EP1573697A1 - Procede et systeme pour reconnaitre des perturbations prevues dans le temps, comprenant une centrale, par detection de flancs de brouillage au moyen de prevision de temps de trajet decoupee en sections - Google Patents

Procede et systeme pour reconnaitre des perturbations prevues dans le temps, comprenant une centrale, par detection de flancs de brouillage au moyen de prevision de temps de trajet decoupee en sections

Info

Publication number
EP1573697A1
EP1573697A1 EP03782214A EP03782214A EP1573697A1 EP 1573697 A1 EP1573697 A1 EP 1573697A1 EP 03782214 A EP03782214 A EP 03782214A EP 03782214 A EP03782214 A EP 03782214A EP 1573697 A1 EP1573697 A1 EP 1573697A1
Authority
EP
European Patent Office
Prior art keywords
travel time
section
time
test vehicle
control center
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.)
Granted
Application number
EP03782214A
Other languages
German (de)
English (en)
Other versions
EP1573697B1 (fr
Inventor
Mario Aleksic
Cesim Demir
Andreas Haug
Boris Kerner
Hubert Rehborn
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler 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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1573697A1 publication Critical patent/EP1573697A1/fr
Application granted granted Critical
Publication of EP1573697B1 publication Critical patent/EP1573697B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0141—Measuring and analyzing of parameters relative to traffic conditions for specific applications for traffic information dissemination

