SYSTEM FOR GUIDING VEHICLES

Abstract: The invention relates to a system for controlling vehicle movements in a densely populated area on a road network (1), in conjunction with means (3-5) are available for identification and road information and for the transmission of information between a vehicle and a traffic information centre (6). In accordance with the invention, the road network (1) is so arranged as to be entered into the system in such a way that it is regarded as a data network, and each vehicle (2) that is intended to make use of the road network (1) is logged in for travelling on the road network (1), and each vehicle (2) identifies itself at the time of logging in, in conjunction with which the aforementioned identity is either dynamic or static. Information relating to the intended destination is transmitted from each vehicle (2) to the traffic information centre (6), and information about the position and the speed of the vehicle is also reported at regular intervals to the aforementioned traffic information centre, whereby overall control of the traffic is achieved on the basis of the information reported to the traffic information centre (6). Information about the proposed route for each vehicle selected in this way is transmitted from the traffic information centre (6) to the vehicle (2) in question and in that way achieves dynamic guiding of the traffic.

Description: Λ System for Guiding Vehicles. The present invention relates to a system for controlling vehicle movements, principally in densely populated areas containing a road network, in conjunction with which each vehicle exhibits means for identification, means for road information and means for the transmission of information between the vehicle in question and a traffic information centre. Attempts at achieving control of traffic flows in towns and cities and in similar locations where the traffic volume is high have already been disclosed. The individual does not have a choice of route via which to drive the vehicle .to its intended destination. Shown in US 5,543,789 A, for example, is a system and method for obtaining route control from a traffic control centre or similar. US 5,571,678 also shows a payment system for vehicles. EP 0 572 129 Al shows a unit for indicating a choice of route. Finally, US 4,888,699 A shows a system for vehicle navigation. The aforementioned previously disclosed systems resort to a static traffic model based on historical information, and to which an attempt is made to add dynamic information gathered from various points of measurement. Reliable traffic measurement equipment is expensive, and this is the reason why few measurement points have been used. This further reduces the accuracy of the calculated information. Various vehicle systems are also previously disclosed through the patent publications referred to below, which exhibit the indicated characteristics. US 5 , 610 , 821 A - IBM D Calculates the optimal route for the vehicles based solely on the current traffic flow. D Consists of several interlinked information centres, ICs. D IC stores a model of the road network. D Communication to the vehicle's computer equipment. D Each vehicle has an IP address. D Optimization according to the cheapest route or the least acceleration. D IBM ThinkPAD in the vehicle. D Floating-car-data. D Dynamic guiding only if a major change occurs in the road network. WO 99/09374 A2 - Siemens D Guiding. D Floating-car-data, sporadically checks the information received by the controlled vehicle. D Version handling of maps and software. EP 0345818 - OKI Electric Industry Company D ID based on a vehicle-specific code, system code, earth station code, mobile station code, destination code and driving area code. D "Frame": Introductory field, vehicle ID field, multiple distributor field, vehicle communication field, end communication field. US 5721678 - Mannesmann D Payment card in the vehicle for recording road use charges . WO 01/22035 _ PCT/SEOO/01836 The patents referred to above are essentially fixed in conjunction with the guiding of vehicles in a road network based on a number of links with indicated speed information. The traffic is controlled "optimally" via traffic information centres . In these Patents there is no indication of additional information in respect of identification of the vehicle: vehicle type, size and environmental data, etc. This means that heavy goods vehicles are guided in the same way as passenger cars, and that tall vehicles can be directed to drive under bridges with insufficient headroom, heavy vehicles can be directed onto bridges over which they are not permitted to drive, and that no account is taken of the environment in conjunction with guiding, etc. At no point do the Patents focus on the fact that the vehicles must be "logged into" the system, making them known and at all times identified with an indication of their position. This is a precondition for the more detailed control of signals, among other things, but it is also good for obtaining "floating-car-data" of high quality and, among other things, for the ability to debit road use and/or environmental charges. The Patents also do not contain any reference to the fact that the road network must have, for example, environmental and vehicle type classification in order for guiding to function correctly. Or that guiding takes place in order to optimize the entire traffic operation in the system. There is also no mention of the control of signals and other peripheral equipment which has an influence on the flow in the system as a whole. The principal object of the present invention is thus, in the first instance, to solve the aforementioned problems by adopting as the starting point the available information about vehicle movements in the traffic system, and to perform the