Data processing: vehicles – navigation – and relative location – Navigation – Determination of travel data based on the start point and...
Reexamination Certificate
2000-09-08
2002-04-30
Zanelli, Michael J. (Department: 3661)
Data processing: vehicles, navigation, and relative location
Navigation
Determination of travel data based on the start point and...
C701S207000, C701S208000
Reexamination Certificate
active
06381535
ABSTRACT:
FIELD OF THE INVENTION
The invention relates to a navigational system connected to a centralized server and, more specifically, to the improvements required to convert a terminal (for instance a radiotelephone or an electronic organizer) into a navigational aid system, particularly for automotive vehicles.
BACKGROUND OF THE INVENTION
Over the years, different types of navigational aid systems and of data access have been developed particularly for automotive vehicles. These systems make the driver's work easier by calculating the best itinerary (the shortest, fastest, simplest, or least expensive, etc.) to reach his destination and thereby spare him the trouble of reading a map while driving. These systems are particularly useful when driving in unfamiliar areas or for choosing the shortest course considering real-time road conditions (road works, traffic, demonstrations, weather, etc.).
Earlier state-of-the-art includes systems with integrated large screens which make it easier to read maps in vehicle integrated terminals dedicated to automotive navigation.
These expensive devices have the capability to calculate the position of the vehicle so as to display it on a road map. The position of the vehicle can be determined with the aid of satellite signals receivers (the GPS, for example) or inertial or else by triangulation of the signals emanating from ground stations (for example the base stations of a mobile telephone system such as GSM).
Calculation of the position of a GPS receiver for example, is based on the position data provided by three or more satellites and the delay of transmittance of these signals to the receiver. However, the accuracy of such systems is limited to about 100 meters, due partly to natural causes (weather variations, changes in the ionosphere, reflection on obstacles, etc.), and partly to deviations introduced deliberately on the signals for the civil use of systems such as the GPS managed by the US Defense Department. To make up for this lack of accuracy, earlier state-of-the-art describes the use of differential GPS receivers, expensive devices that include an extra decoder, of the radio or satellite type, to pick up signals providing corrective values, measured by a fixed station that compares the real position of the station to the position obtained from the satellite signals. In order to optimize real-time calculation of the itineraries, these navigational systems are sometimes equipped with receivers picking up information on traffic conditions, for example the RDS system. These receivers further increase the cost of the in-car terminal.
To make driving easier and safe for the driver, the systems are sometimes fitted out with voice recognition systems and/or with a voice synthesis system which further complexify the navigational systems since a microphone, a loudspeaker and at least one processor need to be added to carry out voice recognition or synthesis or both. In all cases, real-time voice recognition and synthesis are carried out locally. Most often, the processing capability and limited memory of the in-car systems allow for the recognition of isolated words only.
Finally, the cartographic data, which are essential for calculating itineraries and for displaying the position of the vehicle, are generally stored locally, for example on CD-ROM, with the disadvantages of a difficult updating and an increase in the cost, size and manageability of the navigational system.
To offset such disadvantages, earlier state-of-the-art has systems describing the partial use of a central cartographic data base linked by radio to the vehicle.
Some systems advocate complete transmittance of the cartographic data, which requires a very wide band or else imposes very long transmittance periods, given that data transfer on the GSM network is presently done at 9,6 kbits/s.
Other systems propose transferring part of the data at the beginning, then on a regular basis according to the position of the terminal. This limits real-time usage of the data (calculating the length of the journey, the distance to be covered, complete visual display of the itinerary).
Other partial systems propose transmitting only the itinerary and the length of the journey, calculated by the central with eventual graphic elements for the display of intersections. Such systems are of little value in real-time, and the guidance is inadequate, particularly because diversions (blocked roads, missed exits, etc.), some of the most stressful events for a driver, are impossible to manage.
To allow for real in-car guidance, in particular with the aid of a portable telephone, systems using a central data cartographic base are therefore lacking in the means by which the navigational system could guide the driver even if he deviated from the route as first planned, for instance in the case of road works, blocked streets, traffic slowdowns or any other hitches or errors due to absent-mindedness. So, in the present state-of-the-art, either the complete data of the areas through which the driver journeys are transmitted to the terminal for local calculation, or the driver has to query the server again, with all the ensuing delays, if only for the initial time required to establish a new connection.
Also missing in the systems using a centralized data base described above are the means by which the driver could visualize his position in connection with general geographic landmarks without, in the process, overloading transmittance by sending details irrelevant to his itinerary.
Also missing are the means which would provide the driver, in real-time, in text, graphic or voice form, with the directions to follow at every crossroads; the means allowing the driver to give his order verbally without a voice recognition system; the means allowing the navigational system to calculate locally and in real-time the estimated length of the journey and time of arrival; the means to obtain the exact position of the vehicle without using additional radio receivers or satellites for the pick-up of the differential signals; the means to optimize the itinerary in real-time without using any additional radio receivers or satellites for the pick-up of traffic data.
Finally, earlier state-of-the-art navigational systems are lacking in the devices required for converting a portable telephone or an electronic organizer into a real and complete navigational system.
SUMMARY OF THE INVENTION
The invention relates to a navigational system to be applied to automotive vehicles for example, including a terminal equipped with the means of communication giving it access to a centralized server through radio relay, satellite or ground link, for example GSM, PCS, CDPD, SMS, PHS, CDMA, GMPCS. The server contains cartographic data and is capable of calculating itineraries. The server does not necessarily possess itself the means of communication but can be linked, for example through Internet, to a gateway towards the radio relay network.
The mobile terminal includes the means to choose start and destination points, to transmit a request including these points, and to ask the centralized server to calculate the best itinerary according to criteria selected by the user (the fastest, simplest, least expensive, shortest, with or without highways, the most pleasant, going through such or such intermediary points, by foot, on a bicycle, by metro, in a bus, etc).
The terminal also includes the means to determine automatically the position of the vehicle, either by using a satellite locating system of the GPS type or an equivalent, or by using the base station triangulation system of a cellular telephony network, or through any other method.
The start position which is part of the itinerary request is preferably that of the vehicle as determined in an automatic manner; entering the start address by hand is thus bypassed.
The invention is characterized by the fact that the centralized server transmits the itinerary in vector form, that is, straight line and arc segments, including, for each segment, at least the latitude and longitude co
Durocher Jean-Michel
Sommelet Sophie
Gibson Eric M
Webraska Mobile Technologies
Zanelli Michael J.
LandOfFree
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