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WO1993005492A1 - Procede de determination d'itineraire, de navigation, de protection et de guidage automatiques pour conducteurs de vehicules - Google Patents

Procede de determination d'itineraire, de navigation, de protection et de guidage automatiques pour conducteurs de vehicules Download PDF

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Publication number
WO1993005492A1
WO1993005492A1 PCT/GR1992/000016 GR9200016W WO9305492A1 WO 1993005492 A1 WO1993005492 A1 WO 1993005492A1 GR 9200016 W GR9200016 W GR 9200016W WO 9305492 A1 WO9305492 A1 WO 9305492A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
driver
course
road network
data
Prior art date
Application number
PCT/GR1992/000016
Other languages
English (en)
Inventor
A. Panagiotis Anagnostopoulos
Original Assignee
Anagnostopoulos A Panagiotis
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 Anagnostopoulos A Panagiotis filed Critical Anagnostopoulos A Panagiotis
Publication of WO1993005492A1 publication Critical patent/WO1993005492A1/fr

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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
    • G08G1/096827—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
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • 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
    • 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
    • G08G1/096855—Systems involving transmission of navigation instructions to the vehicle where the output is provided in a suitable form to the driver
    • G08G1/096861—Systems involving transmission of navigation instructions to the vehicle where the output is provided in a suitable form to the driver where the immediate route instructions are output to the driver, e.g. arrow signs for next turn
    • 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
    • G08G1/096855—Systems involving transmission of navigation instructions to the vehicle where the output is provided in a suitable form to the driver
    • G08G1/096872—Systems involving transmission of navigation instructions to the vehicle where the output is provided in a suitable form to the driver where instructions are given per voice
    • 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
    • G08G1/096877—Systems involving transmission of navigation instructions to the vehicle where the input to the navigation device is provided by a suitable I/O arrangement
    • G08G1/096888—Systems involving transmission of navigation instructions to the vehicle where the input to the navigation device is provided by a suitable I/O arrangement where input information is obtained using learning systems, e.g. history databases
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L63/00—Network architectures or network communication protocols for network security
    • H04L63/12—Applying verification of the received information
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S40/00—Systems for electrical power generation, transmission, distribution or end-user application management characterised by the use of communication or information technologies, or communication or information technology specific aspects supporting them
    • Y04S40/20—Information technology specific aspects, e.g. CAD, simulation, modelling, system security

Definitions

  • the invention refers to a method of routing (that is setting-up the vehicle's course towards a predetermined destination), navigation (that is estimating and verifying the vehicle's position, on the road network at any instant and guiding the driver on the course and manoeuvres he has to follow), protection (that is checking the vehicle's condition and driver's physical status, controlling the driving conditions and the proper performance of manoeuvring and warning or interfering in case of emergency) and guidance (that is supplying information of any kind which fall into the driver's interest during driving), which method is characterised by the provision of a number of services to the driver in order to accommodate his/her needs during vehicle's movement (routing, navigation, protection and guidance services) using a limited number of devices and only by processing their indications, which devices are installed:
  • the currently known systems for assisting the drivers are limited to guidance and information of the driver. According to their function they are characterised as autonomous and dependent systems.
  • the main function of the supporting systems in general, is the determination of the real vehicle's position, at any instant:
  • this function is accomplished by the summation (integration) of travelled distances from the starting point, which is measured by the odometer's indications in conjunction to the vehicle's turning angle (which is measured either by use of a gyroscopic compass or a magnetic compass or even by use of differential indications of wheels' rotation etc.).
  • the vehicle's position is corrected when the change in its orientation is not in conformity with the expected mapping data, which are in the form of digital maps or data stored in magnetic disks or data in tapes.
  • the vehicle's position is verified by transmitters installed along the road network. The reception of a transmitter's position signal, from the guidance system, means that the vehicle is in the position where the transmitter is installed. In other dependent systems, the vehicle's position is verified by the processing of satellite signal.
  • Both systems having the exact vehicle's location on the road network, may: a. Give instructions to the driver, in general, concerning the course he/she has to follow in order to reach a predetermined destination. This is achieved by the vehicle's computer's by reviewing the map, when the vehicle's position is given occasionally. b. Give information of any nature (that is for locations or buildings at both sides of the road network, warnings for eventual traffic problems etc.). This is achieved by comparing the vehicle's position, occasionally, as soon as the on-board computer takes into consideration the encoded information externally received or the information stored in the memory unit, which information concerns the are where the vehicle moves in and the time of its movement. Upon completion of this main function of the systems, the information, warning, notification, protection and in general the driver's support is offered in various ways. The characteristics of these functions are the following:
  • the main purpose of the systems is to make the contact between the vehicle's driver and the outer "environment" in which he/she is located or is moving to.
  • the "environment” presented to the driver is, in most of the cases, a cartographical two-dimensional area representation, whilst the information offered concerns the condition of the environment at a certain moment.
  • a characteristic of those assisting systems is the fact that they do not refer to the particular vehicle on-board which they are installed. Practically, the instruction and information they offer, concern the vehicle's position and the destination and not the particular vehicle and its driver. Therefore, they cannot offer information or guidance addressed to a particular vehicle (e.g. IY 9060) or to a special-type vehicle (e.g. fire-fighting vehicle or truck), unless they are amended or extended.
  • a particular vehicle e.g. IY 9060
  • a special-type vehicle e.g. fire-fighting vehicle or truck
  • the guidance and information in the existing systems originates from a database usually stored in a high capacity memory unit (such as CD-ROM, DAT etc.).
  • a database usually stored in a high capacity memory unit (such as CD-ROM, DAT etc.).
  • the elements of the database are entered into the system's computer from a reading unit (e.g. disk drive).
  • a main disadvantage of these systems is the time elapsing from the data recording in the memory units till the use of the information by the driver (e.g. the change of the part of a road from two-way to one-way traffic takes time before it is recorded on a CD-ROM, for example, and then passed on to the user).
  • the driver e.g. the change of the part of a road from two-way to one-way traffic takes time before it is recorded on a CD-ROM, for example, and then passed on to the user.
  • a characteristic of these systems is that they mostly lack of driver's control services, concerning driving performance, and of drivers' protection, in case that a certain hazard is likely to appear in a certain course.
  • Another basic element, to the disadvantage of these systems, is the fact that they do not provide any information or control over the environmental conditions (that is meteorological conditions, humidity, ice on the road surface), let alone adjust the instructions in order to induce the driver to take into consideration those environmental conditions during manoeuvring.
  • routing we signify the determination of a vehicle's course from a given origin towards a predetermined destination.
  • the method a. Takes into consideration the driver's requirements concerning the desired routing mode, that is short, economical, easy etc.
  • the information about the selected route such as its duration, its presentation on a part of the road map, its overall length, the number of required turns, the number of traffic lights included, etc.
  • g. Automatically selects, from the start, or adjusts certain selected route, taking into consideration the traffic congestion in one or more sections of the road network.
  • h. Automatically selects a new route towards the predefined destination if the vehicle deviates from its course, either on purpose or due to erroneous manoeuvring.
  • k Offers the service for arrival at a predetermined destination, at a certain moment, when it automatically selects, at the proper time, the route to guide him/her to the destination considering that the starting point is the vehicle's instantaneous position at the moment of the selection. During this service, the vehicle's course is monitored in order to avoid reaching its destination at a later time than the predetermined one.
  • n Sets the course from an origin to a predetermined destination in order to satisfy the needs of drivers who circulate on a road network interrupted by channels (where ferry boats are used) or in order to arrive at an island or to transit the customs etc., and it timely coordinates the vehicle's motion in order to be present at the appropriate time at the boarding point, at the check-point etc.
  • the main feature of the routing services, as well as of most of the services provided by the method, is that they are provided automatically.
  • automatically we signify the activation of parameters or factors, either without the intervention of or with data input by the driver, and identification of data that influence or may influence the course to a certain destination and the amendment or the selection of a new route, so that these parameters or data do not impede but favour the carrying out of the course.
  • Examples of the services' “automatic activation” feature are the following: * If the driver drives for a long time e.g. 3 hours, the method automatically selects a comfortable route that does not lend more wear to the driver.
  • the method automatically identifies the deviation and sets a new course towards the destination.
  • a different type of course e.g. fast for a small vehicle and a dissimilar one for a heavy- type truck, is automatically selected.
  • Another feature of the routing services is their "dynamic activation". The routing services are also activated without the driver's request, when the conditions demand so. Examples of dynamic activation, as mentioned before, are the deviations from a set course, in which case a new course originating from the deviation point is set.
  • routing services are activated and courses for arriving at a destination in a dynamic interaction with other vehicles' courses, in order to avoid traffic congestion, are selected.
  • the activation of routing services is effected from a distance (e.g. from the Traffic police).
  • Dynamic activation of the routing services is also effected in case of obstacles or adverse weather conditions, when a new course is selected for security reasons.
  • Another feature of the method is the fact that it requires a minimal number of devices installed on board the vehicle, for the routing services (as well as the other services).
  • a device is used for a number of services, it is hereby stated that for the routing services [Fig. (1)] only the following are required: * Data processing system that is a microcomputer (1) installed on board the vehicle,
  • receiver (7) in providing routing services, consists a novelty of the present invention whereas it permits the automatic input of parameters and elements, in the data processing unit, affecting the routing service, such as:
  • the processing system (1) which accordingly amends the selected course or selects a new one.
