FIG. 6 shows the additional devices in the beacons which are used to process the distribution values in the beacons. The receiving
Von aktuellen Verteilungswerten wird der lau-' fende Mittelwert gebildet und im Speicherbereich SB35 abgelegt. In diesem Speicherbereich ist also eine aktualisierte Übersicht der anzustrebenden Verkehrsflußverteilung zwischen alternativen Fahrtrouten zu allen benachbarten Leitbaken zu finden. Das ist im dargestellten Beispiel eine Verteilung zwischen den Vektorketten VK1 und VK2 von 75 % und 25 %. Weiterhin können beispielsweise für alternative Fahrtrouten zu einer nicht dargestellten Leitbake LBJ drei alternative Fahrtrouten bestehen, auf die der Verkehr nach dem Verhältnis 60 % (Fahrtroute ij) zu 30 % (Fahrtroute ik) zu 10% (Fahrtroute il) verteilt werden soll. Der Verkehr zu einer ebenfalls nicht dargestellten Leitbake LBF könnte nach dem dargestellten Beispiel über die Routen fg mit 20 %, die Route fh mit 30 %, die Route fk mit 50 % und die Route fj mit 0 % verteilt werden.The current average value is formed from current distribution values and stored in the memory area SB35. An updated overview of the desired traffic flow distribution between alternative routes to all neighboring beacons can therefore be found in this memory area. In the example shown, this is a distribution between the vector chains VK1 and VK2 of 75% and 25%. Furthermore, there may be three alternative routes, for example, for alternative routes to a beacon LBJ, not shown, on which the traffic according to the
Der Funktionsbereich CF37 des Leitbakencomputers 32 hat die Aufgabe, mit Hilfe eines Zeitgebers 36 die Verkehrsflüsse so auf die alternativen Fahrtrouten zu verteilen, wie es die Verteilungswerte (%) angeben. Das geschieht z. B. dadurch, daß die Leitvektorkette VK1 in 75 von 100 Zeitintervallen zur Erreichung der Leitbake LB2 in den Speicherbereich SB36 geschrieben wird. Danach würde für 25 Zeitintervalle die Leitvektorkette VK2 in diesem Speicherbereich stehen. Entsprechendes gilt für die Alternativrouten zu allen anderen benachbarten Leitbaken. Die Funktionseinheit CF36 des Leitbakencomputers 32 stellt nach der im Speicherbereich SB36 niedergelegten Vorschrift die Datentelegramme für die Fahrzeuge zusammen. Es werden nun die Leitpunktkoordinaten (x, y) derjenigen Vektorkette über die Sendeeinrichtung an die Fahrzeuge übertragen, die im Moment im Speicherbereich SB36 aufgeführt sind.The functional area CF37 of the
Claims (9)
Priority Applications (1)
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AT80106940T ATE12149T1 (en) | 1979-11-13 | 1980-11-10 | PROCEDURE FOR TRAFFIC DETECTION IN A CONTROL AND INFORMATION SYSTEM FOR INDIVIDUAL TRANSPORT. |
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EP0029201A1 EP0029201A1 (en) | 1981-05-27 |
EP0029201B1 true EP0029201B1 (en) | 1985-03-13 |
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EP80106940A Expired EP0029201B1 (en) | 1979-11-13 | 1980-11-10 | Method for traffic coverage in a guiding and information system for individual traffic |
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US (1) | US4350970A (en) |
EP (1) | EP0029201B1 (en) |
AT (1) | ATE12149T1 (en) |
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FR2422214A2 (en) * | 1977-04-21 | 1979-11-02 | Electronique Vehicules Reseaux | Urban transport control system - compares bus route theoretical time, theoretical max. time and real time to form difference signal controlling traffic lights |
FR2388357A1 (en) * | 1977-04-21 | 1978-11-17 | Electronique Vehicules Reseaux | URBAN TRANSPORT VEHICLE TRAFFIC CONTROL DEVICE |
-
1979
- 1979-11-13 DE DE19792945852 patent/DE2945852A1/en not_active Withdrawn
-
1980
- 1980-10-29 US US06/201,697 patent/US4350970A/en not_active Expired - Lifetime
- 1980-11-10 AT AT80106940T patent/ATE12149T1/en not_active IP Right Cessation
- 1980-11-10 DE DE8080106940T patent/DE3070284D1/en not_active Expired
- 1980-11-10 EP EP80106940A patent/EP0029201B1/en not_active Expired
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0021060A1 (en) * | 1979-06-11 | 1981-01-07 | Siemens Aktiengesellschaft | Guiding system for individual traffic |
EP0024010A1 (en) * | 1979-08-10 | 1981-02-18 | Siemens Aktiengesellschaft | Information transmitting system for vehicles |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8195188B2 (en) | 1997-08-04 | 2012-06-05 | Enovsys Llc | Location reporting satellite paging system with optional blocking of location reporting |
Also Published As
Publication number | Publication date |
---|---|
DE3070284D1 (en) | 1985-04-18 |
US4350970A (en) | 1982-09-21 |
EP0029201A1 (en) | 1981-05-27 |
ATE12149T1 (en) | 1985-03-15 |
DE2945852A1 (en) | 1981-05-21 |
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