calculations required in order to optimize . the flow deriving therefrom. No investments in a fixed infrastructure are required in conjunction with this. The aforementioned object is achieved by means of a system in accordance with the present invention, which is characterized essentially in that the road network is so arranged as to be entered into the system in such a way that it is regarded as a data network, in that each vehicle that is intended to make use of the road network is logged in for travelling on the road network, in that each vehicle identifies itself at the time of logging in, in conjunction with which the aforementioned identity is either dynamic or static, in that information relating to the intended destination is sent in from each vehicle to the traffic information centre, in that information about the position and the speed of the vehicle is reported at regular intervals to the aforementioned traffic information centre, whereby overall control of the traffic is achieved on the basis of the information reported to the traffic information centre, in that information about the proposed route for each vehicle selected in this way is transmitted from the traffic information centre to the vehicle in question and in that way achieves dynamic guiding of the traffic, and in that, thanks to the fact that all the vehicle' s movements are known, an overall traffic system is achieved which exhibits an exact image of the actual traffic situation, whereby the possibility is provided for control of the same centrally. Guiding ID In order to obtain optimal guiding, the amount of information required is greater than that indicated by earlier inventions. Previously disclosed (e.g. via Patent EP 0345818 A2) is the identification of communication with a vehicle via an ID. In this case, the guiding decision can only be based on the information collected in respect of the - traffic flow. This invention includes a Guiding ID which contains a number of components as support for • a guiding decision, based on a number of components, at the information centre; • controlling traffic signals and other road equipment; • obtaining different services which are intended primarily to reduce the transport work. This ID is also used for communication between items of vehicle equipment and between vehicles and roadside equipment . ID, logging in and road network are significant, which is unique to the system. I. Identification is important and includes, inter alia IP address or a similar network identity Use stored information about the user of the service Vehicle information, vehicle type (bus, car) - Environmental equipment, size (height/length), etc. Goods/passenger information (number of passengers, hazardous goods, etc.) Vehicle's/driver's/passenger's communications equipment, type (mobile telephone, palmtop, in-car computer/BMW, etc.), network/operator for communication, language and level of information, versions sw/hw, map handling functionality, versions of map modules for the traffic area Other information (parking space required, etc.) - Request for priority/green wave/" warning signals on", etc., can be sent to the roadside equipment for local autonomous systems. The area of application includes public transport, emergency vehicles, heavy goods vehicles and environmentally hazardous transport, etc. ^ II. Logging in is important Logging in can be effected prior to the start of the journey, for example via a mobile telephone. This means that traffic information can be provided, which may cause the traveller to choose a different time of travel/route/destination. Logging in permits everyone in the system to obtain information and means that all vehicle movements are known. Different interactive systems along the route are activated, such as signals, etc. The vehicle reports its position, etc., continuously in order for the system to be capable of observing the dynamic. III. Regarding the road network as a computer network is important The road network consists of a series of links with different speeds, permitted types of vehicle and environmental requirements, etc. The network also contains dynamic information about road works and temporary road closures, etc. Guiding takes place with a view to optimal utilization of the road network. In that connection, use is made of different forms of peripheral equipment and services in order to minimize the driving time. This applies to the control of signals, bridge opening and public transport, etc., and to the reservation of parking spaces and the automatic payment of road use charges, etc. Optimal guiding is achieved only when complete identification has been obtained and this has been applied via logging in (together with continuous reporting of the position, etc.) in order to control peripheral equipment and make use of various peripheral services to optimize the flow in the "data network", and the calculation of the optimal route is based on this extra information. Supplementary information can also be distributed in respect of temporarily reduced speeds in conjunction with road works or, for example, near schools and dynamic humps if the vehicle equipment permits this. The invention is described below as a preferred illustrative embodiment, in conjunction with which reference is made to the accompanying drawings, in which Figs. 1-6 show the block diagram for different parts of the system, where: Fig. 1 shows logging in of the vehicle; Fig. 2 shows validation of the logging in; Fig. 3 shows dynamic traffic data; Fig. 4 shows dynamic control; Fig. 5 shows data storage; Fig. 6 shows more data storage; Fig. 7 shows the system with its constituent parts schematically; and Fig. 8 shows different parts of the system indicated. The present system is described briefly below in the form of tabulated data and the function of the