  • the use of the chronometer as a device for the routing services consists another novelty of the present invention, whereas it permits the use of the time as a parameter for the determination and the set-up of a course.
  • the routing services mentioned, from the start, which use the time element as a criterion, also use the chronometer for their embodiment. It is understood that those two devices are used, as mentioned before, for a number of services apart from the routing one.
  • elements of the road network which allow the detailed registration of the network in such a way that the selection of the route is based on a wide variety of factors and data, are stored.
  • the method provides for: a.
  • the storage, in the memory unit of the data processing system, of the topography of the road network in encoded form that is storage of the road network in the form of a "graph" without reference to the geographical coordinates of the nodes) resulting in storage of extensive road network details in a low memory capacity.
  • b. The storage of the road network topography in levels, according to its significance and the distance covered by each arterial road. Therefore, arterial roads connecting countries of a wider area, are registered at first level. arterial roads connecting cities of a given state are registered at second level, arterial roads interconnecting districts of city are registered at third level and the so forth.
  • Position estimation and verification The variety of services provided for the estimation and verification of vehicle's real position on the road network consists a feature of the present method. Each one of the position estimation and verification services use different methods so that each service complements and overlaps with the other. Therefore, in case of inaccuracy or failure on behalf of one of these services, the method always provides for the accurate estimation of the position by another service.
  • the reason for this thorough examination of the position estimation issue is the fact that the majority of the services provided to satisfy the driver's needs have to be supplied at the appropriate instant depending on the vehicle's position. If they are provided earlier or later than the appropriate instant, they are useless or hazardous.
  • the position estimation and verification methods, provided by the present method are the following:
  • Another characteristic of this method is that they resemble the methods used by the driver for his/her vehicle's position estimation.
  • the driver like the method, uses distinctive spots like nodes. Petrol Stations or other buildings, road surface formation (slope, turn), or sounds etc. in order to estimate his/her position. Due to this resemblance, the driver is in a position to ckeck the success of the position estimation or verification.
  • Another characteristic of the said methods of vehicle's position estimation is that they cover every possible formation of the road network and the areas and buildings located at both sides of the latter, by using every data available for position estimation. For instance, they use areas and buildings at both sides of the road network for urban centres coverage, or nodes for interurban networks coverage, or the longitudinal slope or other road formation for regional or provincial roads etc. b. Guidance
  • a characteristic of the modes of transmission of instructions is that they do not influence or distract driver's attention from its course, but they are communicated in such a way to accompany the driving. More specifically, for the guidance services, the method provides the following: 1) Transmission of commands and instructions by voice (e.g.
  • the method provides for the supply of instructions concerning the exact manoeuvres to be carried out at every route segment. For these instructions, the following are taken into consideration: a) The road network topography as registered in the memory unit of the processing system.
  • the method provides the driver with accurate guidance through audio, visual or touch signals for the following: 1) The carrying out of manoeuvres or movements within special or limited areas, such as limited parking areas, at the entrance or exit of special areas e.g. ferry boats or multi-level garages. This is achieved by registering, in the processing system's memory unit, the special area or the initial and final vehicle's position, in which case the processing system estimates the course to be followed by the vehicle and informs the driver of the necessary manoeuvres.
  • special or limited areas such as limited parking areas
  • special areas e.g. ferry boats or multi-level garages.
  • the processing system maintains complete data about the road network, the driver's requirements, the vehicle and the driver's physical condition, just like in the case of the routing services. Therefore, it is capable of specifying the exact manoeuvres that the driver ought to perform along a route.
  • the instructions concerning manoeuvres are given gradually (e.g. "right turn ...turn ... turn .... STOP") until the proper manoeuvre is accomplished.
  • the next characteristic of guidance services is derived, which is user-friendly transmission of instructions to the driver in the same way as if they were given by a co-driver. This characteristic is particularly significant in case the driver is nervous and tends to react to irritations from the environment in a spasmodic way.
  • a variety of services composed of a combination of ROUTING, POSITION ESTIMATION and GUIDANCE services and which concern the regulation of traffic problem of the urban centres, in order to avoid traffic congestion, is provided.
  • the method provides solution to the traffic problem of large cities and the resulting problem of environmental pollution.
  • the method provides for: 1) Information and guidance of the drivers by the traffic regulation agency e.g. by the traffic police or the police, in the following ways:
  • the main features of the protection services are the automatic performance and their dynamic activation.
  • automatic performance we signify the hazard detection by the method without external or other interference.
  • the hazard is detected by certain services much sooner than by the vehicle's driver or the drivers of other vehicles.
  • certain protection services are activated not only upon detecting a hazard during the vehicle's course, but as soon as the method merely detects conditions likely to endanger the vehicle or the driver.
  • An example of protection activation is the automatic detection of driver's loosening attention due to fatigue.
  • Those services are the following: a. CONTROL AND PROTECTION DUE TO DRIVER'S PHYSICAL STATE
  • This service is provided on the following cases: (1) Automatically, when the driver drives with his reflexes low due to intoxication, sleep, emotional state.
  • the last three services concern an indirect driver's control in case he/she deviates from the course.
  • the method provides a statistical driving manner control for a long period and warning to the driver when his/her driving manner predetermines hazards, providing the exact possibilities for causing an accident.
  • This service includes the following:
  • This service includes the following:
  • Particular feature of the present invention consists the fact that the abovementioned control is accomplished by the use of readings of two devices only, that is the odometer and the directional wheels transversal angle measuring device.
  • These two groups of devices as described, in detail, in the chapter of INVENTION EMBODIMENT, provide detailed information on the vehicle's motion in every part of the route, irrespective of its length. From the detailed control of the readings of the said devices, by comparing those readings with exemplary ones, the deviations from the normal course of the vehicle are identified and translated into e.g. bad driver physical condition, adverse environmetal conditions, bad vehicle condition etc.
  • the advantages of the present method will be analysed in another chapter. Moreover, the method:
  • Warns about the proper activation of the lights e.g. in tunnels, at night time etc.).
  • Those services are performed, as aforementioned, by comparing the data of vehicle's motion and manoeuvring with the road network data registered in the memory unit. For the most of the services, the vehicle's motion and manoeuvres are controlled by the readings of the odometer and the counter of directional wheels transversal angle. In every case, the instructions are provided by AUDIO, VISUAL or TOUCHING means, as in the guidance services. Finally, the method provides for four extra protection services, implemented by equivalent devices. Those devices are the following:
  • (13)Memory unit highly protected against mechanical, thermal, chemical or other influence, in which the date of vehicle's motion and manoeuvring during the last part of a course are registered and which is used for reproduction of the driving conditions during the last part of the route travelled by the vehicle.
  • the information services cover the needs of the driver concerning communication with and identification of the surrounding area the vehicle moves in, whether this area concerns buildings and services or other vehicles. Apart from these needs, the information services also concern the vehicle's and driver's protection (e.g. against theft or assaults), the handling of emergencies (e.g. immediate call for an ambulance in case of a collision) etc.
  • the method provides general information to the drivers on subjects concerning the surrounding area, as well as intercommunication of the vehicles through messages received by each vehicle's receiver which are transmitted by:
  • the transmitted messages concern the following: a. regulation of the traffic problem, as aforementioned b. obstacles on the road surface due to acidents, road works etc.
  • the method covers a variety of driver's needs and provides a plethora of solutions on problems encountered during driving. None of the state-of-the-art methods and systems provides such a variety in relation to services provided and needs covered.
  • Examples of operation principles simplicity consist the control of driver's physical condition, of environmetal conditions and vehicle's condition, which control is based only on the comparison of the data concerning vehicle's motion and the standard measurements.
  • The-state-of-the-art inventions, in order to achieve the same services use complex methods and systems.
  • the guidance services e.g. course indicator, right and left blinkers etc.
  • the services are provided in a distinctive way e.g. acoustically or by touching, without distracting driver's attention.
  • a lot of services accompany the driver to the various needs he/she has, e.g. routing towards successive destinations, assistance on parking within limited space, guidance through areas not covered by the road network etc., and serve him replacing a co-driver.
  • the services are provided automatically and dynamically without driver's intervention or annoyance.
  • the method provides for the automatic activation of each service and is based on its active participation in every phase or driving need.
  • the aforementioned guidance and routing services consist examples thereof. 6.
  • the method Due to overlapping between the services provided, the method is extremely reliable with almost eliminated possibility for error, either on the time or correctness of the services provided. Another reason that guarantees the reliability of the method is the simplicity of its operation principles, mentioned hereinabove. Moreover, the method has self-control and self-correction ability, eliminating thus the errors or failures during its operation.
  • the promptness and immediacy of the method provides the services promptly and immediately. It is a fact that the activation of each service does not require complicated or time-consuming estimations or combinations but consideration of the factors in the fastest way.
  • the protection services is an example of this fact, since they require consideration and analysis of the readings of the odometer and counter of directional wheels transversal slope, only for a very small part of the route.
  • the method is practical and usefull as it provides solutions on common problems daily faced by the driver, such as parking in a limited space, avoiding a traffic congestion, timely arrival at a predetermined destination etc.
  • the method has a social impact as it affects other needs of the social life, apart from driving ones, such as the financial support of difficultly accessible areas by the routing services, the professional support of e.g. taxi drivers or truck drivers, the fighting of violence etc. It also offers a social service by the completeness of protection provided against the accidents, which consist an important problem of the modern societies.
