EP0941534B1 - Procede de determination de donnees d'itineraires - Google Patents

Procede de determination de donnees d'itineraires Download PDF

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Publication number
EP0941534B1
EP0941534B1 EP97953607A EP97953607A EP0941534B1 EP 0941534 B1 EP0941534 B1 EP 0941534B1 EP 97953607 A EP97953607 A EP 97953607A EP 97953607 A EP97953607 A EP 97953607A EP 0941534 B1 EP0941534 B1 EP 0941534B1
Authority
EP
European Patent Office
Prior art keywords
traffic
route
dynamic parameters
data
parameters
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.)
Expired - Lifetime
Application number
EP97953607A
Other languages
German (de)
English (en)
Other versions
EP0941534A1 (fr
Inventor
Werner Schulz
Christel Sievers
Uwe Albrecht
Karlheinz Schlottbom
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.)
Vodafone GmbH
Original Assignee
Mannesmann AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mannesmann AG filed Critical Mannesmann AG
Publication of EP0941534A1 publication Critical patent/EP0941534A1/fr
Application granted granted Critical
Publication of EP0941534B1 publication Critical patent/EP0941534B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • 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
    • G08G1/096827—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed onboard
    • 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 determining travel route data according to the Preamble of claim 1.
  • the document W096 / 29688 describes a method which uses a digital map dynamically of current traffic data measured by "floating cars" changes. There is also one So-called “historical database”, which receives information from inductive loops and with who verifies and reconciles the information.
  • the prognosis obtained in this way is due to the lack that through a determined route guidance along a plurality of segments using the in the Control center available actual and forecast traffic data a needed Travel time can be determined, but the targeted vehicle remains at the specified Routing bound even in the event of unforeseeable, disabling events.
  • the invention is therefore based on the object of a method of the generic type Specify the type that can take into account current dynamic parameters and is still manageable with simple computing means. It's not just supposed to for planning travel routes and guiding vehicles along planned routes Driving routes are suitable, but also for forecasting activities such as Traffic route planning or to evaluate planned routes (determining the estimated travel time) can be used.
  • this ensures that the traffic data is up to date, and the resulting route guidance of vehicles is faster than the actual one Customizable traffic data. That is, the response time from the occurrence of a traffic restricting event through its detection to distribution of route guidance information to vehicles that focus on the Moving traffic restrictions becomes minimal.
  • the invention is explained in more detail below on the basis of exemplary embodiments.
  • the invention is based on one held in a central control center digital map, in which static and dynamic for the recorded traffic routes Parameters are stored.
  • the static parameters at least include structural features of the individual traffic routes, such as number of lanes, Uphill / downhill and road type. It is characteristic of the invention that Route data determined based on the relevant dynamic parameters the dynamic parameters are used only once to specify start values derived from the structural features and henceforth with secure availability dynamic data continuously to the real ones regardless of static parameters Ratios of the respective route sections of the traffic routes are adjusted.
  • the dynamic parameters include at least a conductance and a load function the associated traffic route (i.e. the specific one considered Road section).
  • the conductance represents a measure of the possible Speed in the chosen traffic route and is preferably from the average speed of the vehicles formed in the respective route section.
  • Alternative forms of representation such as average time traveled, time per km or the like of course within the scope of the revelation.
  • the load for example the number of vehicles, on the considered Section of a traffic route becomes the possible speed influence.
  • the dependence of the conductance on the load is shown by a Load function shown.
  • the Load function is the essential classification feature of a traffic route for example as part of the route guidance of vehicles according to the invention, since they do that for a particular traffic route from the current load characteristic relevant to decision determined.
  • the load data can from current information as well as from extrapolated or simulated data or come from an experience database, so that in particular forecasts about future traffic developments are possible.
  • the load function is expediently as Proximity function described.
  • the route sections in the digital map in a computer in the central control center the parameters of the Proximity function assigned. All can be used to parameterize the load function relevant interpolation methods such as straight line or polynomial representation, spline method u. a. be used.