Definitions

  • the invention relates to a method and a system for central-based data collection on at least a section of a traffic network by a number of test vehicles.
  • Such approaches are also known under the term FCD (floating car data) method.
  • FCD floating car data
  • the participating test vehicles send and receive data to and from a control center.
  • the received data are used in the test vehicle, for example, for dynamic navigation.
  • EP 0 892 379 A2 explains how traffic reports are received and stored in the test vehicle. Before sending data from the test vehicle to the control center, the data collected in the test vehicle is compared with the data stored in the test vehicle. Only such collected data that contains a change to the stored data or is not contained in it is transmitted from the test vehicle to the control center.
  • EP 0 880 120 A2 proposes storing sections of a traffic network together with the travel times expected for this purpose in the test vehicle. For a last distance traveled by the test vehicle, the position to be expected for the actual travel time and / or the travel time to be expected for the actual position is determined. Only if there is a difference between the actual and the If the expected value is greater than a predefinable limit value, data is transmitted from the test vehicle to the control center.
  • control center sends a state of the traffic as a traffic report together with an expected temporal development of this state to the vehicle, and thus the temporal development of the state expected in the center is also known in the vehicle at all times.
  • DE 196 04 084 AI discloses determining travel times for sections of a traffic network by means of a number of test vehicles. If a predefinable limit value for the travel time of a section is exceeded, data is to be sent from the test vehicle to the control center. It is also planned to collectively supply several test vehicles with certain data from the control center using the "Broadcasf" function.
  • DE 100 22 812 AI sets out to reconstruct macroscopic quantities of the traffic flow in the metropolitan area on the basis of the travel times sent from the test vehicle to the central office.
  • Analytical equations are set up for each direction set of each section to determine the boundary between the areas of undersaturation and oversaturation.
  • the invention is based on the basic idea, based on general considerations regarding the course of traffic, of detecting the breakdown of traffic on a route "in good time” by means of a test vehicle and informing the control center thereof.
  • the use of an expected temporal travel time course determined by the control center is provided on this route.
  • This travel time course is closely related to the "timely" detection of the collapse of traffic on a route by a test vehicle. For example, it is known from measurements that the process of collapsing the traffic on a route usually takes about 20 to 30 minutes. In other words, the collapse does not take place spontaneously, but has a specific course over time.
  • travel times are collected for certain sections.
  • the travel time (as a time period) is the difference between the time of the exit from a section minus the time of entry into this section.
  • a respective route can be represented as a section.
  • it can make sense for various reasons to subdivide routes, for example for dynamic tracking of fault edges. For this reason, travel times for certain sections are always mentioned.
  • test vehicles concerned have the expected travel time in the relevant section. For example, you can check whether you can reach this section in time to expect an acceptable travel time, or whether you should choose a different route without this section.
  • the main idea of the invention is therefore that a method for central-based, temporally predictive fault detection by interference edge detection by means of section-based travel time estimation on a traffic network is carried out by a number of test vehicles, with a travel time and a maximum travel time deviation being available in the test vehicle for a section, after leaving the section at time tl with a current travel time Tl, the difference between the stored travel time and the current travel time Tl of the test vehicle is checked, and if the maximum deviation is exceeded, an interference edge is detected and the travel time Tl is sent from the test vehicle to the control center, and the control center after the reception using Tl determines the expected temporal travel time course Tp (t) on the section and provides affected test vehicles, where Tp (t) indicates the travel time Tp, which a test vehicle will need to drive through the section when entering the section at time t.
  • the advantages of the invention are that it reduces the communication effort between the test vehicles and the control center as much as possible by only exchanging the absolutely necessary information.
  • the invention presents a cost-optimal FCD reporting concept, namely in terms of time by a minimum number of messages per route and event and spatially by reducing the messages to definable sections of a traffic network. This gives participating test vehicles time savings due to the possibility of considering alternative routes, as well as precise information about an expected arrival time at a desired destination.
  • the invention is applicable both in metropolitan areas, i.e. in traffic networks with short edges and many nodes, as well as in extra-urban areas, i.e. Can be used in traffic networks with few nodes and long edges.
  • the invention can be used both for the detection of an interference flank between "undisturbed” and “disturbed”, and for the detection of an interference flank between "disturbed” and “undisturbed” traffic.
  • the formation as well as the resolution of a fault can be seen on one section.
  • travel times and maximum deviations are available in the test vehicle at least for those sections which test vehicles can drive around by driving through alternative sections of the traffic network. This ensures good usability of the travel times provided by the head office, since the test vehicles can actually drive around disturbed sections of the transport network by driving through alternative sections.
  • Tp (t) indicates for a time t that travel time Tp that a test vehicle will need to drive through the section when entering the section at time t.
  • the interference flank - a functional dependency ("curve") of the travel time (on the ordinate) required to drive through the section on the (clock) time (on the abscissa) - is "shifted” in such a way that that of the test vehicle Detect travel time "punctually" to the travel time value corresponding to it.
  • the time of reporting of the test vehicle corresponding to this travel time is plotted on the abscissa as the assumed time of entry into the section.