  • the method extends the individual activities (professional, social etc.) within the driving time, by rendering it from time lost, as in the inventions of the state-of-the-art, to productive time (e.g. routing to successive destinations, communication, educational or updating information etc.).
  • the vehicle and the driving period are promoted into means of satisfying the individual needs e.g. touristic, professional, commercial or advertising ones, offering education and accompanying the driver at the same time.
  • the method does not isolate the driver, but in the contrary it brings the driver into contact with the surrounding area and the other drivers.
  • the vehicle becomes a tool for providing services to the society.
  • the guidance and protection services of the method artifially support the driving capacity of every individual, improving his/her efficiency. Also it assists drivers realise their responsibilities and the hazards entailed by reckless driving e.g. by the service of statistical accident rate, indicating the hazardous areas or by the unit of traffic violations registration etc.
  • the method assists in those phases of the driving where no other method of the state-of-the-art or generally no assistance could be provided for, e.g. services for vehicle's spinning, control and protection in case of ice on the road surface etc. Finally, it offers relaxation to the driver during driving.
  • the method addresses to every individuals irrespective of age, sex, profession, mentality etc. It gives another dimension to the driving issue, inducing experiences that up to date a few capable drivers only have e.g. providing instructions for race driving, for special driving methods (guidance under specifications). 12.
  • the " personal character" of the method is a few capable drivers only have e.g. providing instructions for race driving, for special driving methods (guidance under specifications). 12.
  • the method has a "personal character" as it concerns every time a particular vehicle and a particular driver, e.g. by the service and the driving method of specific vehicle's type or each vehicle separately when inputting the vehicle's type in the memory unit or by the ability to identify special characteristics of the driver etc. 13.
  • the method stores and provides the user with the experience accumulated from driving experience and vehicle's potential analysis.
  • the method for its implementation, uses simple and relatively low technology devices, reducing thus the cost and increasing its reliability. It also controls the vehicle, its condition and performance in a simple and low- cost way.
  • the state-of-the-art methods use complex methods and expensive devices.
  • the method is applied everywhere, at every crossroad of road networks and every area (urban centres, provincial roads, sub-urban networks) without limit, using the data of each particular area to provide services.
  • the services provided are adjusted to match the driver's ability to understand e.g. nodes, exact instructions of manoeuvring etc. and they do not consist mere commands. 17.
  • the control and protection provided by the method a.
  • the method provides protection and control wherever the other state-of-the-art methods fail e.g. control of driver's physical condition.
  • Vehicle's routing which includes the function of estimation and selection of the vehicle's route.
  • the method provides for the installation of a subsystem of transmitters (8) of limited range and number.
  • the devices (2), (3), (4), (5) and (6) are connected to and controlled by a microcomputer (1).
  • the method in a second embodiment provides for extra devices, depending on the supporting services provided, being: (f) Compass for estimation of vehicle's axis orientation. (g) Box for the protection of the memory unit (5) and the safe storage of information.
  • the form to be used for the transmission of a message or the communication of an information varies according to the service provided by the method.
  • the method of visual presentation is to be examined in the presentation of method supporting functions.
  • a small cycle and a dot with cruciform ends appears on the display.
  • Those two spots appear in a square frame.
  • the dot represents the vehicle's real position
  • the cycle represents the imaginary position concluded by the road network topography data and the regulations for safe driving.
  • the vehicle's driving coincides with the imaginary one, speedwise or directionwise, the dot appears within the cycle.
  • a feature of the present method which is also an advantage against others, is the fact that uneven metal pieces (at least 3) when passing in front of the sensor, successively, transmit 3 signals of different duration (or strength if the metal pieces are installed in different distance of approach, at another embodiment).
  • the successiveness of the signals shows apart from the wheel rotation (e.g. one rotation corresponds to every 3 signals), the direction of vehicle's motion (straight ahead or reverse). It means that if the duration of the signals transmitted by the three metals is I, II, III, then the microcomputer receives the signals from the sensor at the following order:
  • metal pieces are arranged within a certain range on the wheel rim (Figure 7). At least 3 uneven metal pieces are used. The said three metal pieces are placed in such a way so that the wheel balancing is not affected.
  • Figure (7) shows a schematic representation of proximity sensor and metal pieces arrangement.
  • Figure (8) shows a realistic arrangement of the sensor on a real vehicle suspension system. The sensor is placed on a part able to sense the wheel rotation, such as the suspension.
  • the metal pieces are placed, when it regards driving wheels, on the power transmission shaft and on the differential gears.
  • Figure (9) shows possible arrangements of the sensor and metal pieces.
  • the measurement of rotations per time unit, multiplied by the wheel perimeter consists the vehicle's speed. The estimation of vehicle's speed, therefore, during the instants t1 and t2, results to the number: 1 1
  • FIG. 10 Possible positions of the device are given in Figure (10), where a schematic representation of the vehicle's directional system and possible positions of the transversal angle measuring device is shown.
  • the device is connected by an elastic belt or directly with the components of the directional system.
  • Feature of the method is the sensitivity of measurement, so that the slightest change of wheels' direction is registered in the vehicle's microcomputer.
  • Another feature is the immediacy of measurement as the vehicle's turn on the road surface requires transversal angle of turn of the wheels.
  • the measurement device of directional wheels transversal angle plays a multiple role in the present method:
  • the sensitivity of measurement of directional wheels transversal angle is used for the control of the vehicle's condition (see Chapter e - Par. 60).
  • the measurement of directional wheels transversal angle is used to dynamically support the vehicle's driver, due to the immediacy of the measurement.
  • the directional wheels angle indicates the vehicle's direction at a SUBSEQUENT TIME INSTANT. In this way, the microcomputer has time enough to provide instructions on situations to be encountered by the driver in the NEAR FUTURE.
  • the data registered in the memory unit of the vehicle's microcomputer constitute the second most important part of the embodiment of the invention.
  • the devices presented in the last chapter constitute the sensors and units of communication and action of the microcomputer.
  • Its memory unit data forms the complete field, where the microcomputer collects information that decisively affect the instructions and actions indicated by the microcomputer.
  • the correctness of instructions and actions indicated by the microcomputer directly depends on the completeness and size of data stored in its memory unit.
  • the present invention allows storage of data that completely cover the needs of drivers, irrespective of vehicle type and driver's efficiency, and, in addition, the drivers' needs for information and communication, which are related to the vehicle's usage for professional, recreational and other purposes.
  • the driving time is upgraded to educational, recreational and professional time, which is particularly useful for individuals driving for extensive periods.
  • the data, stored in the microcomputer's memory unit are the following:
  • the node code numbers are selected for each level, in such a way so that they characterise the area they refer to. Therefore:
  • IT-15 For example, IT-15
  • a uniform code structure applying to every prefecture or district, is selected. For example, AT-19
  • the ACCESSIBILITY of a part of the route characterises the average speed by which a vehicle may go through that part of the route, depending on a variety of factors, such as:
  • a part of the route with accessibility grade 10 for a small vehicle corresponds to 0 (zero) when it refers to a large vehicle in case the part of the route includes an area where the large vehicle transit is forbidden. For this reason, in order to register the accessibility grade of each part of a route, additional data concerning the user or the vehicle are required.
  • the accessibility grade is not used, the topographic data and the traffic sign data suffice for the microcomputer to attribute accessibility grades for each type of route. Similar accessibility grade is attributed to nodes depending on their topographic data.
  • the vehicle's microcomputer by working during the time that it is not used on supporting operations, processes the detailed road network data and registers the accessibility grade of each part of the route, in a special position of the memory unit or in a special memory unit, and, thus, offers a group of data allowing the fast control, if the course towards a specific destination is recommended for the particular vehicle or driver.
  • Every message is initially registered bearing a code number.
  • a code number of different nature for every type of message is provided.
  • this part of the memory unit is used for the communication of in-vehicle devices with transmitters installed along the road network or on board other vehicles, buildings or areas.
  • the reception of an encoded signal, by the in-vehicle receiver refers to this part of the memory unit for the translation of the signal into the transmitted message.
  • all the instructions, which address to the driver for supporting driving are stored in the position of the memory unit, under consideration, e.g. - TURN RIGHT
  • the road network is registered in the memory unit in the form of a graph, that includes as nodes the traffic ones (crossroads) and as branches the sections of roads between two nodes.
  • the "topology" and not the geography of the road network is registered.
  • each node is connected to the adjacent ones by branches, providing thus to the driver the image of the road network he/she mostly needs, that is, the nodes towards which he/she has to move upon arrival at each node.
  • Figure (11) represents the embodiment of the registration method of road network topology.
  • This figure presents the real picture of the road network A (for example, as it appears on a road map), the topological picture, as registered in the memory unit of the processing system B, as well as the method of connecting nodes C, where each node is connected with other nodes, in a rational order.
  • the features of the topological representation of the road network are the following:
  • node code numbers in a first embodiment. are integer numbers. In this way, the topography of large areas (like countries or continents) is registered on a limited memory size and there is no need to use additional data memory units ( only for the road network topology).
  • Every node of the road network is characterised by a code number.
  • the driver following the section of a route between two nodes, arrives at a particular node and thereafter he/she follows a new route.
  • simple nodes e.g. simple crossroad of two vertical roads
  • the driver's manoeuvres, when transiting the node are simple.
  • the driver passes through nodes of complex geometry or multi-levelled ones, in which case the memory registration is a lot more complex in order to accurately guide the driver to the exit of a particular route.
  • the nodes in a first embodiment, are registered in the memory unit with following features:
  • Figure (29) A Determination of speeds in the various node sections.