system. country code, vehicle type, engine, etc., environmental equipment, size (height, length, etc. ) . Goods and passenger ID, Number of passengers, type of number, type, function. goods (hazardous goods, etc.), public transport vehicles (in service, running empty, 10 minutes late) . Equipment ID, type, network, Vehicle' s/driver' s/passenger' s language, level, versions, communications equipment, type map handling function, (mobile telephone/palmtop, in- version map handling, car computer/Volvo, etc.), channel . network for communication (GSM, etc.), language (in which language do I wish to receive the communication?), level (different levels of information, from detailed information to brief, summary messages), versions of software in the equipment to enable adaptation of functionality, map handling function indicates what level of map information can be received, channel describes whether information must be distributed, e.g. between mobile telephone and in-car equipment, and how this must take place. In this case, there are two items with an equipment ID. Priority ID, type of The request for priority can priority. be made by different vehicles in public transport, emergency vehicles and heavy goods vehicles or environmentally hazardous traffic. Automatic, type, etc. Information about automatic equipment, and of which kind, is available in the vehicle. This can apply to speed control, burglar alarm and alcohol lock, etc. Other information. External services: parking Services intended primarily to space, automatic road use reduce transport work. charge. Information: Free text for information about external services. Logging in Logging in is important in order to obtain a complete picture of what players are present in the system. This can also be effected prior to the start of the journey, for example via a mobile telephone, an ordinary telephone or various types of computer equipment. One or more destinations and a Guiding ID are entered in conjunction with logging in. The information centre transmits information about the proposed route and any other information that may be of interest. Logging in can also actuate peripheral systems to prepare for various activities. Logging in message Logging in also proposes to provide information about the position and status at regular intervals to enable the information centre to monitor the flow. The vehicles must also be able to leave "floating-car-data". The centre replies to logging in with information in respect of how often the vehicle must inform the centre of its position, etc.; this is the so-called "updating frequency". Status message Data network The method of regarding the road network as a data network brings with it a number of new benefits which significantly increase the flow in the system. Link information also includes the following, in addition to the traditional traffic information: 1 , Functions We can change the traffic flow via signal control We can change the flow on the link via dynamic road data (road works, etc.) We can change the control criteria via environmental data (inversion) The types of vehicles permitted to drive on the links (no buses, etc.) affect the guiding - Environmental classification on the links affects guiding and road use/environmental charges Dynamic environmental information (inversion - no diesel vehicles in the town) affects the guiding, etc. The intention is to make optimum/maximum use of the network. A good picture of all vehicle movements is obtained via "floating-car-data". Dynamic road information and environmental data, etc., together with traffic data, provide the basis for controlling signals and requesting parking spaces, etc. Each vehicle is then guided on this basis. Charges : The collection of charges (road use charge, environmental charge, etc.) is linked to the ID, logging in and the road network. It is possible in this way to create a highly flexible charging structure and for payment to be effected via a cash card in the car or via processing at the information centre. Heavy goods vehicles pay one price, and passenger cars powered by hydrogen gas pay a different price. Payment of external services, such as parking, etc., can also be linked to this. A system for achieving the effective control of vehicle movements in densely populated areas and at other locations where there is heavy traffic, which comprises a road network 1 in which the each vehicle 2 exhibits means 3 for identification and means 4 for road information and means 5 for the transmission of information between the vehicle 2 in question and a traffic information centre 6, is of a nature in accordance with the present invention such that the road network 1 is so arranged as to be entered into the system so that it is regarded as a data network. Every vehicle 2 that proposes to use the road network is logged in for its journey on the road network 1. In accordance with the invention, each vehicle 2 identifies itself at the time of logging in, in conjunction with which the aforementioned identity is either dynamic or static, i.e. like the IP address of a computer in a data network. The dynamic identity, which is a faked ID, is used in those cases in which the invention is used for applications which do not require unique identification. Information about the desired destination is sent from each vehicle 2 principally to the nearest traffic information centre 6, either in conjunction with logging in or later in the course of the journey if a new destination is desired. Information about the position and speed of the vehicle is also reported at regular intervals to the aforementioned traffic information centre. On the basis of the information reported to the traffic information centre 6, overall control of the traffic is provided, and information about the resulting recommendation for