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WO1994011853A1 - Procede integre de guidage, de commande, d'information, de protection et de communication - Google Patents

Procede integre de guidage, de commande, d'information, de protection et de communication Download PDF

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Publication number
WO1994011853A1
WO1994011853A1 PCT/GR1993/000020 GR9300020W WO9411853A1 WO 1994011853 A1 WO1994011853 A1 WO 1994011853A1 GR 9300020 W GR9300020 W GR 9300020W WO 9411853 A1 WO9411853 A1 WO 9411853A1
Authority
WO
WIPO (PCT)
Prior art keywords
information
vehicles
service
guidance
network
Prior art date
Application number
PCT/GR1993/000020
Other languages
English (en)
Inventor
Panagiotis A. Anagnostopoulos
Original Assignee
Anagnostopoulos Panagiotis A
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 Panagiotis A filed Critical Anagnostopoulos Panagiotis A
Publication of WO1994011853A1 publication Critical patent/WO1994011853A1/fr

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/005—Traffic control systems for road vehicles including pedestrian guidance indicator
    • G—PHYSICS
    • G08—SIGNALLING
    • G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B25/00—Alarm systems in which the location of the alarm condition is signalled to a central station, e.g. fire or police telegraphic systems
    • G08B25/009—Signalling of the alarm condition to a substation whose identity is signalled to a central station, e.g. relaying alarm signals in order to extend communication range
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • G08G1/127—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams to a central station ; Indicators in a central station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • G08G1/133—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams within the vehicle ; Indicators inside the vehicles or at stops

Definitions

  • the invention refers to a combined method of wire & wireless 2-way continuous communication between people, vehicles and equipment, that is applicable to urban centers and greater areas, seeking to satisfy requirements and supply services towards the residents of the application area, mainly providing:
  • Alarm and building protection system (houses, offices, factories etc. ) .
  • the method is unified (ie. supports a number of applications without the need to adjust it to the specific application) and integrated (ie. fits with the existing layout of the area or buildings, providing complete coverage of the service) , with the following characteristics : a. Coverage of the predetermined urban center, city or greater area with a large number of INFORMATION and COMMUNICATION STATIONS (figure 1), each consisting of a central processing unit, memory unit, input/output units, transmitter and receiver, where the stations constitute a network with a CENTRAL CONTROL UNIT and DATA PROCESSING UNIT, where the stations transmit data and are controlled. b.
  • the network of the INFORMATION CENTERS and COMMUNICATION, or the CENTRAL CONTROL UNITS and the PERSONAL INFORMATION UNITS constitute a kind of a "neural network of the city", emerging from a variety of services and needs which are a result of the variety of applications and information, that are directed from people, vehicles, areas or buildings, towards the CENTRAL CONTROL UNIT (i.e. requests for help, transportation, information, notification etc.) and from them, the corresponding notification, information, guidance, control etc. where is routed to the appropriate people, vehicles, services, depending on the specific case.
  • I.C.Ss which are installed in selected locations avccording to the nature and quantity of services and problems which they are required to offer or solve respectively within the method.
  • I.C.S installation locations are:
  • the I.C.Ss must cover uniformly the area in which they are located.
  • the I.C.Ss are connected to a network and are controlled by a C.C.U, which unit in its embodiment is an operations centre equipped with a data processing unit.
  • Dedicated telephone lines are recommended for the connection of the I.C.Ss with the C.C.U.
  • a wireless, satellite or special cable connection is foreseen.
  • the C.C.U in one embidiment is an operations centre dedicated to the embodiment of the method, i.e. to the support of the I.C.S operation irrespective of the service provided.
  • the C.C.U coincides with the operations centre of an existing service such as:
  • each I.C.S is responsible for selecting from the available data that concerns each operations centre and through the respective connection distributing it accordingly.
  • the installed I.C.Ss are connected (preferably) via telephone lines to a single C.C.U to which they relay data and which in turn controls their operation, while each independent service or operations centrecommunicates with the C.C.U which in this case is responsible for the distribution of data to the various operations centres.