  • B Traffic lanes in the various node sections.
  • C Curvature radii and hypsometrical differences in the various node sections.
  • Figure (31) Transversal and longitudinal slopes of node sections.
  • Position 4 Flow diagram
  • Position 5 Entry branch (into a node)
  • Position 7 Distance travelled inside a node
  • Position 8 Period of topographic elements receiving
  • topography we signify the elements connected with the physical configuration (geometrical features) of the said road network sections (i.e. length, available width, slope etc.) and not with their technical features (i.e. traffic signs, one-way street, names etc.).
  • the road surface width available for the vehicle circulation which is characterised by the transverse distance which is available in road sections of one traffic lane. For more available traffic lanes, the number of lanes is mentioned. It has to be stressed that the available road surface width does not always coincide with its geometric width. For example, if car parking is allowed at the edge of road surface, the width taken by the parked vehicles is deducted from the respective geometric width and the balance is stated to be the width available to the circulation. Again, if the roadsides appear to be eroded, the part affected by erosion is deducted from the road width. The road width is registered at fixed route intervals (e.g. every 50 m.).
  • the road surface quality is characterised by a scale number ranging from 0 to 10.
  • Table (2) presents the road surface quality which corresponds to this scale. It is therefrom concluded that the perfect road surface condition corresponds to the scale number 9, whilst the absence of minor uneveness could be the cause of hazardous slipperiness. Thus, grade 10 indicates possible hazards and drivers' attention is drawn thereon.
  • the road surface quality is registered at fixed route intervals (e.g. every 50 m.).
  • the transversal slope of the road surface measured in degrees and denotes the vehicle's transversal inclination against its vertical plane to the right of its course, in which case it is characterised as negative, or to the left of its course, in which case it is characterised as positive (figure 33).
  • the road surface transversal slope is registered at fixed route intervals (e.g. every 50 m.).
  • the longitudinal slope of the road surface (e) The longitudinal slope of the road surface.
  • the declivity and acclivity of the road surface are measured in degrees, with reference to the vertical axis, at fixed route intervals (e.g. every 50 m.).
  • the declivity is characterised by a negative slope angle, whilst the acclivity by a positive slope angle.
  • longitudinal slope of +15 degrees indicates acclivity of 15 degrees against the horizontal.
  • Figure (36) shows the method of estimating the road curvature radius on the basis of the transversal angle of the wheels.
  • the input of data may be carried out automatically and the vehicle is then used as a mobile unit for registration of topographic data.
  • the permanent traffic signs of the road network which includes:
  • Each traffic sign is registered with a code number in the data memory unit.
  • An example of such code number, corresponding to specific signs, is given in Figures (37), (38) and (39).
  • the code number P-11 corresponds to entry prohibition for bicycles
  • K-6 corresponds to hazardous one-sided narrowing down of the road.
  • Position 4 Symbol for one-way or double-way streets
  • Position 6 Initial numbering of buildings located at the right side of the street, at vehicle's direction Positions
  • the information and data that concern the areas or buildings at both sides of the road network are registered into the memory unit of the microcomputer in two ways, i.e.:
  • the registration of these elements into the memory unit is effected as follows:
  • the data of a telephone or other catalogue is registered into a specific position within the memory unit, accompanied by a coverage of areas or buildings at both sides of the road network, which is as complete as possible.
  • This data is registered by codes, each one of them describing a particular group of buildings, shops or areas, e.g.:
  • every particular shop for example, belonging to a certain category, is described by a single symbol being the code number of entry or exit node or even the distance from the entrance node.
  • more than one shop for example, of the same category is registered in the same position, they are simply announced or registered one after the other.
  • OF THE ROAD NETWORK exit node or the exact distance of the particular building An example of such a detailed information is shown on Figure (40).
  • the code number of the area refers to the category involved e.g. shops, while the code numbers of entry and exit nodes as well as the distance from the starting point are enough, so that by a single symbol they declare the area or building concerned and transmit detailed information in connection therewith.
  • the user indicatively interfers with the transmission of information with the view of receiving information of his/her interest, as it will be described in detail in the chapter of information to or communication with the driver.
  • the driver may select the kind of area he/she is interested in e.g.
  • GAS for Petrol Stations or to receive information exclusively concerning Petrol Stations alongside a certain route.
  • the user may be guided from the point he/she is located at, to the nearest gasoline station, for example, by keying the proper instruction (i.e. GAS) into the microcomputer.
  • GAS proper instruction
  • the conventional traffic signs do not provide, in their majority, the duration of validity of each traffic sign.
  • the driver is obliged to keep himself/herself informed of such a duration from the mass media, for example, as applies on the case of traffic restriction in the center of a city ("prohibited zone") or on the demonstration case, which interrupts contemporaneously the traffic e.g. a military procession on national anniverseries or Sunday football matches.
  • the present method is superior to the state-of-the- art ones, since the microcomputer is fed with such data in its memory unit, which otherwise the driver would either ignore or know upon arrival at the location of occurence.
  • the registration of time varying data into the memory unit is accomplished as follows:
  • the time varying information or data are registered in a separate position within the memory unit, bearing the entry or exit nodes as identification elements.
  • Figure (41) represents such a registration of time varying data or data concerning special type vehicles.
  • symbol T refers to the section of time varying data registration.
  • the data is transmitted on the basis of the distance from the starting point of the course and in the following order: Distance from starting point - Code of sign or building - Duration of validity or working hours. c ROUTI NG
  • Routing General The estimation and setting-up of the course to be followed by the vehicle in order to arrive at the destination, coming from an initial starting point, consists the basic supporting function provided by the method. In order to achieve this function, the road network data registered in the memory unit are mainly used, as described in the chapter b - DATA STRUCTURE - Embodiment of Invention.
  • the microcomputer estimates and sets up the course to be followed by the vehicle, provided that:
  • the driver uses: * either the keyboard (chapter d. - par. 42). Provided that the vehicle is immobilised, the driver keys-in the destination.
  • the destination data given by the driver should be enough to enable the data processing system to accurately define the destination.
  • This data is selected from the road network ones, being registered in the memory unit, as summarised at the beginning of the present chapter, under one restriction only. * the keyed-in data should be enough in order to accurately define the destination (or successive destinations in case of consecutive courses).
  • Such data which is keyed-in whilst the vehicle is immobilised or traced whilst the vehicle is in motion, is:
  • the driver keys-in, as destination data, certain data that concerns the course section e.g. course section between nodes 48 and 34, and moreover, with the view to define the exact point of destination, a distinctive point of the traffic sign network e.g. STOP sign, rail crossing point, bridge point, traffic light etc.
  • destination data certain data that concerns the course section e.g. course section between nodes 48 and 34, and moreover, with the view to define the exact point of destination, a distinctive point of the traffic sign network e.g. STOP sign, rail crossing point, bridge point, traffic light etc.
  • the location is also inserted, i.e. name of suburb, name of city, name of region etc.
  • the -data processing system selects from the database the exact position of the point of destination.
  • DESTINATION Course section between nodes, e.g. 35 and 43. Distance travelled from initial node (35), equal to 165 m (for example).
  • the present method serves, apart from the routing from a particular starting point to a given arrival point, the routing to a destination that fulfils certain purposes such as: - Professional
  • the data processing system is required to determine the course that will guide the vehicle from its present position to the nearest gasoline station (e.g. TEXACO).
  • TEXACO e.g. TEXACO
  • the data processing system is required to determine the course that will guide the vehicle from its present position to the nearest. Archaeological Museum, then to the next nearest museum, thereafter to a third museum etc.
  • the data processing system is required to set the course that will guide the vehicle from its present position to the exact point A and particularly not to arrive later than 10:15 a.m.. Then to set the course from point A to point B, not to arrive later than 11:30, thereafter to point C etc.
  • the points A, B, C, d etc. are defined by one of the aforementioned methods.
  • the data processing system should be aware of the vehicle's departure position that is its present position.
  • the exact vehicle's position is defined by one of the methods stated in Chapter d - Par. 36 and briefly given herebelow:
  • the next data, which are required by the data processing system in order to set the course, are the specifications which the course sections have to comply with, so that they coincide with driver's requirements.
  • the options of courses are indefinite and they are almost referred to every course characteristic that is registered in the microcomputer's memory unit e.g. the driver may request from the system to set the course in such a way so that the road surface transversal slope does not exceed, at any point, a certain value or the curvature radius does not exceed a certain limit.
  • ⁇ MOST EXPEDITIOUS COURSE The microcomputer is requested to set the course to be followed by the vehicle in order to arrive at its destination according to the criterion of the most expeditious drive duration.
  • ⁇ MOST FUEL SAVING COURSE The microcomputer is requested to set the course to be followed by the vehicle in order to assure the less possible fuel consumption.
  • the microcomputer utilises the following data:
  • Driver's personal particulars e.g. NEW, EXPERIENCED, TIRED, etc. (6) Real time.
  • the route is selected, in one first embodiment, as follows:
  • the origin and destination points belong to the same level, i.e. Suburban or urban networks.
  • the origin and destination points belong to different levels, i.e. the departure point belong to the suburban network whilst the destination point belongs to the interurban network.
  • the method of route determination is the following:
  • Subcase 1 - The two points belong to the same sector of the level ( Figure 42) and to the same suburban network.
  • the driving specifications and the departure and destination points consist the data.