the selected best route for each vehicle is transmitted from the traffic information centre 6 concerned to the vehicle 2 in question, and dynamic guiding of the traffic is obtained in this way. Each vehicle 2 can obtain a new recommended route as the journey proceeds, if the traffic situation has changed. Thanks to the fact that the movements of all vehicles are known, an overall traffic system is obtained which displays an exact picture of the current traffic situation, as a result of which its control is possible from a central location. The driver of a vehicle 2 indicates his desired destination, and on the basis of this and by drawing on knowledge of other factors affecting the traffic and the road situation, the traffic information centre 6 produces a recommended route. The driver can still elect to drive by a different route. If an incident occurs which affects the traffic conditions or the road conditions, and which means that the route already proposed is no longer as good, the traffic information centre 6 produces a new recommendation as the journey proceeds. A number of traffic information centres 6, 6A, 6B, 6C, 6D ... is thus arranged at a mutual distance from one another, and from this network unique addressing is arranged to take place to these centres in order to permit roaming between the centres 6, 6A, 6B, 6C, 6D ... Information about the present position of the vehicle and about the speed of the vehicle is arranged to be sent at regular intervals from the respective vehicle 2 to the aforementioned traffic information centre 6. Dynamic updating of semi-stationary data, such as map and address information, etc., is so arranged as to be achieved by means of an updating protocol. Information relating to the respective vehicle, such as its type, year model, presence of a catalyser, and details of environmentally friendly fuel, etc., is also so arranged as to be transmitted to the traffic information centre 6 in conjunction with logging in. Arrangements are made at the time of logging in either for an ID to be obtained, of a kind which is so arranged as to be used for guiding the vehicle 2 during its journey for applications which do not require unique identification of the vehicle 2 during its journey, or a static ID, of a kind which is so arranged as to be used for services in conjunction with the journey and/or at its end or during stops which call for unique identification. Moreover, updating of the position of the vehicle to the central traffic information centre 6 for the system can be arranged to take place via a separate system, which is arranged in the vehicle 2 and which contains the aforementioned ID of the vehicle 2 and other information for the system. Dynamic upgrading of the route is also arranged so that it can be achieved, for example in the event of a changed traffic situation or traffic accidents, or where there is a wish to reduce the traffic temporarily or in certain areas, such as near schools. The system is also suitable for use in conjunction with payment, for example for using a certain road, etc., which is so arranged as to be recorded and invoiced from the aforementioned traffic information centre, thanks to the identity ID of each vehicle. The invention is described below in greater detail and more comprehensively. The invention The invention is characterized by the idea that: D The road network is regarded as a data network, into which you "log in" when you drive out on the road. D Each vehicle identifies itself in conjunction with logging in. The identity is international and contains information about the vehicle (type, year model, catalyser and environmental fuel, etc.) . It is important to point out that the identification can be dynamic (at the time of logging in, an ID is obtained which is used primarily to guide the vehicle during the journey) or static (a unique ID, which, in addition to guiding, can also be used for other services) . D Each driver must enter his desired destination, at least in conjunction with logging in, but also later if the destination changes during the journey. D The vehicle provides information at regular intervals about its current position together with information about its speed, etc. And in addition by the following: D The network is international with unique addressing to all monitoring stations. Traffic information centres (TICs), which permit roaming (the vehicle can obtain guidance from a centre and, when it enters the area of another centre, the latter takes over) . All vehicles have access to these codes, which means that guiding can take place for international transports. D Dynamic updating of semi-stationary data such as maps and addressing information, etc., is handled via an updating protocol. A major problem associated with guiding is the particular problem of keeping a map updated. The vehicle describes the revision of geographical data and other relevant guiding information that the vehicle has stored locally. This is to ensure that updating can take place "on-line" . Primary function The invention makes it possible: G To undertake dynamic guiding. Dynamic guiding of vehicles is something for the solution of which the EU' s research programme has invested masses of resources. The basic problem is that the point of departure is a static traffic model which is based on historical information. An attempt is made to add to this dynamic information that has been gathered from various points of measurement. Reliable traffic measurement equipment is expensive, and this is the reason why few measurement points have been used. This WO 01/22035 1 g PCT/SEOO/01836 further reduces the accuracy of the calculated information. This invention draws on the fact that information about the movement of vehicles in traffic systems is available and performs the calculations required in