  • each independent service or operations centre communicates with the C.C.U which in this case is responsible for the distribution of data to the various operations centres.
  • P.P.I which performs the following functions:
  • the abovementioned wireless corr- ⁇ iunication has a low range.
  • the installation of the network of I.C.Ss aims in one part to cover densly he region of interest, so that each P.P.I has within its range a C.C.U, and in another part to map in digital form the area in question so that when an operations centre receives data from a C.C.U, and hence a P.P.I, it can locate with high accuracy the region where the P.P.I is found.
  • a P.P.I is activated and transmits a signal to the nearest I.C.S. Activation is initiated :
  • the transmitted signal is:
  • the service takes, through the operations centre or the C.C.U, the following actions: - Updates itself on the state or position of the individual, vehicle or building which transmitted the signal (as in the case of the surveillance of an individual, fleet of vehicles, a building, an area etc.) .
  • the operations centre When the user requests a parking space, the operations centre requests and books a space in the nearest to the one requested parking lot and subsequently informs the user. * When the user requests a meeting with a professional e.g. an attorney, the operations centre attempts to locate him and notifies subsequently the user.
  • the service's resources e.g. its fleet of vehicles transmiting corresponding signals via the I.C.S and giving instructions for the timely resolution of the problem, for example:
  • the individual uses the P.P.I, and requests information or instructions from the nearest I.C.S., which is received either directly from the memory unit of the I.C.S. or through the C.C.U.
  • the individual upon using the P.P.I., requests from the nearest I.C.S. an information or instructions concerning a bus line or a combination of bus lines to enable his/her transfer from one location to another, and thereafter he/she is charged with the relevant ticket price. From the I.C.S., the charge data are trasnmitted to the respective C.C.U. and to the Operations Centre of the public transport means in order to register the applicant's seats and itineraries. 3. Control and guidance from an Operations Centre for Public transport means.
  • Each public transport means located in the application area is equipped with a P.P.I., which transmits a signal towards the I.C.S. identifying the vehicle.
  • the C.C.U. and the Operations Centre control the movement and position of the vehicles.
  • service (2) hereinabove they can estimate the number of passengers, their position, the bus stop etc.
  • the driver moving his/her vehicle within the area of application through the in-vehicle P.P.I, and the I.C.S., informs the Operations Centre about his/her destination and requests a parking place in the nearest parking lot.
  • the Operations Centre through the I.C.S., communicates with the parking lots of the area and books a place for the applicant.
  • an on-line connection is established between the Operations Centre and the parking areas, through the I.C.S., so that the Centre is always aware of the vacancies.
  • Each category of vehicles employed by the same carrier is equipped with a P.P.I, which transmits to the I.C.S. network the identification of each vehicle.
  • the I.C.S. network transmits to the C.C.U. and the respective Operations Centre, the position of each vehicle (which is identical to the position of the I.C.S.).
  • the Operations Centre is continuously aware of the position of the fleet within its area.
  • the Centre also transmits to the vehicles, messages with guidance or instructions through the I.C.S. and the in- ehicle P.P.I.
  • the individual being assaulted activates the distress
  • a complete view of the military operations field and rear lines is displayed on monitors installed in the Operations Centre of the army, in the office of the Minister of Defense and elsewhere, accurately indicating the positions of all mechanised or not military units involved in war activities.
  • the operations are displayed on digitised maps enabling the appropriate authorities to monitor and direct the military operations in real time.
  • the vehicles under protection are equipped with a P.P.I, which, while the vehicle is in motion, transmits the I.D. and a particular signal in case of theft.
  • the owner of the vehicle has to key-in a password in order to disconnect the P.P.I.
  • the P.P.I which is not disconnected, continuously transmits signals to the Operations Centre, through the I.C.S indicating the position and the vehicle I.D.
  • a P.P.I is installed in buildings (houses, factories, shops) of the area of application and in case of emergency (robbery attempt, fire, flood etc.) transmits a distress signal to the nearest I.C.S. indicating position and I.D.
  • the corresponding C.C.U. and the Operations Centre instruct the vehicles to proceed for detection and prevention.