  • the course of the gait line stored in the control center is now specifically fixed in time.
  • a particularly simple processing of travel times provided in the test vehicle is achieved in that the control center only provides the test vehicles affected by the specific travel time course Tp (t) at a time ta on the section expected travel time Tp (ta).
  • At least one further test vehicle sends a travel time relating to the section to the control center, it can easily be checked whether a travel time course Tp (t) expected by the control center actually occurs. Because this expected travel time is generally not “safe”, but "with a high probability”. For example, provision can be made to provide such checks in certain cases and, in other cases, to forego this additional sending of additional travel times for cost reasons. Such checks are then not for a test vehicle associated with unreasonable delays if they occur before the completion of the disorder.
  • a current travel time is only sent from the test vehicle to the control center if this travel time is less than a stored travel time. This opens up the possibility of informing the head office of the regression of a fault on a section. Current travel times of this type can be sent, for example, by test vehicles that are currently not using dynamic navigation and therefore drive through such a section “randomly”. Another possibility is a test, "intentional" redirection of a test vehicle to such a section.
  • the additional provision of a section-related maximum deviation by the control center to the test vehicles concerned is advantageous. This enables a particularly flexible and situation-specific control of the sending of current travel times by the test vehicles. In this way, a relatively large maximum deviation is expediently provided during the duration of an expected fault build-up. This takes into account the usually strong fluctuations in the values of the travel time during the construction of the fault, since these values do not provide any information to the control center due to the fault formation already in progress.
  • the invention can be used particularly flexibly in that the control center supplements the expected travel time course on the section by an average duration of the fault. For example, provision can be made for travel times to decrease again after this period has elapsed, i.e. a resolution of the fault, made available to the test vehicles by the control center.
  • the control center thus carries out an eventual test by means of appropriate test vehicles to determine whether the expected breakdown actually occurs; the test vehicles take into account a possibly more favorable route. Average time spent in storage can be derived from past measurements, for example.
  • delays are taken into account, for example, when sending, processing and / or receiving travel times.
  • the method according to the invention can be used even more universally in that information about the road condition and / or the weather is also sent with the travel times.
  • information about the road condition and / or the weather is also sent with the travel times.
  • the rain sensor, wiper information or lighting setting are used for this.
  • a travel time and a maximum travel time deviation for a section are stored in a storage means in the test vehicle, and that is stored in a computing unit in the sample vehicle after leaving the section at the time tl with a current travel time Tl, the difference between the stored travel time and the current travel time Tl is checked and, when the maximum deviation from the computing unit is exceeded, an interference edge is detected and the current travel time Tl from the test vehicle to the control center is communicated is sent, and that a communication means provided in the control center receives the message and then determines in a computing unit the expected travel time course Tp (t) in the section, based on the received message, and provides the test vehicles concerned via a transmission means, Tp (t ) indicates the travel time Tp which a test vehicle will need to drive through the section when entering the section at time t.
  • travel time and / or maximum deviation for a section are stored together with a digital road map in the test vehicle. This data is therefore always available and is already assigned to the corresponding sections of the transport network.
  • travel time and / or maximum deviation for a section of the test vehicle are provided by the control center. This enables the test vehicle to be supplied with particularly current values.
  • a combination of the two embodiments can also be provided, for example by storing some travel times and / or maximum deviations together with a digital road map in the test vehicle and providing others to the test vehicle from the control center. Any combination is possible, for example for different periods of the same section or for different sections at different periods. It is particularly advantageous to design the communication means as a mobile radio unit.
  • the associated use of a mobile radio network for example according to the GSM or UMTS standard, provides a possibility for transmission to the head office that can be used by the test vehicles across the board.
  • a means for vehicle-vehicle communication is provided in test vehicles, then this means can be used by a first test vehicle to inform further test vehicles that a current travel time is or has been sent from the first test vehicle to the central office via the communication means. This saves costs by preventing further travel times that are not required by the head office. Because these other travel times would be sent by the other test vehicles before expected travel times can be provided by the head office.
  • the control center provide the test vehicle affected on a section of the expected travel time in a section by means of a collective report.
  • Such collective reports also called “broadcast”, make it particularly easy to simultaneously make information available to a group of test vehicles.
  • target test vehicles in a limited geographical area. Thus, only the test vehicles that are expected to travel in a section are made available to those test vehicles that are located within a certain distance from this section. Because only these test vehicles are affected by the information, since they may be driven on this section soon.
  • Suitable forms of collective reporting are DAB ("Digital Audio Broadcast", terrestrial digital broadcast), RDS ("Radio Data System", in the FM band), GSM cell broadcast or UMTS broadcast.
  • the invention is preferably implemented as a computer program with program code means, a particular version of the method according to the invention being carried out when the respective program is executed on a computer.