  • the main advantage of the method according to the invention is that the Load function not due to formal structural features such as B. the characteristic "Autobahn" is determined.
  • the load function is done in a first approach Standard specifications, for example for highways, country roads, etc. defined. Depending on the availability of qualified information, the load function however individually refined. The dynamic is therefore adjusted Parameters to the relevant conditions of the respective route section. Next other formal information such as Speed restrictions, downhill gradients or similar are primarily provided for to learn the actual load function preferably automatically. Every traffic route receives an individual load function "after the best Experience".
  • This load function is learned, for example, by using the Measuring equipment equipped vehicles that run along the respective Move traffic route, record data and to the central control center Send processing, and if necessary by additional stationary Measuring devices.
  • the high benefit of the invention is the example of a three-lane Highway section are explained.
  • the load function is a set of parameters a relevant interpolation method. Because of the structural Features (three lanes, no speed limit) becomes a standard parameter set given that already contain a certain amount of pre-differentiation can. Based on measurement data both on the number of vehicles and on If necessary, the speed becomes a after a sufficient static check Fine-tuned these parameters. In any traffic situation, the Load function based on a few measured data conclusions about the traffic situation in this section of the route.
  • the dynamic parameters in definable closed geographic areas manually or also are automatically scaled.
  • This scaling can be used particularly advantageously in the case of prematurely known ones Events such as the construction of construction sites on individual traffic routes and in the event of traffic-relevant weather changes for areas of Traffic routes. Otherwise the scaling e.g. by day of the week, time of day and Weather differentiated.
  • this feature of the invention is advantageous in traffic simulation and traffic planning applicable. For example, the effect of increasing the Number of lanes for a definable traffic route can be directly simulated.
  • the alternative parameter expediently includes in terms of a parameter list, at least the number of alternative traffic routes as well as their quality and length (if necessary, detour length).
  • the alternative parameter becomes the same for one Alternative necessary detour set. So the further the detour via Alternative route is, the larger the alternative parameter becomes. This measure can by other factors, such as the number of alternative routes or the capacity of the Alternative routes can be further refined.
  • the alternative parameter ultimately evaluates the traffic route according to whether it is worth looking for an alternative route. Each the higher the alternative parameters, the less the effort for the search for an alternative.
  • the alternative parameter can be an average over many possible routes represent. These can be, for example, through experience or through suitable ones Simulations are generated.
  • the advantage in using this Classification characteristic lies in the drastic reduction of the necessary Computing effort to determine alternative routes.
  • Another option for generating this parameter is an evaluation the topology of the underlying transport network map.
  • relevant Processes are used to identify coherent, well-connected large areas. The These large areas are bordered by only a few traffic connections traverses. These access roads form the critical routes that run through one distinguish high alternative parameters. Examples of this are large cities, however also regional agglomerations.
  • This classification feature can be advantageous particularly when controlling the internal computing effort, in controlling information collection, in particular the traffic situation recording, but also in the representation of the relevant information.
  • the method according to the invention is advantageous in the context of an offboard route guidance system applied, in which a route recommendation from a control center is determined as route data, the decision about which Traffic routes the vehicle should be guided as part of the route recommendation, primarily or exclusively on the basis of the relevant dynamic parameters is hit.
  • the corresponding route guidance information can, for example are transmitted to the vehicle by means of cellular mobile radio.
  • the procedure can but also find advantageous use in an onboard route guidance system for whom the route planning and the output of route guidance information are self-sufficient in Vehicle. With such a system, it may be advisable to use before or to transmit the planned route to the headquarters during a trip, according to the Assess the current relevant dynamic parameters and change them if necessary and transfer the result back to the vehicle, then the Carrying out route guidance autonomously.
  • the evaluation alternative route suggestions expediently based on the complexity parameter and if necessary, further criteria, in particular travel time and distance traveled.