  • the two nodes are set to be entrances to the subroutine that edits from the database the adjacent nodes according to the topology registration of the road network data (chapter b - Par. 9 )..
  • nodes [X 1 ], [X 2 ]... and [Y 1 ], [Y 2 ] etc. are temporarily saved. If they do not comply with the specifications, the routes and the corresponding nodes are rejected.
  • the finally selected nodes [X 1 ], [X 2 ] etc. and [Y 1 ], [Y 2 ] etc. are checked to ascertain if there exists a common node, in which case the route starts from point A to the common node and thereafter to point B.
  • nodes [X 1 ], [X 2 ] etc. and [Y 1 ], [Y 2 ] etc. are re-entered in the subroutine of determination, through the database, of the adjacent nodes.
  • the said adjacent nodes are checked for concurrence, e.g. an adjacent node of [X 2 ] concurs with the adjacent node of [X 3 ] being the node [Z 45 ], for example.
  • one of the routes that is [X 2 ->Z 45 ] or [X 3 ->Z 45 ] is rejected.
  • the rejection criterion is the following control. In this control, one of the routes has to be rejected. Thereafter, the new node sequence is entered into the control position along with the previous routes which are saved. In this position it is controlled whether the total routes from an origin at the first node sequence and from the first node sequence to the second one, fulfil the specifications set.
  • the routes from the seconds node sequence to the first one and thereafter to the destination point are examined. Each route which does not fulfil the specifications is rejected. Also, one of the routes guiding to the same point is rejected. The new total routes accepted are saved and the second node sequence from the origin and destination point is examined. If certain points concur, then the route to be followed by the vehicle, is set to be the total route from a departure node towards the common node and thereafter the total route towards the destination node. In case of non-concurrence, the said second node sequence is re-entered into the subroutine of adjacent nodes estimation in order to find the total routes upto the third node sequence and the h. The procedure is repeated upto the estimation of a common node of the branch that starts from the origin and the branch that ends at the destination.
  • FIG. 4 shows the algorithm of route estimation in case of different and distant origin and destination point.
  • the origin [ ⁇ 1 ], the destination point [ ⁇ 2 ] and the route specifications [expeditious, ecomonical, comfortable] are entered as data.
  • the procedure within the interrupted line is repeated separately for the origin and the destination point. This procedure is the following:
  • the corresponding adjacent nodes are estimated with respect to the level they belong to [e.g. if the two points belong to the suburban network, the adjacent nodes refer to the data level of the suburban network]. If the said points belong to different levels, the procedure is followed upto the point of the lower level [e.g. if the origin belongs to the urban network whilst the departure point belongs to the interurban network, the procedure which falls within the interrupted line is only followed for the destination point]. This procedure is identical to the procedure shown in the previous figure with the view to estimate successive node generations with total routes that fulfil the specifications set.
  • Each node and route generation is controlled in order to ascertain whether a node from the origin or destination point belongs at the same time to a road network of higher level.
  • the procedure is followed only for the lower level node until a node of the same level, with another node (origin and destination), is found. If nodes of higher levels are found simultaneously, the routes ending at those higher level nodes are only saved in the memory unit and solely the said nodes follow the procedure within the interrupted line. At the same time, the procedure is fed from the database of the said higher level. The procedures are repeated until a common node is found, where the route ends from the origin and/or ends, through a course, at the destination point.
  • the microcomputer In practice, the microcomputer possesses the complete image of the road network and is in a position to predetermine the course of the vehicle, at any moment. Therefore, it controls from the beginning the course and concludes whether the latter falls within the specifications set.
  • the microcomputer takes into consideration the ACCESSIBILITY DEGREE (Chapter b - Par. 7).
  • ACCESSIBILITY DEGREE Chopter b - Par. 7
  • the 1st course is therefore selected.
  • the method provides selection of course from the vehicle's present position to the nearest location of the same group, e.g. nearest pharmacy or gasoline station.
  • This supporting service is provided as follows:
  • the driver simply keys-in the code number of the location he/she wants to be guided to, e.g. PHARM for pharmacy.
  • the processing system considers that the MOST EXPEDITIOUS COURSE is the specification set for the selected course, in case that the driver does not predetermine the type of course.
  • the data processing system uses a part of the algorithm described in Figure (43) and considers as data in the memory unit the ones referring to areas and building at both sides of the road network (Chapter b - Par. 13). This algorithm is repeated for this special service in Figure (45).
  • the adjacent nodes from the origin are found as well as the course sections between origin and first sequence of nodes are examined in order to locate a pharmacy, for example. In case that no pharmacy is located, the adjacent nodes of the first sequence are found and the course sections are examined in order to locate a pharmacy and the h. This procedure is repeated until a course section, including a pharmacy is found.
  • the time limits of time varying elements that refer to the road network are placed in a special position in the database.
  • the microcomputer estimates the course towards the nearest area e.g. pharmacy, gasoline station, garage etc. and in addition it checks the memory unit data in order to verify whether the particular area is working during the time of course selection (e.g. from the pharmacies it selects the ones open at night-time, if registered in the memory unit, and sets the course. The same applies for the Petrol Stations or the shopping centres).
  • the processing system accepts the vehicle location and the general description of the areas of the same group, towards which the vehicle is directed (e.g. MUSEUMS), as data.
  • MUSEUMS the general description of the areas of the same group, towards which the vehicle is directed
  • the processing system "edits" the position codes of these areas, that is nodes of entrance into and exit from the course section where the areas are located at, as well as the exact travelled distance between the entrance node and the destination.
  • the processing system estimates and sets the course towards the nearest area of the same group. Finally, from this area it sets the course to the second nearest one and the h.
  • the road network topology representation is provided to serve the driver's real needs.
  • the arrangement of the road network topographic elements that is the evaluation of the topological data, serves the practice of tracing and constructing the road network.
  • the road network has been constructed to serve the movement of vehicles: * from state to state of a wider area e.g. a continent (Interstate road network)
  • the arrangement of the topology data of a road network serves the arrangement of the road network of a wider area. More specifically, the said arrangement is as follows:
  • the code number of the road network nodes are arranged in "levels", each "level” corresponding to one of the aforementioned road networks.
  • the code numbers of nodes and their connection referring to the interstate network are registered.
  • the nodes and their connection referring to the interurban network are registered, in the third level the urban network is registered and the so forth.
  • Sections of the arterial roads that simultaneously belong to two levels are registered in both levels.
  • An example of the topological representation of the road network in two levels is shown in Figure (46). In Figure (46), the real image of the connection of two regions of a city with the urban network is shown.
  • the processing system refers to the below mentioned levels:
  • LEVEL B Interurban network of the country of a city
  • LEVEL A Interstate network
  • the method provides the option to register in a memory unit (diskette) only the information that concerns a particular course as selected from the whole available information. This is feasible with the present method, unlike with the state-of-the-art systems, which have been studied.
  • the arrangement of the topographic data in levels facilitates the data arrangement which concern other supporting functions provided to the driver.
  • different supporting functions are required for driving within an interstate network, where high speeds are developed, traffic signs exist rarely and the driver faces problems of boredom and fatigue, or different supporting functions are required for driving through an interurban network with frequent traffic signs, frequent stops and pedestrian crossings and crossroads, where the drive has to be alert and extremely careful. Therefore, different supporting data are registered in different levels, which are used for the various supporting functions.
  • the client has the following options:
  • the taxi driver has the following options:
  • the method allows the estimated cost of the course to be calculated on the basis of other than the travelled distance, as presently occurs. Therefore, the cost may be calculated on the basis of the total time required or the difficulty of manoeuvres involved during the course or to depend on the stops and turns encountered.
  • the driver may request passage from a point outside the course, charging the client the cost of the shortest course initially agreed upon (e.g. passage through areas ideal for hiring the taxi).
  • each course is registered in the registration unit and is used as a directory for professional use, e.g. statistics, tax purposes etc.
  • a route registration unit is also provided by the method.
  • the microcomputer is aware of any position of the vehicle, whatsoever, with accuracy, as each node is registered in the database with a unique number. Also, its connection to other nodes and the exact distance between nodes are known.
  • the microcomputer has registered in its memory unit the node that the vehicle passed through and is aware of the destination node as a result of the routing. Let the vehicle be directed to the node 200 originating from the node 365 and let the distance in-between be 132m. When the microcomputer starts counting the distance from 365 to 200, bears in mind the said distance of 132m and counts by deducting each meter travelled by the odometer. Let the vehicle be located at 7m before its destination, that is before node 200.
  • the microcomputer has registered the 365, 7 and its destination 365-7-200.
  • Point 7 is unique in this course from 365 to 200.
  • This point from 200 to 365 is 200-125 (which is 132-7) and 365 (or 200-125-365).
  • This number is therefore located at the same street level but at the opposite lane. It is concluded, therefore, that for each point of the street, corresponds only one unique number among the map that describes it.
  • Every vehicle in motion possesses such a code number (travelling code) which is continuously varying depending on the vehicle position.
  • the same code number cannot be possessed at the same time by another vehicle, except for the case that the second vehicle moves towards the same direction but at the lane of the same street.
  • the travelling code number is unique for each vehicle and only the vehicles, passing through the said point, successively possess the same code number. Therefore, the millions of vehicles circulating at the same time, possess different code numbers at each instant. Consequently, the reception of a message which needs a code identification, may be accomplished only by the vehicle that possesses the code at the particular moment.
