Data processing: vehicles – navigation – and relative location – Navigation – Employing position determining equipment
Reexamination Certificate
1998-06-02
2001-01-30
Louis-Jacques, Jacques H. (Department: 3614)
Data processing: vehicles, navigation, and relative location
Navigation
Employing position determining equipment
C701S210000, C701S213000, C701S214000, C701S216000, C340S991000, C340S994000
Reexamination Certificate
active
06182009
ABSTRACT:
TECHNICAL FIELD
The invention relates to a method of determining route data in particular geographical coordinates and route distances for routes to be traveled frequently, wherein position data of a vehicle along a route are measured both with an external route transmitter and with an internal route transmitter.
BACKGROUND OF THE INVENTION
A smooth operation of the OPNV (Local Public Transit System) requires precise route data for the routes to be traveled. For example, the activation points for remotely triggering traffic signals (LSA telegrams—i.e. data communiucations) in order to preferentially switch traffic signals (LSA) have to be reproducible with a tolerance of +/−5 m. Consequently, the wireless control of traffic signals—“green wave” for buses—works properly only if the internal route transmitter generates an activation signal for the LSA telegram within a radius of +/−5 m. Conventional internal and external route transmitters generally do not meet these requirements. Only measurements relying on radio beacons with a known location would allow a sufficiently accurate determination of distances along a route. However, this method would require closely spaced radio beacons, making installation and maintenance expensive and quite complex.
Especially the activation points and the stops are therefore in general measured geodetically. However, it is quite expensive and labor-intensive to obtain such data and to input these data in the internal route transmitters of each individual vehicle. It is also disadvantageous that each change in the route system, including planned detours, requires expensive modifications because new measurements have to be performed and the data representing the changes have to be entered.
SUMMARY OF THE INVENTION
It is therefore an object of the invention to provide a method of the aforedescribed type which enables an accurate determination of the route data.
This object is solved by a method for determining route data, in particular geographical coordinates and route distances for routes to be traveled frequently, wherein position data of a vehicle along a route are measured both with an external route transmitter and with an internal route transmitter, wherein the externally and internally measured position data of several trips and/or vehicles are compared with each other for characteristic points of the route, in particular stops, and statistically evaluated, and that the evaluated data are provided to the internal route transmitter as route data. Systematic deviations can be checked by repeatedly comparing the internally and externally determined coordinates, so that the internal route transmitter can be adjusted. Once a sufficiently large number of measurements have been performed and by taking into account qualitative boundary conditions and plausibility checks to avoid erroneous interpretations, the statistical data which almost represent the corrected data, are supplied to the internal route transmitters as route data.
Route changes can then be continuously integrated into the traffic management. The system is initially operated in statistical mode, wherein the data of the changed route segment are measured and statistically evaluated. The traffic does not have to be interrupted and no manual measurements of the new route segment are required. After the operation in statistical mode is concluded and the internal route transmitter have been adjusted, the internal route transmitter can now reproduce all activation points along the new route segment with sufficient accuracy.
The method is preferably employed with the OPNV by using the DGPS (Differential Global Positioning System) and an RBL (Computerized Operations Management System). However, the method can also be used for freight traffic, in the private sector, on highways and in vehicles of various types.
The calibration process can be largely automated, providing a seamless transition between operation in statistical mode and normal operation if the measured position data are transmitted via a wireless LAN to an RBL center for off-line evaluation and that the route data are provided to the RBL on-board computer (
3
) via a data download.
Precise route data are particularly important so that traffic signals can be preferentially switched. Most importantly, the on-board RBL device here automatically generates an LSA (Traffic Light Signal) data communication at the optimum activation point +/−5 m. This accuracy can only be attained if the route data of the stops are determined with an error of no greater than +/−1 m. The statistical evaluation process can satisfy this requirement, if the coordinates of individual stops are measured with an accuracy of approximately +/−5 m and if the route segments between the stops are determined with an accuracy of approximately +/−5%.
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“Bundelfunk-System fur Verkehrsbetriebe” In: ntz, Bd. 47, 1994, H.6., pp. 400-407 by Schutte and Bachmann.
Brocke Karl
Harrer Stefan
Alcatel
Louis-Jacques Jacques H.
Ware Fressola Van der Sluys & Adolphson LLP
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