order to optimize the flow deriving therefrom. No investments in a fixed infrastructure are required. D Via dynamic guiding, use can be made of additional parameters in conjunction with the choice of route. This can involve the following benefits for society: Environmental guiding - where certain vehicles are not permitted to drive on certain sections of road. Hazardous goods - creating safe corridors. Emergency rescue - creating emergency rescue routes, etc. For the motorist, this can involve: the quickest route - the quickest route is chosen without regard for the cost. The cheapest route - in which account is taken of the cost of fuel and road use and environmental charges, etc. The most environmentally friendly - prioritize the environmental aspects. No queues - I do not want to sit in traffic jams, etc. D Dynamic control of traffic signals, public transport and other systems that influence the traffic flow. D Guiding need not take place in areas where the traffic problems are limited. Here it may be used only in conjunction with accidents. D Guiding can take place in conjunction with accidents, etc., where each vehicle can obtain special guiding when the destination of the journey is known. Information can already be provided in conjunction with "logging in" in the case of road works and planned restrictions or changes in the traffic. D Selective traffic information can be distributed when the vehicle's route is known. There are also other additional functions: D Permanent equipment in the road network identifies itself in those cases in which it is able to communicate with the vehicle and/or the TIC 6. this can apply to equipment which identifies the presence of, for example, pedestrians or signal control systems. D Functions for vehicle-to-vehicle communication are available, which offer the possibility of introducing various forms of warning system. D Speed monitoring can take place via the TIC 6. Equipment in the car will be capable in the future of lowering the speed automatically via information which is contained in the vehicle' s computer and is updated dynamically via the TIC 6 or permanent equipment, such as from traffic lights at intersections. D It is possible to introduce virtual humps. This is a reduction in speed of fairly short duration, for example at an intersection. The dynamics of the method permit the introduction of dynamic humps, for example during school hours or in conjunction with road works. D Traffic planning is able to obtain information about exact flows in the traffic system for use in its planning. One of the places in which this is taking place today is Gothenburg via a numerical census conducted every four years due to the cost . D The ability to "play back" sequences in accidents, incidents and traffic jams, etc., in order to find out about the sequence of events associated with sudden changes in the traffic flow. D The debiting of road use charges, etc., can take place without unique identification if the equipment in the vehicle is supplemented with a unit for reading cash cards or similar equipment where the driver has effected payment in advance, and if the system comprises means which offer the possibility of debiting the cash card or similar equipment . WO 01/22035 - 0 PCT/SEOO/01836 Functions which require unique identification The requirement to identify oneself uniquely is not a popular idea. There will be genuine resistance to systems which call for this. It is important, therefore, that the invention should point clearly to the fact that this is only required for a limited number of functions, which are reported below. The system also has functions for the following: D For example, road use charges can be registered against the identity of a specific vehicle. The charge can be registered in relation to a particular road link and/or a unit of time. D It is possible to introduce environmental charges in the same way as road use charges. This can take place in limited areas and at specific times. Changes can be introduced very rapidly with the help of this dynamic information. D E-mail or other information can be sent to a unique vehicle, since it possesses an identity of its own in the network. D It is possible to request services via the TIC, such as a parking space, etc. D Thief-proofing can be implemented via the TIC. You switch on your unique identity when you park. A large number of advantages is achieved in this way with the present invention, and the question of the vehicle and/or the information location requesting a route without these in return notifying their destination does not arise . No extra equipment is required in the vehicle in order to monitor and invoice road use charges, for example, to the road users if static addressing is used, and verification of whether payment has been effected for a previously invoiced journey is performed in conjunction with logging in. Zoning now takes place with the help of software and requires no change to the program in the vehicle 2 or investments in the infrastructure, and this subdivision can take place all the way down to individual road segments. The choice of route for each driver now arrives in accordance with the invention from the central traffic information centre 6 of the system, whereas updating of the current position of the vehicle is sent to the aforementioned central traffic information centre 6 as described above. Means for solving the above-mentioned technical transmissions can be implemented with previously disclosed solutions for that purpose. The novel and unique features of the invention are its construction, function and interaction, and the invention is not restricted to the solutions described above and illustrated in the drawings, but may be varied within the scope of the Patent Claims without departing from the idea of invention.