  • Other preconditions that enable message reception are:
  • the system is supported by a travelling code number, in four different ways that include ten different methods, in total, for the regulation and avoidance of traffic congestion.
  • TRAFFIC POLICE Four methods originate from the action of the Traffic police.
  • MICROCOMPUTER Two methods originate from the instructions given by the vehicle microcomputer which depend on the traffic flow.
  • DRIVER Three methods originate from the judgement of the driver which is supported by the microcomputer and may change the course (deducting a street section, entering into the alley-ways, deducting the whole course etc.).
  • INITIAL NAVIGATION One method originates from the initial scheduling of the course.
  • TRAFFIC POLICE The central traffic police station, depending on the traffic conditions, transmits encoded messages that include commands or recommendations for course changing, warnings, individual calls etc. Those messages are transmitted by the traffic police to all vehicles, in groups or individually.
  • Traffic police local stations which are activated, at will, by the central station.
  • Portable transmitters which are installed on main street points and may be removed.
  • Portable transmitters which are used by traffic policemen and transmit the message to the adjacent vehicles.
  • the microcomputer's autonomous "judgement" conceives that the odometer counts few pulses in relation to the street, which means traffic congestion and therefore it selects a new route.
  • the traffic police transmits from the station code numbers that the in-vehicle microcomputer receives through a receiver. Thereafter, the encoded messages are decoded by the microcomputer and are divided as follows:
  • AREA CODE NUMBER that is the general code number representing all the other ones of a particular area. By its transmission, only the microcomputers of the vehicles moving in the particular area are activated.
  • NODE CODE NUMBER which is the code number of the crossroads.
  • CODE NUMBERS FOR PREPARATION OF COURSE CHANGE In this way, the microcomputer may accept cancellation of the route initially selected (cancellation of the routing code number) and preparation to accept a rerouting or recommendation for free selection of the new route.
  • CODE NUMBERS OF THE NEW COURSE INDICATED These are all the nodes of the course indicated or, depending on the software, they are only few dominating nodes of the course indicated.
  • CODE NUMBERS THAT ENFORCE AUTONOMOUS RE-ROUTING These codes assist as long as only each microcomputer is aware of the destination and may achieve a correct re-routing for the respective vehicle.
  • the relevant message may quickly reach the drivers moving to or approaching at the particular area.
  • New one-way streets, new traffic lights etc. are stored in the memory unit for a long period and are decoded every time the vehicle reaches the respective topographic location.
  • the traffic police selects the area of required transmission as well as the vehicles that they desire to receive it. Thereafter, they transmit the relevant code numbers as specified hereinabove. In this way, the traffic police provides the desired vehicles with the new route to be followed.
  • the traffic police may direct other vehicles to the right, others to the left and allow other to remain on course, according to their instructions. Therefore, for the same location of traffic congestion, the traffic police may provide different instructions to the vehicles passing by.
  • Certain messages is possible to be locally transmitted to the vehicles that move at a particular road between two crossroads or two street points. Also, it is possible to transmit a message to certain vehicles e.g. passing from a specified street point with one meter accuracy or even ten centimeters. This is achieved since every vehicle passing from the specified topographic point, gains possession of the specified accuracy code for a short time period. 5) Also, it is possible to have calls in groups e.g. by one code the police patrol vehicles may be gathered at a specific location. The quick route estimation renders the police team flexible. The same may apply on doctors or other professionals.
  • dozens of transmitters and receivers of low range are installed in every central location and major crossroad.
  • the traffic police instead of transmitting local messages for dozens or thousands of cases, activates those transmitters and receivers which transmit the relevant local messages, instead of the central station.
  • the main transmitter is not overloaded but it is only activated by the central station which also determines the duration of transmission and at the scheduled time its operation is interrupted.
  • Those messages may be more than one for different vehicles and/or more messages for the same vehicles.
  • the said transmitters and receivers may transmit every kind of code as in the case of main transmitters. Therefore, depending on the existing needs, a number of 10, 500 or 1000 transmitters and receivers may be activated.
  • transportable transmitters of low range are installed, in the same way as the portable traffic signs, in central emergency locations. They may be tuned by the traffic policemen who install them in order to transmit the necessary codes, in case of an event. Their function may be interrupted by means of a timer. Particularly for the change of course due to works ahead, the transmitters may function for an extensive period providing more alternatives than the traffic regulatory signs.
  • transmitters carried by traffic policemen either in their vehicles or while they walk may transmit, at low range, all the signals described in the above three embodiments.
  • the traffic policeman having an immediate visual impression of the traffic situation may effectively intervene.
  • the traffic policeman may also carry a receiver in order to receive the general information from the central system.
  • the microcomputer may "elect" that there exists a traffic congestion or an accident on the road where, for example, under normal conditions the vehicle's speed should be e.g. 60 Km/hour, whilst that particular moment the speed is 10 Km/hour. If the vehicle proceeds for example 200 meters and nothing is changed, the driver may select a new course. This is useful when the driver does not know whether at the particular location the traffic is always congested, and this may happen in case the driver is unfamiliar with the region. If for example the traffic is usually congested at a particular location and time, the vehicle's microcomputer is aware of that and selects a new course. DRIVER - 7TH METHOD
  • the driver elects that he/she should deviate from the area where the traffic is congested, he/she requests the microcomputer to delete from the scheduled course 5 or 10 consecutive crossroads.
  • the microcomputer selects a new course without including the said crossroads.
  • the number of crossroads is input by the driver by estimating, in his/her view, how many suffice to deviate the traffic congestion.
  • the vehicle data processing system selects, based on real data new courses, while the drivers drive through known roads where traffic congestion occurs.
  • the vehicle's position estimation is accomplished by using the measurements of travelled distance and transversal angle of directional wheels.
  • Figure (36) shows the measurement mainly accomplished by the measurement of the wheels transversal angle. In Figure (36) it is shown that from the directional wheels transversal angle measurement, the curvature radius and the centre of vehicle's course are immediately derived. If for a time period AT the wheel angle is not altered, the vehicle will make a circular course around the estimated turning centre and with the estimated curvature radius.
  • Figure (49) shows the new vehicle position for the course 1 1 and I2 with course curvature radii ⁇ 1 and ⁇ 2 .
  • the vehicle's initial position and direction as well as the readings of travelled distance measuring and directional wheels transversal angle, consist the problem data.
  • ⁇ 0 initial angle between axis OX and vehicle's direction
  • ⁇ 1 & 1 1 curvature radius (from a steering wheel angle of turn) for travelled distance 1 1
  • ⁇ 2 & 1 2 curvature radius (from a steering wheel angle of turn) for travelled distance 1 2
  • X 1 , Y 1 , ⁇ 1 coordinates and direction angle of a vehicle at position 1
  • X 2 , Y 2 , ⁇ 2 coordinates and direction angle of a vehicle at position 2
  • ⁇ 1 turning angle of transversal wheel level
  • X 1 [X 0 + ⁇ 1 .sin ⁇ 0 ] + ⁇ 1 .sin
  • ⁇ 1 vehicle's directional wheels transversal angle
  • ⁇ 1 ⁇ 0 -
  • ⁇ 1 new vehicle's turning angle in radians
  • ⁇ 0 initial vehicle's turning angle in radians
  • the vehicle's turning angle is described as follows:
  • the position estimation in a first embodiment, is shown by the algorithm of Figure (52).
  • the transversal angle of the directional wheels is considered to be linearly varying in connection to the travelled distance 1, that is for a distance 1 from 0 to 1 T .
  • the vehicle's turning angle is described as follows:
  • dx represents the differential increment along the x axis
  • dy is the differential increment along the y axis
  • d1 the travelled distance
  • the second embodiment is shown by the algorithm of Figure (54).
  • the present method allows the estimation of the average course of the vehicle, only by the readings of the directional wheels angle.
  • the method is based on the condition that each driver follows the method of minor corrections to the vehicle's course.
  • the steering wheel and the wheels angle of turn, to the left or to the right, take the vehicle to a wavy course.
  • the width of the wavy course is almost the width of the lane minus the width of the vehicle, that is, the empty space where the vehicle moves in, without running the risk of touching the dividing strip of either the left or right lanes.
  • the average of that width is approximately 3 meters therefore the vehicle deviates from the average course at a maximum of ⁇ 1.5m approximately or almost 3m in total.
  • Figure (56) shows the measurements of the steering wheel turning angle and the resulting measurements of the course curvature radius, considering the vehicle's wavy course in conjuction with the real curvature radius of the course.
  • the measured curvature radius ⁇ (therefore the directional wheels turning angle) ranges from a minimal positive value of the curvature radius (corresponding to a maximal turning angle value [positive]) to an infinite value (turning angle 0).
  • the curvature radius obtains a minimal negative value (maximal negative turning angle value) and again an infinite value (turning angle 0).
  • Figure (56) shows on a diagram the steering wheel turning angle along the wavy course and the variation of the curvature radius.
  • Figure (57) shows the straight route of the vehicle where the various vehicle positions are noted during its wavy movement.
  • 0 be the reference point during the vehicle's course, with cartesian coordinates for reference X 0 , Y 0 and let the 0, x, y, be a random reference system.
  • the angle ⁇ between the random but constant axis x and the vehicle's polar distance from point 0, is estimated.
  • Figure (57) shows that while the vehicle is driven away from position O, the angle ⁇ is stabilised at a value and the deviations from the average value continuously decrease. 28. Wavy Course (Lane Change)
  • Figure (58) shows the wavy course of a vehicle, where at a certain instant the vehicle changes lane.