  • the activation of the in-building P.P.I may be also performed by a micro-transmitter carried by individuals or objects (e.g. safes) in the building.
  • the individual that detects a hazard activates this service through the P.P.I, and the I.C.S. and informs the authorities through the C.C.U., which in turn instruct their forces to handle the emergency (i.e. dispatch an ambulance, provide instructions, dispatch fire engines etc. ) .
  • VMS variable message signs
  • the in-vehicle P.P.I may be either activated by the driver, in case of immobilisation or damage, or automatically in case of collision, whilst the C.C.U. is informed through the I.C.S. about the disorder of the traffic flow and the resulting problem.
  • the Operations Centre of the competent authorities instructs its forces and through the I.C.S. and the V.M.S.s or guidance systems, the drivers are advised of the traffic flow disorder.
  • a driver from the in-vehicle P.P.I transmits through the I.C.S. and the C.C.U. short messages towards another P.P.I, installed in a vehicle or carried by an individual or installed in a building.
  • the C.C.U. and the Operations Centre immediately or in due course (mobile telephone) carry out the procedure.
  • the user of the P.P.I. through the I.C.S, informs the Operations Centre and the latter, through the C.C.U. and the I.C.S., the nearest available taxi in order to serve the customer.
  • the users of this service may be informed the address, the availability or the working hours etc. of the above areas, and they may also book a seat from a distance and request guidance towards the destination, concerning the public transportation means, the exact itinerary and detailed instructions to avoid congestion and delays.
  • Vehicles used in emergencies (ambulances, fire engines, patrol cars) during their movement transmit a signal from their P.P.I., through the I.C.S. and the C.C.U., to the Operations Centre requesting priority to pass. Accordingly, the Operations Centre through the I.C.S. and the V.M.S.s, placed alongside the road arteries, or the navigation system, requests the evacuation of a lane or immobilisation of cars etc.
  • Sensors detecting ice, fog, gusts and water inform the Operations Centre through the I.C.S. and accordingly the Operations Centre informs the drivers, through the I.C.S., of the situation on the road surface.
  • Other sensors are installed in the I.C.S. and near the sources of air pollution (like industries, boilers etc.) in order to keep the C.C.U. constantly informed of the levels of pollution in real time.
  • the method is integrated, i.e. a number of PORTABLE DEVICES and STATIONS cover a range of a person's needs
  • the method is easily expandable so that it can satisfy any additional user needs.
  • the method is user friendly, allowing information access 10 etc. via the P.P.I., and not by refering to services, tables etc.
  • the method is personal and not group based, in the sense that it addresses and resolves individual persons' needs and not those of a group.
  • the method provides easy reloading of and updating with new data.
  • This section describes the devices which implement the method and in particular the INFORMATION AND COMMUNICATION STATIONS (I.C.S.), the PORTABLE PERSONAL or INSTALLED INFORMATION and COMMUNICATION DEVICE (P.P.I.) as well as the possibilities for the linking and communication of the I.C.S's with the CENTRAL CONTROL and DATA PROCESSING UNIT (C.C.U.) .
  • the method requires the installation of I.C.S.s which cover the area of application of the method, namely:
  • I.C.S.s depends on the type of the region being covered.
  • One embodiment option involves the wired connection of all STATIONS with a central processing system, in a star arrangement (see Figure 3) .
  • a second embodiment involves connecting the STATIONS to form a network in which each is connected with exactly two other STATIONS in a ring arrangement (see Figure 4) .
  • a third embodiment specifies that the STATIONS operate independently without being permanently connected to a network but with the ability to communicate amongst themselves, if this is required, by a wireless exchange of signals, in a specific region of the electromagnetic spectrum (see Figure 5) .
  • a fourth embodiment is a combination of the first and second embodiments.
  • connections are made according to the extent of the area:
  • connection portions of other communications networks e.g. telephone service
  • I.C.S. Information and Communication Station
  • Figure 1 presents an indicative embodiment of the construction details of an I.C.S.
  • the front view of the I.C.S. (101) as well as its internal parts and its connections with the network (102) can be seen in Figure 1.