  • a further preferred embodiment of the invention is a computer program product with program code means, the program code means being stored on a computer-readable data carrier in order to carry out a particular version of the method according to the invention when the respective program product is executed on a computer.
  • FIG. 9 shows an example of a chart selection in the central office
  • 10 shows a further example for the selection of travel time maximum deviations
  • FIG. 11 schematically the determination of the travel time
  • FIG. 12 schematically the provision of the expected travel time
  • FIG. 13 schematically the selection of the sections
  • FIG. 14 schematically the use of a digital road map in the test vehicle
  • FIG. 15 exemplarily shows the advantage of the invention
  • FIG. 16 shows an example of a message sent from the test vehicle to the control center.
  • Travel times are measured in the test vehicle and compared with a stored travel time.
  • a point-to-point connection e.g. the measured travel time sent to the head office via mobile radio.
  • the control center sends via broadcast, e.g. RDS or DAB, travel times and / or maximum deviations to the test vehicles.
  • Fig. 3 the determination of the travel time course is shown as two semi-straight lines for a section.
  • the travel time curve Tp (t) is the first half line.
  • a travel time Tmax is set as the largest possible expected travel time for each entry point t into the section after the fault has been formed. This results in the second half line Tmax running parallel to the abscissa.
  • FIG. 4 exemplifies the determination of the travel time curve as a curve.
  • An average characteristic of the fault structure on the section is stored in the control center.
  • a travel time T1 reported by a test vehicle at a time t1 is used to assign the time line to the time.
  • the assignment is made by "shifting" the curve on the abscissa in such a way that the value Tl of the curve at time tl-Tl, i.e. at the time of entry of the test vehicle into the section.
  • the curve is determined as the expected travel time and provided to the test vehicles concerned.
  • Tp (t) indicates the travel time Tp for the time t that a test vehicle will need to drive through the section when entering the section at time t + dtv.
  • FIG. 7 schematically illustrates the part of the invention located in the test vehicle. If a control center travel time Rkz is available in the test vehicle and was broadcast by the control center for the section into the test vehicle, the value Rkz is used. Otherwise the value Rks is used, which is for the section. is available in the test vehicle together with the digital road map. If a central travel time Rkz is available in the test vehicle, then a maximum central travel time deviation dRkz is also available, which was also broadcast by the control center for the section into the test vehicle. In this case, it is checked in the test vehicle whether a currently measured travel time Rkf deviates from the central travel time Rkz by more than the central travel time maximum deviation dRkz.
  • the travel time available for the section together with the digital road map in the test vehicle is Maximum deviation dRks used to check whether a currently measured travel time Rkf deviates from the travel time Rks by more than the travel time maximum deviation dRks. If the deviation is greater than dRks, the currently measured travel time Rkf is transmitted from the test vehicle to the control center, otherwise the currently measured travel time Rkf is discarded.
  • test vehicles affected by the control center provide an increased maximum travel time deviation for the section in order to prevent the expected minor disturbance from being erroneously described as a breakdown of the traffic, i.e. as an interference flank, is detected by test vehicles.
  • the gangway selection in the control center which is illustrated by way of example in FIG. 9, illustrates the case in which there is more than one fault graph in the control center for a section.
  • the head office provides a maximum travel time deviation of 0 for this period, i.e. the test vehicles always send to the headquarters. This means that travel times that correspond to undisturbed traffic are also sent to the head office. This makes it possible to determine the appropriate curve in the control center. For example, if test vehicles for this section have short travel times, i.e. undisturbed traffic, the control center will determine the route 2 as a suitable expected travel time.
  • FIG. 10 A further example for the selection of travel time maximum deviations is illustrated in FIG. 10.
  • these travel times may be strong fluctuations in the measured travel times. Although these travel times deviate significantly from the expected travel times provided by the head office, they contain no essential information and are not sent. For this purpose, a high maximum travel time deviation is provided for this period.
  • the determination and provision of the travel time is again shown schematically in FIGS. 11 and 12.
  • Tp fp (TFCD)
  • Tp is determined by the control center in such a way that a test vehicle that enters the section at time t is provided with the travel time expected at its time of entry t.
  • FIG. A section is defined by starting point A, ending point B, a point on each edge between the starting and ending point and the distance between two of these points.
  • FCD reporting route can be reliably distinguished from alternative routes for which test vehicles should not report travel times.
  • FIG. 14 shows the use of a digital road map in the test vehicle in schematic form.
  • An onboard navigation provided in the test vehicle is expanded by an interface for using section-based travel times provided according to the invention, for example for use for dynamic route guidance. To do this, there is a "matching" the corresponding sections "FCD reporting route” with the digital map in the navigation device of the test vehicle.
  • the advantage of the invention is exemplified in FIG.
  • the best possible route selection in the test vehicle is ensured with minimal communication effort. If the travel time on the main route exceeds the travel time on the alternative route, the interference edge is detected with a "delay time" dtl and travel times corresponding to the test vehicles are made available. The detection of the interference edge when the interference is removed is also carried out with a "delay time" dt2. Except in the two time periods dtl and dt2, an "ideal" route selection in the test vehicle is ensured at all times by providing section-specific travel times, with minimal communication effort.
  • FIG. 16 An example of a message sent from the test vehicle to the control center is shown in FIG. 16. A number identifying the section “identifier” is sent together with the data “travel time” and “weather and road condition” measured by the test vehicle.
  • the messages to be sent from the test vehicle to the control center according to the invention are thus extremely compact.