  • O be the reference point during the vehicle's course with cartesian coordinates X 0 , Y 0 and Oxy be a random axes system.
  • the angle ⁇ between the polar radius of vehicle position, at any instant, and the axis Ox is stabilised to a value within continuously decreasing deviation.
  • the lane change it is once observed a deviation from the increasingly stabilised initial angle ⁇ and then a tendency to return at the initial angle.
  • the reference point is transferred to a position after the lane change.
  • Figure (62) shows a vehicle's course with successive turns for a small distance. Let 0 be a reference point and Oxy a random system of axes. For each point, the polar angle in relation to the axis Ox is estimated. We may observe the following:
  • the polar angle is stabilised at a value with minor deviations. Then, a continuous deviation from the mean angle which continuous until the next turn is observed. After the next turn, a new deviation with a different deviation rate is observed.
  • Figure (63) shows the graphical representation of variation of the polar angle for successive turns. The points of nodes, which are estimated with the method described hereinabove for the simple vehicle turning, may be clearly seen.
  • the receiver of the vehicle works with and receives messages either from other vehicles' transmitters or from the transmitter network [Figure (1)] installed along the road network.
  • the diagram of a transmitter is shown in Figure (65a).
  • the said transmitter is indeed a simple encoder of a carrier wave.
  • the encoder merely transforms the carrier wave in frequency or in width, WITHOUT HOWEVER TRANSMITTING A SPECIFIC SIGNAL.
  • the receiver receives from the same transmitter the same code. This code corresponds to a position, a traffic police signal or anything the driver wishes to correspond the code to.
  • the present system is superior to other state-of-the-art ones, that is, the said codes may be analysed or translated to any message whatsoever, depending on the database used.
  • they may constitute a permanent subsystem connected to the existing road network, without necessitating to change it or change the transmitted codes.
  • the existing in-vehicle receiver merely, divides the carrier wave from the code which is inserted in the processing system.
  • the technology of the encoding and decoding of a signal is considered to be known to specialists and it is not mentioned herein.
  • the in-vehicle receiver remains continuously open in order to receive signals. This method of exchanging messages through encoded signals introduces a novelty to the wireless (and cable) communication of computer systems.
  • the exchange of messages and information is accomplished by a real transfer of characters or parts of the messages.
  • the present system is practically the communication and presentation of a DATABASE.
  • the code number transmitted by the transmitter is the direction of the message to be transmitted to the database.
  • the code number E33 of a transmitter is connected to a section of the database of the vehicle data processing system, that receives the signal bearing the message "ATTENTION! SCHOOL, MAXIMUM SPEED 50KM/HOUR". If the driver wishes to transmit, through his/her transmitter, to another driver the message "ATTENTION!
  • YOUR RIGHT TYRE IS DEFLATED simply keys-in or traces out the direction code number of the database where the message is stored in, e.g. Z48. It is, of course, supposed that the database is identical to all the vehicles of the present method. The driver receives the code number Z48 and retrieves from the database the corresponding message, "ATTENTION! YOUR VEHICLE'S RIGHT TYRE IS DEFLATED".
  • the advantages of this method of message transmission are many. Indicatively, two implementations are given herebelow:
  • the microcomputer as long as it translates the code numbers to directions within the database and first "edits" the message, depending on its contents, occasionally presents it in a form that corresponds to the driver's needs. Therefore, for example, the reception of a diagram with a compulsory course for the vehicle in order to avoid traffic congestion, is translated by the processing system in manoeuvring instructions, such as TURN RIGHT - STRAIGHT AHEAD - TURN LEFT etc.
  • the message transmission is always accurate and reliable under any environmetal conditions. Indeed, the environment in the road network is heavily burdened by noises, electromagnetic radiation, interference by radiowaves etc.
  • the message is practically transferred by a very short code number which may be repeated for a short time i.e. E33, E33, E33. If the whole message were to be transmitted repeatedly, it would be impossible.
  • the in-vehicle transmitter may be automatically activated if the driver keys-in or traces, upon boarding on the vehicle, a certain identification code number. So, it transmits a message corresponding to the vehicle's identification and a distress signal for its tracing in case of theft.
  • the in-vehicle transmitter may be activated, in one embodiment, by an inerted accelerometer and transmit a distress code S.O.S., as in case of collision.
  • the automatic activation of the transmitters may be achieved by connecting them to sensors of light intensity, humidity, temperature or wind speed measurement (photometer, thermometer, windmeter), respectively, when the readings exceed certain values. Also, their automatic activation warns the approaching drivers about the road condition through the in-vehicle receiver [Chapter e - Par. (77)].
  • the reception of code numbers by the microcomputer results to the establishment, for example, of minimum speed limits, brake activation, change of course etc., without announcing the environmental conditions to the driver. That is, the system provides instructions understandable by the driver
  • the transmitters may be activated from a distance by:
  • a feature of this method that allows the selective message reception is when the encoded signal transmitted is accompanied by an encoded signal of the location or position.
  • the in-vehicle receiver is always on.
  • the vehicle data processing system is able to select, from the codes received, only those that concern the following:
  • code number that concern fire in a building located in the road network concern fire-fighting vehicles. and are decoded or translated into instructions only by them. They may not be decoded by trucks, for example, unless a deviation from the course or granting of priority to another vehicle are required.
  • communication channels for example, the selective communication even with individual vehicles or vehicles moving in special areas or directed to special areas, is possible. None of the examined similar state-of-the-art systems does it provide this ability.
  • transmitters that simultaneously transmit signals in E/M frequency and Acoustic radiation are used.
  • the signal in the E/M frequency e.g. 210 MHz
  • a second receiver that receives signal in acoustic frequencies e.g. supersonic of 30000 Hz [ Figure (65b)] is used.
  • This signal although transmitted simultaneously with the E/M radiation signal, moves much slower than the latter (340 m/sec) and therefore it is not instantaneously received but with a delay (e.g. 10 msec later than the signal of the E/M radiation).
  • This time delay measured by the vehicle data processing system and multiplied by the speed of sound (340 m/sec), guides to the estimation of the distance between the vehicle and the transmitter.
  • This case in combination with other vehicle position estimation methods [Chapter d - Par. (55)] and direction estimation, significantly facilitates the position and direction estimation by the use of a limited number of transmitters. This occurs as the vehicle is traced within the range of each transmitter with another more accurate method for short courses, provided that the distance from the transmitter and the direction it moves towared are known.
  • the transmitter network maps-out wider areas, special spaces (garages, docks) etc., where by the use of a limited number of transmitters, one may estimate (a) whether the vehicle has entered into the subject area and (b) the exact location from the transmitter reference point.
  • Compass It concerns a simple orientation compass that accompanies the vehicle position estimation service, supported by a transmitter subsystem installed in traffic nodes.
  • the use of the compass enables the exact estimation of the direction the vehicle moves towards, at the time of its arrival at and departure from the node.
  • the state-of-the-art systems use a compass combined with a method of travelled distance measurement by an odometer in order to determine the vehicle position in the autonomous guidance systems.
  • the compass is used combined with a transmitter subsystem for more complete registration of the vehicle direction entry to and exit from the node.
  • An advantage of such a compass use is the fact that it does not require a signal reception from the previous or next transmitter of the subsystem in order to identify the direction the vehicle moves towards, but just the reception of the signal from one transmitter and from the compass confirms the direction the vehicle comes from and moves towards.
  • Another advantage of the use of the compass in combination with a position network subsystem is the fact that a position transmitter covers more than one adjacent nodes. In fact, within the reception range of the transmitter signal, the vehicle may manoeuvre e.g. by turning in narrow roads, without loosing its orientation as long as the compass monitors the course changes instead of the transmitter. Thus, a lower number of transmitters cover a wider area, each transmitter covering many adjacent nodes.
  • the service is provided as follows:
  • the compass used is a magnetic one of common type or in another embodiment it is a gyroscopic one. Its readings e.g. in degrees, are inserted to the in-vehicle microcomputer as permanent data [Figure (66)].
  • the vehicle compass reads for example 56 degrees, then [see Figure (67)] it is located at position (1) and enters into the node. If the vehicle entered into the node from position (3), the reading would be (56 + 180 degrees). Moreover, if after the signal reception the compass readings change to 154 degrees, then the vehicle drives away from the node towards direction (4).
  • the vehicle would come from direction (2). It is understood that the registration of direction degrees in connection with each node, follows the same logic in every node for uniform processing.
  • the node code number upon its reception, may retrieve from the memory unit more information regarding the direction and the movement of the vehicle in respect with the compass, such as monitoring of the compass readings whilst the vehicle moves on the ramps of the level change etc. 34. Echo-transmission and Echo-mapping
  • the method is based on the signal transmission in a spectrum range of the E/M radiation, which is reflected on fixed obstacles (UHF,infrared) or acoustic supersonic waves.
  • the transmission of such signals is directed, by preference, in a transversal way to the vehicle movement.
  • the method also provides the reception of the signal, so reflected, by a reception device.
  • the signal transmitted in a transversal way to the vehicle movement is reflected on the buildings located to the left or to the right of the road, whilst the reflected signal is received by the reception device.
  • the topography not only of the road surface but of the surrounding area as well, is used on the estimation of vehicle position.
  • the vehicle position identification is accomplished in such a way so that the driver may confirm it, that is in relation to the vehicle passage from crossroads [Chapter d, Par. (38)].