  • the following items are visible:
  • the VDU (103) for the presentation of visual information in the form of text, images, shapes, diagrams and motion pictures according to the supplied information is the VDU (103) for the presentation of visual information in the form of text, images, shapes, diagrams and motion pictures according to the supplied information.
  • Loudspeaker (105) for the provision of audio information or warning signals (e.g. sounds) by the STATION - Printer (106) for supplying printed information in the form of text, diagrams, figures, images etc. terminal connection (107) for linking with the PORTABLE PERSONAL INFORMATION AND COMMUNICATION DEVICE (P.P.I.) .
  • this unit can be :
  • P.P.I. Portable Personal or Installed Information and Communication Device
  • Figure 2 shows an indicative structure of the Portable Personal Information and Communication Device. This device is carried by the user who uses it for access and communication with the network of INFORMATION STATIONS.
  • the possible modes of connection of the PERSONAL INFORMATION and COMMUNICATION DEVICE are: (a) as a terminal
  • Figure 2 presents an embodiment of the PERSONAL DEVICE.
  • the front view (or plan view) of the device (201) as well as the interior are visible.
  • the PERSONAL DEVICE incorporates in the front or upper cover (201) the following:
  • terminal for wired connection with the INFORMATION STATIONS (206) - transmitter (207) and receiver (208) for wireless connection of the PERSONAL DEVICE with the network of STATIONS and with the user.
  • the interior of the device includes the following:
  • Each STATION operates separately and serves the part of the area in which it is installed.
  • the PORTABLE, PERSONAL DEVICES contain the terminal connection but not the wireless one.
  • the PORTABLE, PERSONAL DEVICE is replaced by a plastic or other card made of a rigid material which serves as a "ticket" for the use of the INFORMATION AND COMMUNICATION STATIONS.
  • the recording on the card or "ticket" of an encoded symbol which implies characteristics of the card concerning the economic exploitation of the method is forseen. Such characteristics, contained in the encoded symbol are for example:
  • the "card” contains a simple surface for the registration of information (e.g. magnetic strip) .
  • information e.g. magnetic strip
  • several elements are registered concerning the use of the card (e.g. destination area, user's personal details) .
  • the commercial charging of the service is recorded in the memory which is allocated to chargings e.g. subscriptions.
  • This part of the memory contains for example:
  • the processing unit and the programme concerning pedestrian information and guidance are activated.
  • the STATION display On the STATION display, a series of questions appear and a series of services covered by the "card” or the PORTABLE DEVICE code are presented.
  • the same is provided in an audio form.
  • the memory unit of the I.C.S. Details for users' information purposes only, and covering the area in which the I.C.S. is installed as well as the wider area covered by the method is registered on the memory unit of the I.C.S. In essence, the extent of the area covered by the information kept by each I.C.S. depends solely on the size of the memory unit with which it is equipped and on the number of the registered elements. It is reported here that, "schematically", the memory unit contains a detailed "contour" map of the area which is covered by the STATION, on which the topographical and any city plan of the area are recorded in a 3-dimensional form. The buildings and sites (archeological sites, stations, fields etc.) are placed on this layout and for each one of them, detailed information is provided concerning the type of
  • the registration of the destination on the "card”, in the registration area (e.g. magnetic card) or in the memory unit of the P.P.D. is provided.
  • the "card” or the P.P.D. in the I.C.S. slot guidance is provided concerning the destination already registered. The guidance is provided with the following ways: - OPTICALLY on the display
  • the processing system takes into account the topographical layout of the covered area, where the term layout refers to the internal arrangement of the area.
  • a second embodiment foresees the connection of networked I.C.Ss with a central processing unit, which is used for the automatic updating of memory unit data so that it corresponds to the changes which frequently happen in the covered area.
  • the central processing system of the network is linked to:
  • any user of the method can, through the I.C.S.,
  • the user is informed and guided in connection with the appropriate public transport means which he/she should use and is facilitated during the procedures of issuing tickets, embarking, disembarking and transfer to the boarding stop and from the boarding stop to the final destination.