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

Abstract

L'invention concerne un procédé comprenant une centrale et permettant de reconnaître des perturbations prévisibles dans le temps, grâce à la détection de flancs de brouillage au moyen de la prévision d'un temps de trajet décomposée en sections, sur un réseau routier par de nombreux véhicules d'essai. Selon ledit procédé, un temps de trajet et une différence maximale du temps de trajet dans le véhicule d'essai sont disponibles pour une section. Selon l'invention, la différence entre le temps de trajet enregistré et le temps de trajet (T1) réel du véhicule d'essai est vérifiée après la sortie de la section à un instant t1 avec un temps de trajet réel T1, un flanc de brouillage est détecté, lors du dépassement de la différence maximale, et le temps de trajet (T1) du véhicule d'essai est envoyé à la centrale. La centrale définit ensuite, après réception, la durée du temps de trajet (Tp(t)) temporelle, prévue sur la section grâce à l'utilisation de T1 et le met à disposition des véhicules d'essai concernés. Tp(t) indique le temps de trajet Tp, dont le véhicule d'essai aura besoin lors de son entrée dans la section, à un instant t, ceci permettant de traverser la section.
EP03782214A 2002-12-20 2003-11-20 Procede et systeme pour reconnaitre des perturbations prevues dans le temps, comprenant une centrale, par detection de flancs de brouillage au moyen de prevision de temps de trajet decoupee en sections Expired - Lifetime EP1573697B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10261172A DE10261172B4 (de) 2002-12-20 2002-12-20 Verfahren und System zur zentralenbasierten, zeitlich vorausschauende Störungserkennung durch Störflanken-Detektion mittels abschnittsbezogener Reisezeitenschätzung
DE10261172 2002-12-20
PCT/EP2003/012985 WO2004059592A1 (fr) 2002-12-20 2003-11-20 Procede et systeme pour reconnaitre des perturbations prevues dans le temps, comprenant une centrale, par detection de flancs de brouillage au moyen de prevision de temps de trajet decoupee en sections

Publications (2)

Publication Number Publication Date
EP1573697A1 true EP1573697A1 (fr) 2005-09-14
EP1573697B1 EP1573697B1 (fr) 2008-04-02

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EP03782214A Expired - Lifetime EP1573697B1 (fr) 2002-12-20 2003-11-20 Procede et systeme pour reconnaitre des perturbations prevues dans le temps, comprenant une centrale, par detection de flancs de brouillage au moyen de prevision de temps de trajet decoupee en sections

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EP (1) EP1573697B1 (fr)
DE (1) DE10261172B4 (fr)
WO (1) WO2004059592A1 (fr)

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Publication number Publication date
EP1573697B1 (fr) 2008-04-02
DE10261172A1 (de) 2004-07-15
WO2004059592A1 (fr) 2004-07-15
DE10261172B4 (de) 2005-05-25

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