Landscapes

  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • General Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)
  • Optical Communication System (AREA)

Claims (15)

  1. Procédé pour déterminer des données d'itinéraire, en particulier dans le cadre du guidage d'un véhicule, en utilisant une carte numérique conservée dans un endroit de guidage central, où sont stockés des paramètres dynamiques et statiques, par section, pour les voies routières concernées, les paramètres statiques comportant au moins des caractéristiques constructives de la voie routière respective,
    caractérisé en ce que les paramètres dynamiques comportent au moins une valeur de guidage et une fonction de charge de la section respective de la voie routière, la valeur de guidage étant une mesure de la vitesse possible sur la voie routière choisie, et la fonction de charge caractérisant la dépendance de la valeur de guidage de la charge, en ce que les paramètres dynamiques sont dérivés, de façon unique, pour l'allocation de valeurs de départ à partir des caractéristiques constructives et, dès lors, pour une disponibilité sûre de données dynamiques de façon indépendante de paramètres statiques, sont adaptés de façon continue aux conditions réelles des sections respectives des voies routières, et en ce que les données d'itinéraire sont déterminées sur la base des paramètres dynamiques pertinents.
  2. Procédé selon la revendication 1,
    caractérisé en ce que la valeur de guidage est formée à partir de la vitesse moyenne des véhicules dans la section respective des voies routières, et en ce que la fonction de charge décrit la dépendance de la valeur de guidage du nombre des véhicules sur la section respective.
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que la fonction de charge est décrite comme fonction d'approximation, en particulier en représentation polynomiale, et les paramètres de la fonction d'approximation sont associés à chaque section.
  4. Procédé selon une des revendications 1 à 3,
    caractérisé en ce que les données d'itinéraire déterminées comportent un itinéraire recommandé, et en ce que la décision, concernant le fait de savoir sur quelles voies routières le véhicule est guidé vers la destination dans le cadre de l'itinéraire recommandé, est prise, de façon prioritaire ou exclusive, sur la base des paramètres dynamiques pertinents.
  5. Procédé selon une des revendications 1 à 4,
    caractérisé en ce que les paramètres dynamiques à chaque fois actuels sont utilisés comme paramètres dynamiques pertinents.
  6. Procédé selon une des revendications 1 à 5,
    caractérisé en ce que les paramètres dynamiques sont cadrés, manuellement ou automatiquement, de façon liée aux événements, dans des zones géographiques fermées pouvant être prédéfinies.
  7. Procédé selon la revendication 6,
    caractérisé en ce que le cadrage, qui peut être prédifférencié en particulier suivant le jour de la semaine, le moment du jour et/ou les conditions atmosphériques, est effectué à partir d'une banque de données empiriques en référence à des normes standards pour des modification du temps pertinentes pour le trafic et des événements connus au préalable, en particulier le début des vacances, l'installation de chantiers et de grandes manifestations.
  8. Procédé selon une des revendications 4 à 7,
    caractérisé en ce que des voies routières alternatives, pour contourner la voie routière respective, sont déterminées et entrent dans un paramètre alternatif qui est associé à la voie routière respective sur la carte numérique.
  9. Procédé selon la revendication 8,
    caractérisé en ce que le paramètre alternatif comporte, dans le sens d'une liste de paramètres, au moins le nombre des voies routières alternatives, ainsi que leur qualité et leur longueur.
  10. Procédé selon la revendication 8 ou 9,
    caractérisé en ce que le paramètre alternatif est déterminé au moins pour des voies routières dont le flux de circulation a subi, de façon répétée, des limitations temporaires.
  11. Procédé selon une des revendications 4 à 10,
    caractérisé en ce que des voies routières successives ayant un faible degré de bifurcation sont rassemblées en complexes de voies routières et, pour le guidage, sont prises en compte comme une voie routière, et en ce que, de façon dépendant de la voie routière et du degré de bifurcation du flux de circulation en des points nodaux de voies routières successives, un paramètre de complexité est associé à chacune des voies routières successives.
  12. Procédé selon la revendication 11,
    caractérisé en ce que, pour la planification d'itinéraire, d'autres propositions d'itinéraire sont évaluées en référence au paramètre de complexité et, le cas échéant, à d'autres critères, en particulier la durée de parcours et l'étendue de parcours.
  13. Procédé selon une des revendications 1 à 12,
    caractérisé en ce que l'adaptation des paramètres dynamiques est effectuée dans le sens d'un système auto-adaptatif, des données de trafic actuelles étant établies, la cohérence de ces données avec les paramètres dynamiques actuels étant surveillée, et les paramètres dynamiques étant adaptés pour des écarts suffisamment importants.
  14. Procédé selon la revendication 13,
    caractérisé en ce que l'établissement d'au moins une partie des données de trafic, en particulier de la vitesse moyenne actuelle sur une section, est effectué par des véhicules circulant dans le flux de trafic.
  15. Procédé selon une des revendications 1 à 14,
    caractérisé en ce que, en référence aux paramètres dynamiques, des pronostics de trafic pour la planification des voies routières sont dérivés ou des temps de parcours pour des itinéraires planifiés sont pronostiqués, des valeurs de guidage futures étant déterminées par la fonction de charge respective à partir de données de charge qui sont extrapolées ou sont prélevées d'une banque de données empiriques.
EP97953607A 1996-11-27 1997-11-26 Procede de determination de donnees d'itineraires Expired - Lifetime EP0941534B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19650844A DE19650844C2 (de) 1996-11-27 1996-11-27 Verfahren zur Ermittlung von Fahrtroutendaten
DE19650844 1996-11-27
PCT/DE1997/002819 WO1998024080A1 (fr) 1996-11-27 1997-11-26 Procede de determination de donnees d'itineraires

Publications (2)

Publication Number Publication Date
EP0941534A1 EP0941534A1 (fr) 1999-09-15
EP0941534B1 true EP0941534B1 (fr) 2001-07-25

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP97953607A Expired - Lifetime EP0941534B1 (fr) 1996-11-27 1997-11-26 Procede de determination de donnees d'itineraires

Country Status (7)

Country Link
US (1) US6216088B1 (fr)
EP (1) EP0941534B1 (fr)
JP (1) JP2001504590A (fr)
AT (1) ATE203613T1 (fr)
DE (2) DE19650844C2 (fr)
ES (1) ES2158614T3 (fr)
WO (1) WO1998024080A1 (fr)

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Also Published As

Publication number Publication date
JP2001504590A (ja) 2001-04-03
WO1998024080A1 (fr) 1998-06-04
DE19650844C2 (de) 2003-09-25
ES2158614T3 (es) 2001-09-01
DE59704147D1 (de) 2001-08-30
US6216088B1 (en) 2001-04-10
ATE203613T1 (de) 2001-08-15
DE19650844A1 (de) 1998-06-04
EP0941534A1 (fr) 1999-09-15

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