  • the devices used for this purpose are the following:
  • the INFORMATION AND COMMUNICATION STATIONS (I.C.S.) connected to a network, preferably in a ring form in the embodiment (2) or connected to a central processing system in the embodiment (1) .
  • Figure (8) presents the arrangement of the service equipment i.e. the network of the I.C.S. connected in ring form and the company timetable management systems connected to one I.C.S. (the nearest) .
  • the timetable management system of each agency wirelessly communicates with the V.C.B. which are installed on board every public transport mean (buses, trains etc.) .
  • the communication is both direct as shown in Figure (6) and indirect through the I.C.S. network at the time the transportation mean transits each station.
  • the user communicates and is informed from the I.C.S. terminal and wirelessly by the V.C.B. of the public transport means.
  • PHASE 1 Routing and listing of the passengers and automatic charge.
  • the user connects the terminal of his/her P.P.I, with one of the I.C.S. (a) for the routing and listing following are necessary:
  • the complete itineraries of the public transport means covering wide areas are registered.
  • a station covers:
  • independent stations installed in travel agencies, airports, hotels etc. are provided and their memory units include the itineraries of public transport means of a wider area.
  • the user After the terminal connection of P.P.I, with the I.C.S. the user follows the visual and audio instructions and inserts, in his/her option, the following details which consist the specifications for the trip:
  • the processing system of the I.C.S. executes the routing which includes selection of one or more trips to travel the distance from point A to B. As soon as the said routing and selection of itinerary is accomplished, the passenger is charged and enlisted.
  • the service provides - following the same procedure - the transmission of a message to a particular passenger of a service line through the stations network.
  • the passenger upon entering the transportation mean and upon verification, receives the waiting message.
  • the guidance phase includes: (1) Warning throught eh P.P.I, concerning the time that the passenger has to be alerted for his/her trip. (2) If the starting point A is not a stop or a terminal of a public transportation mean, which is used at the beginning of the trip, then: - On the P.P.I, monitor, the itinerary to reach the terminal or stop on foot is displayed.
  • the passenger upon entering the public transport means, inserts his P.P.I in the corresponding slot of the V.C.B. (6) If the passenger is carrying luggage, upon entering the station or the transportation vehicle.
  • a first embodiment provides for: (1) Continuous tracking of each vehicle of a bus line by the
  • Each vehicle is equipped with a P.P.I, which requires only the function of a low range transmitter for estimating the position.
  • the transmitter transmits only the encoded vehicle ID which includes:
  • the signal is captured by the I.C.S. network covering the urban area in question.
  • each I.C.S. receives the transmitted signal from each vehicle and transmits it to the C.C.U. and Operations Centre.
  • the Operations Centre receives both vehicle IDs and 30 the position of I.C.S., which transmitted the IDs and therefore the location of the station where the vehicle is in, can be estimated.
  • I.C.S.s In this embodiment, a relatively small number of I.C.S.s is uniformly distributed in the area of application and covers all the bus lines and vehicles' itineraries.
  • a series of code numbers corresponding to the commuters' ticket numbers This is automatically achieved by the ticket invalidation device provided in the Service of Information, Guidance and Processing for Boarding / Disembarkation Public Transportation means (2) .
  • the Operations Centre through the C.C.U. and the I.C.S. network may transmit standard or non-standard messages.
  • the messages from the Operations Centre to the vehicle are supplemented by the vehicle's ID, namely: - Number of bus line - Number of vehicle
  • a turning angle of steering wheel sensor or compass is each time transmitted along the vehicle's ID and corresponds to the exact position of the vehicle along its course.
  • a network of I.C.S. centrally connected to a central data processing system ( Figure 9) .
  • the central data processing system is connected with Verification and Warning Probes (V.W.P.), that is an I.C.S. in miniature, which are installed in parking spaces of the area covered by the service.
  • V.W.P. Verification and Warning Probes
  • the verification and warning probes are presented in detail in the description part of the Service for the use of public transpor means.
  • the connection of the I.C.S. in a ring configuration is selected ( Figure 12) . No central processing system exists; instead inter-I.C.S.