Claims: P a t e n t C l a i m s 1. System for controlling vehicle movements, principally in densely populated areas containing a road network (1), in conjunction with which each vehicle (2) exhibits means (3) for identification, means (4) for road information and means (5) for the transmission of information between the vehicle (2) in question and a traffic information centre (6), characterized in that the road network (1) is so arranged as to be entered into the system in such a way that it is regarded as a data network, in that each vehicle (2) that is intended to make use of the road network is logged in for travelling on the road network (1), in that each vehicle (2) identifies itself at the time of logging in, in conjunction with which the aforementioned identity is either dynamic or static, in that information relating to the intended destination is sent in from each vehicle to the traffic information centre (6) in conjunction with logging in or later in the course of the journey in the event of a new desired destination, in that information about the position and the speed of the vehicle is reported at regular intervals to the aforementioned traffic information centre, whereby overall control of the traffic is achieved on the basis of the information reported to the traffic information centre (6), in that information about the proposed route for each vehicle selected in this way is transmitted from the traffic information centre (6) to the vehicle (2) in question and in that way achieves dynamic guiding of the traffic, and in that, thanks to the fact that all the vehicle's movements are known, an overall traffic system is achieved which exhibits an exact image of the actual traffic situation, whereby the possibility is provided for control of the same centrally. 2. System in accordance with Patent Claim 1, characterized in that a number of traffic information centres (6, 6A, 6B, 6C, 6D ...) is arranged at a mutual distance from one another, for example distributed across the country or countries concerned, and that unique addressing is so arranged as to take place from this network to these centres in order to permit roaming between the centres (6, 6A, 6B, 6C, 6D ... ) . ■ 3. System in accordance with one or other of the above Patent Claims, characterized in that information about its present position and information about its speed is arranged to be sent at regular intervals from the respective vehicle (2) to the aforementioned traffic information centre (6). 4. System in accordance with one or other of Patent Claims 1-3, characterized in that dynamic updating of semi- stationary data, such as map and address information, etc., is so arranged as to be achieved by means of an updating protocol . 5. System in accordance with one or other of the above Patent Claims, characterized in that information relating to the respective vehicle, such as its type, year model, presence of a catalyser, and details of environmentally friendly fuel, etc., is also so arranged as to be transmitted in conjunction with logging in. 6. System in accordance with Patent Claim 5, characterized in that a dynamic or static ID is obtained in conjunction with logging on, which is so arranged as to be used for guiding the vehicle during its journey. 7. System in accordance with one or other of Patent Claims 5-6, characterized in that a dynamic or static ID is so arranged as to be indicated in conjunction with logging on, which is so arranged as to be used for services in conjunction with the journey and/or at its end or during stops . 8. System in accordance with one or other of Patent Claims 6-7, characterized in that updating of the position of the vehicle to the central traffic information centre (6) of the system is so arranged as to take place via a separate system in the vehicle, which contains the aforementioned ID of the vehicle and other information for the system. 9. System in accordance with one or other of the above Patent Claims, characterized in that dynamic updating of the route is so arranged that it can be obtained from the traffic information centre (6), which will give a new suggestion for a route, for example in the event of a changed traffic situation or a traffic accident, or where there is a wish for a reduced volume of traffic, such as near schools. 10. System in accordance with one or other of Patent Claims 1-9, characterized in that payment for using a certain road, etc., is so arranged as to be recorded and invoiced from the aforementioned traffic information centre, thanks to the identity of each vehicle. D 11. System in accordance with one or other of Patent Claims 1-9, characterized in that the equipment in the vehicle (2) includes a unit for reading cash cards or similar equipment where payment has been effected in advance, in conjunction with which means are provided to debit the cash card, etc., if required.

Inventors: ASK BENNY, ASK LENNART, ASK, BENNY, ASK, LENNART
Applicants: ASK BENNY, ASK LENNART, KONGELF HOLDING AB, ASK, BENNY, ASK, LENNART
Application year: 2000
Main classification: G01C21
IPC codes: G01C21, G08G1