  • the success of the identification may be directly checked by the driver by transmission of e.g. acoustic signals.
  • the driver may directly check whether the vehicle position identification was carried out and in the negative, to interfere with the position estimation (e.g. by using some kind of manual method of estimation).
  • the method is particularly useful for the tracking of entry in an unregistered area (unmapped) within the memory unit.
  • the acoustic or other signal is transmitted along the road network and it is not reflected [ Figure (68)]. It is therefore shown the exit of the vehicle from its normal course, especially when, at that point, no turn is provided by the data registered in the memory unit.
  • a characteristic of the vehicle position identification method is that during the passage from a crossroad, the driver is informed of the position identification by a distinctive sound. If the position identification by the present method is not accomplished (e.g. when a massive vehicle passes by the subject vehicle at the moment of identification), the lack of the distinctive signal again leads the driver to interfere manually provided that he/she notices the passage from the crossroad and does not hear the distinctive sound.
  • the method is based on the transmission of a signal in the frequency of the E/M radiation, which guarantees the reflection on a fixed obstacle.
  • the signal is transmitted, in a first embodiment, in an acoustic frequency (e.g. supersonic), whist in a second embodiment it may be a pulse of transmission with limited duration (e.g. 10 ms) followed by a pause of longer duration (e.g. 15 ms).
  • the pausing time is defined in such away, so that for the larger width of a road, the pulse has the time limit to transversely run the road, to be reflected and return prior to the transmission of the next pulse.
  • the pausing time must be higher or equal to 0.19 sec or 190 ms.
  • the modulated signal is inserted in the signal transmission device (3) which is an amplifier and is transmitted from the transmission antenna.
  • the antenna (4) is of directed transmission, with its main reflectors transversely directed to the right and left in relation to the vehicle direction [Figure (70)].
  • the signal is transmitted by the antenna of directed transmission (4) and is reflected on obstacles to the right and left of the road [Figure (71)]. Thereafter, as soon as it is reflected, it is received by the reception antenna (6) which consist of two reflectors for the reception of the reflected signal from the right of the vehicle and for the reception of the signal from the left of the vehicle.
  • the said antenna is connected with the receiver (7), which is in turn connected with the vehicle data processing system (5).
  • the device operates as follows [Figure (69)]:
  • the data processing system (5) triggers in fixed time periods e.g. every 1 sec. the generator (1) and the modulator (2) in order to transmit a pulse, at the same time defining its duration (e.g. 10 ms). As soon as the signal is transmitted, the data processing system (5) waits for the receiver signal, which through the reception antenna receives the reflected signal separately from the right and from the left sides of the road. Depending on the time intervening between transmission and reception, following conclusions are reached [Table (7)]:
  • Figure (72) shows the method of verification of arrival at a crossroad.
  • the reception time of the required signal is indefinite and therefore the data processing system refers to case 1, that is execution of a turn or passage from a crossroad.
  • the antennas of directed transmission and reception are installed in adequate height above the vehicle in order to avoid, as much as possible, that the signal strikes against and is reflected on nearby moving vehicles.
  • the driver has the ability to confirm or not the source of signal reflection due to direct vision contact.
  • This method uses the devices of the Echo-transmission method [ Figure (69)], in order to register the time intervening between transmission and reception of the reflected signal during the vehicle passage from road sections between two nodes.
  • the registration of the time interval between transmission and reception of the reflected signal is effected during the time that no other vehicles pass through the particular section of the road network (e.g. after midnight), so that the registered data are not falsified by other vehicles' passage.
  • Signals are transmitted every certain meters of the vehicle's course. This is accomplished as follows:
  • Figure (69) of the Echo-transmission method shows the connection of the data processing system with the odometer (8) of the vehicle. Every certain (always the same) travelled distance (e.g. 5 m), the microcomputer activates the pulse transmission device and registers the reception time of the right-side reflected signal and the reception time of the left-side reflected signal, for the distance travelled by the vehicle from one node (e.g. node 36) to the next adjacent one (e.g. node 73). The vehicle in order to receive such data moves always on the same lane (e.g. the far end right lane). From that lane, the transmission and reception times of the reflected signal to the right and left of the vehicle movement are registered.
  • Table (8) shows the form of data registered in the memory unit. The registration of said data is combined with the Echo- transmission method in order to track and verify the vehicle position on the road network.
  • the time between the transmission and reception of a reflected signal which is registered in the memory unit, substantially constitutes measurement of the vehicle position with respect to the road surface.
  • the measured time for the reception of the reflected signal is used to define the exact vehicle position and thereafter to provide instructions for accurate manoeuvring during parking.
  • the present method of echo-mapping is used in the verification of the execution of turn during passage from nodes.
  • the turn verification method during the passage from a node, is characterised by the monitoring of course sections on the node, during which an infinite or very long reflection time was measured.
  • Figure (72) shows a verification of execution of turn from the survey of the sections where infinite times of reflected signal reception were measured. The said Figure accurately shows the turn of the vehicle at the fifth, from the entrance point of view, road by measuring three areas of infinite time of reflected signal reception.
  • the present method of echo-mapping is the only one being implemented for the determination of the vehicle position in wide areas, where the road network is not outlined, for example large parking areas, yards, sports fields, etc. In these areas, the time of reception of the reflected signal is an indication of the vehicle position with respect to existing obstacles to the right and to the left.
  • Figure (73) represents the devices that embody all the stated methods of tracking, confirmation and verification of vehicle position that are connected with the data processing system.
  • the method presupposes more than one methods of vehicle position identification, on the road network, at any instant. Those methods supplement and compare with each other so that the vehicle position on the road network is confirmed by more than one sources. Moreover, the method presupposes more than one methods for the correction of vehicle position, as it is estimated by the microcomputer, so that it agrees with the real vehicle position on the road network.
  • This characteristic of the present method that is the vehicle position verification by several methods, is deemed to be necessary as it is very significant for the microcomputer when estimating the vehicle real position for almost all the supporting services it provides. The majority of the examined inventions provide only one method of position verification. In fact, the supporting services of the present method depend on the eventual position where according to the data processing system the vehicle is located at, in relation to the road network as registered in the memory unit.
  • the on-board microcomputer provides the supporting services in relation to the vehicle position estimated by the microcomputer compared to the registered data of the road network. If eventually the microcomputer estimates an erroneous vehicle position or the registered data do not agree with the real road network data, then the guidance instructions provided by the method, will refer to a DIFFERENT INSTANT OR POSITION THAN THE REQUIRED ONE.
  • the guidance instructions provided by the method will refer to a DIFFERENT INSTANT OR POSITION THAN THE REQUIRED ONE.
  • the vehicle is located between nodes 33 and 55, in a distance greater than 100 metres from node 33 and greater than 300 metres from node 55 [Figure (74)]. If the vehicle's odometer registeres a course of 340 metres to the nearest node, then the initial vehicle position is exactly between nodes 33 and 55, in a distance of 340 metres directed towards node 55. In case of signal reception from two successive transmitters, the use of odometers expeditiously shows the exact vehicle position.

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Abstract

Procédé de détermination d'itinéraire (c'est-à-dire d'élaboration du parcours que doit suivre un véhicule pour arriver à une destination prédéterminée), de navigation (c'est-à-dire d'évaluation et de contrôle de la position du véhicule sur le réseau routier à un moment voulu, ainsi que de guidage du conducteur en fonction du parcours à suivre et des man÷uvres à réaliser), de protection (c'est-à-dire de contrôle de l'état du véhicule et de l'état physique du conducteur, de contrôle des conditions de circulation et de la réalisation correcte des man÷uvres, et d'avertissement ou d'intervention en cas d'urgence), et de guidage (c'est-à-dire d'apport d'informations de toutes sortes qui soient susceptibles d'être utiles au conducteur lorsqu'il circule). Ce procédé est caractérisé en ce qu'il propose au conducteur un certain nombre de services répondant à ses besoins pendant le déplacement du véhicule (à savoir: services de détermination d'itinéraire, de navigation, de protection et de guidage), cela à l'aide d'un nombre limité de dispositifs et uniquement en traitant les indications fournies par ceux-ci. Lesdits dispositifs sont installés: 1. à bord du véhicule (dispositifs de mesure et de protection); 2. sur le conducteur (dispositifs d'information); et 3. dans la zone environnante (dispositifs de guidage). Les dispositifs sont reliés à un système informatique qui les commande et est embarqué sur le véhicule de telle sorte que ce système serve, lors de la réception des indications fournies par les dispositifs, et en fonction de critères pré-programmés et de données stockées dans son unité de mémoire, à identifier le réseau routier et les conditions caractérisant chaque endroit (panneaux de signalisation, points de repère et bâtiments longeant la route, topographie, etc.); à évaluer et à contrôler la position du véhicule sur le réseau routier à un moment voulu; à déterminer l'état du véhicule et l'état physique du conducteur; et à déterminer les besoins immédiats et futurs du conducteur en ce qui concerne la protection et le guidage. A partir de ces éléments, le système propose au conducteur un certain nombre de services répondant à ses besoins dans les domaines de la détermination de son itinéraire, de la navigation, de la protection et du guidage.
PCT/GR1992/000016 1991-08-28 1992-08-28 Procede de determination d'itineraire, de navigation, de protection et de guidage automatiques pour conducteurs de vehicules WO1993005492A1 (fr)

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US12122424B2 (en) 2020-10-26 2024-10-22 Tusimple, Inc. Wind gust detection by an autonomous vehicle
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