  • the verification and warning probes of each parking space are connected, by one of the previously mentioned ways, to the nearest I.C.S.
  • the user is again equipped with a P.P.I.
  • Both the station (and the probes) and the individual devices have all the characteristics described at the beginning of the embodiment.
  • a second embodiment provides apart from the P.P.I, for the cooperation between the I.C.S. network, the V.W.P. and any in-vehicle routing and drivers' guidance system, as long as the said system offers the following capabilities:
  • a third embodiment foresees use by the user of a simple "card” made of plastic, cardboard or other rigid material, as mentioned in the description of the embodiment for the Pedestrians' Information and Guidance Service (1) .
  • the operation of the Parking Service according to the three methods mentioned above is the following:
  • the I.C.S. transmits an encoded message which is received by the P.P.I, and translated into an audio and visual message for the user, informing that he is able to book a parking space on the spot.
  • the user presses the P.P.I. key corresponding to parking space booking.
  • the user By inserting the card to the respective I.C.S. slot, the user gives the code of his/her account. Thereafter, following instructions from the I.C.S, the user keys-in the above entioned details.
  • the method provides for:
  • the information is transmitted to the network of stations.
  • the I.C.S. In case of inavailability at the nearest parking place, it immediately checks the next one etc. until it finds the place. For the case of a ring network , the I.C.S. after receiving the request from the user, relays the data to the I.C.S. covering parking places near the destination place.
  • a map of the area with parking areas is presented on large panels installed in various points along the entry arteries.
  • the user is informed, through the stations and the V.W.P. of the parking area, of the booking and the vehicle details, as well as the time and duration of the booking.
  • the driver drives towards the parking area and enters it. Through the V.W.P. installed in the parking area, the entry is wirelessly or manually (keyed-in) verified.
  • the final charge on his/her account number is levied.
  • the main devices are: - The Portable Personal Device (P.P.I.) installed in each vehicle.
  • P.P.I. Portable Personal Device
  • the network of Information and Communication Stations installed in the area for its uniform coverage.
  • the in-vehicle P.P.I transmits in fixed (timewise or distancewise) intervals the I.D. of the vehicle which is transmitted to the nearest I.C.S. and retransmitted to the C.C.U. and the Operations Centre. From the installation location of the I.C.S., the vehicle position is estimated within the reception range of the I.C.S. receiver or respectively the transmission range of I.C.S.
  • the vehicle is equipped with a mechanism for position location on the road network. If the Operations Centre is aware of the exact vehicle position, eventually, on the road network, based on the position details received (e.g. every 20 sec.) it may reproduce on a numerically encoded piece of paper the course of the vehicle and its position.
  • the stipulations of the SERVICE OF CONTROL OF PUBLIC TRANSPORT MEANS are also to apply here, i.e.: Through P.P.I, and I.C.S., the driver of each vehicle transmits to the Operations Centre standard or free messages.
  • the Operations Centre transmits instructions concerning the manoeuvres that a driver has to carry out, which are distributed to the I.C.S. installed along the route of the particular vehicle.
  • the driver drives by the first I.C.S. he/she is informed, for example, of TURN RIGHT, STRAIGHT 150m/, by the second I.C.S. TURN LEFT, STRAIGHTFORWARD 200m, STOP and so forth.
  • the in-vehicle P.P.I is permanently istailed and each driver or passenger may eventually activate it to transmit S.O.S. signal.
  • the activation of the in-vehicle P.P.I, for transmission of S.O.S. signal is achieved through switches installed in various spots of the vehicle or wirelessly by switches carried by the passengers.
  • the P.P.I, of the establishment apart from trasnmitting S.O.S. signals, also transmits the position code of the establishment.
  • the activation of P.P.I, for S.O.S. signal transmission and immediate intervention is provided and carried out automatically by the shock wave caused by firing and explosion.
  • the activation switch is a sensor, sensitive to shock waves caused by firing and explosions, that activates the said P.P.I, worn by a person or installed in a building, vehicle or area.
  • the P.P.I transmits two signals of differet intensity.
  • the position of I.C.S. each time re-transmitting the signal, indicates the location of transmission.
  • the I.C.S. disposes of a device that registers the audio information for a short time period. If a certain P.P.I, becomes activated due to firing or explosion, the Operations Centre automatically requests from the nearest I.C.S. to transmit the audio information that was registered in the last few seconds. The audio signal is amplified and analysed in the Operations Centre in order to verify if it was caused by explosion, firing or a random loud noise.
  • a similar method of verification can be installed in guarded vehicles and buildings.
  • the Operations Centre monitors the movement of the police patrol cars. For the most important tasks, the fleet includes: - Very fast motor bikes
  • the Operations Centre when using the FLEET MOVEMENT control service (5), is regularly updated with vehicle positions, displayed on a screen, and is able to draw its itinerary and transmit instructions.
  • the Operations Centre carries out following:
  • the fleet movement serves the purpose of deceiving eventual perpertrators and terrorists, of power demostration and of reinforcing the sense of security of the inhabitants.
  • a vehicle In the service of alert, a vehicle is or a group of vehicles are assigned with the supervision of an area likely to be assaulted and with the constant alert to intervene if need be, as in the previous service.
  • the said areas are those where an ORANGE S.O.S. signal was transmitted from or which, according to the statistics or other information available to the police, are suspected for assault.
  • the vehicles proceed to the possible targets or the wider area, according to a strategic plan, aiming at:
  • the movements of the fleet consist part of the Operations Centre planning and the result of experience gained from handling similar incidents.
  • the S.O.S. signal is transmitted from the P.P.I. towards the nearest I.C.S. (112), which might also be the in-vehicle transmitter of the particular user and thereafter towards the network of I.C.S. (113) .
  • Both the transmitters and the I.C.S. bear a code number corresponding to their exact position of installation.
  • This Service is based on:
  • P.P.I. Portable Personal Information and Communication Device equipped by a short range transmitter-receiver
  • large monitors are installed in the Operations Centre of the General Staff, in the military operations Headquarters and wherever necessary, which display the digital map of the area of military operations, wherein the officers observe the developments and act accordingly.
  • Minefields Registration of mine positions is easy since every geographical point is digitised. A vehicle can safely move through the minefield when guided by computer.
  • the digitised maps that present the positions of tanks, artillery, missiles, mortars and other weapons, enable the graphical representation of the range and the fire capacity that they may cover within the enemy territory.
  • the range of each weapon may be presented in a different colour in order to give the Officers a "panoramic" view of the field of operations.
  • the digital maps concerning the enemy territory are displayed on the screen of the Operations Centre, next to the ones of the friendly territory. Every information is digitised and displayed on the map. The ascertained or possible positions of the enemy artillery are graphically presented with their firing range towards the friendly territory.
  • the said P.P.I is installed in the vehicle, on board a ship or an object to guard, in a position where it is not easily located.
  • This service for the operation of the P.P.I provides:
  • the transmitter requires special protection.
  • the vehicle for the purposes of this service is equipped with: a sensor (for monitoring the change of interior air pressure, for vibrations, for acceleration etc.) which detects possible changes in the operation or the position of the vehicle, boat or object.
  • the theft signal transmitter is automatically activated.
  • the trasnmission of the theft signal starts a few minutes after its activation.
  • the signal may be cancelled only if a certain code number is keyed-in.
  • the power supply of the transmitter does not depend on the electric circuit of the vehicle or boat or object.
  • the Operations Centre may be the office of a private service which has undertaken to supervise and protect the insured objects. It disposes of a fleet of high speed vehicles that it guides and controls (see the service of fleet traffic control [5] ) for supervision of robbery targets, perpetrators pursuit and recovery of stolen items.
  • the memory unit of the C.C.U. in the Operations Centre is loaded with full details on every covered and protected object. Thus, if it receives the identity of the object along with the signal of its theft, the file containing full data is automatically retrieved from its memory and they are transmitted to the surveying vehicles .
  • images e.g. digital video technology
  • the Operations Centre controls the position and course of the vehicles from a number of monitors displaying the unfolding of the operation.
  • details (and/or images) of the object are retrieved from the memory of the C.C.U. whilst the signal of the object is received and the course of the nearest surveillance vehicle is automatically displayed on the monitor for the tracing of the suspects.
  • This service aims at building safe-guarding and protection.
  • This service is similar to "Alarm and Action Coordination Service in case of criminal and terroristic acts (6) , but its main scope is building safe-guarding and protection. In relation with:
  • each area under protection is equipped with a number of suitable sensors, such as:
  • Each building under protection is also equipped with a P.P.I, which transmits a code when actuated.
  • the transmitted code consists of:
  • This service is offered to individuals who desire or need special treatment, such as: - Individuals with some kind of a health problem and which might need at some instant immediate action from a medical service.
  • An embodiment of the service is the following:
  • the individual who desires use of this service is supplied with a P.P.I, which, depending on the circumstances and by depression of the corresponding buttons transmits one or more numeric codes.
  • P.P.I key serves a different purpose, i.e. :
  • a single identity key contains grades which characterise the urgency of the situation. Such grades are:
  • This information is recorded according to the desires of the individual who will use this service and are, in a first embodiment :
  • the C.C.U. notifies automatically the medical centre or the consulting doctor about the identity of the patient. In addition however, it makes available to the medical centre the details of the ICS of the area in which the signal is received so that the location of the individual requesting assistance can be pinpointed.
  • Position identification is done using one of the abovementioned methods, namely:
  • the C.C.U. presents the Operations Centre with the details of the individual requesting assistance as well as the nature of the assistance requested.
  • the C.C.U. notifies (automatically or via the Operations Centre) the service or the individual whose assistance is requested by the user. Notification is carried out by following a reverse path through the I.C.S. or via the telephone service or via a special/dedicated network in order to cover all contigencies as, for example, by a direct connection with the tourist police HQs.
  • the C.C.U. communicates with the user immediately after it receives the signal, and by following a reverse path through the I.C.S. network to the area where the user was located, it confirms to him by audio signals or visually through the P.P.I, that the request is being processed and advises him to wait for assistance.
  • a large number of vehicles are equipped (as a first embodiment) with a P.P.I.
  • a simple transmitter sending a simple encoded signal which is common for all the vehicles.
  • Both the P.P.I, and the transmitter send the same encoded signal at regular intervals which are common for all the vehicles, for example every 10 seconds precicely.
  • the vehicles passing near the network of I.C.S.s send the encoded signal via the I.C.S.s to the Operations Centre and the C.C.U.
  • Each I.C.S. records and transmits all the signals received within the 10 second interval from the vehicles passing by and also stores in the memory unit of the I.C.S. the exact time each signal was received. It then compares these times with the ones from the following 10 second interval. All received signals which correspond to the same instant of the regular interval, correspond also to the vehicles which are located within the area covered by the I.C.S. for the duration of the two samplings. The signals which do not match up in the two samplings correspond to vehicles that entered (or left) the surveilled area during the two samplings.
  • the length of the time interval for receiving and transmitting the common signal is selected in such a way that it is possible to draw positive conclusions under normal conditions and speeds, which occur in urban centres.
  • the length of this interval (e.g. the abovementioned 10sees) is derived both from the observed vehicle speeds and the density of the I.C.S.s within the covered area.
  • Identification of the road from which a given I.C.S. monitors the vehicles passing by can be achieved in a number of ways such as: coverage of the urban road network with a network of I.C.S.s.
  • Each I.C.S. relays at regular intervals the traffic situation to the Operations Centre, where after processing by the C.C.U. this situation is recorded on a map of the road network of the urban centre. If the road map of the urban centre is saved in the memory of the C.C.U., the traffic information for the road network is ready for processing by the C.C.U. and the required actions for resolving the critical situations can be dictated automatically by the C.C.U.
  • the I.C.S. network transmits an encoded signal depending on the loading of the road network in such a way that its reception from the P.P.I, corresponds to a message to the driver to use public transportation means during rush hours or to avoid using his own vehicle.
  • a number of priorities is foreseen, each priority corresponding to a different code.
  • the I.C.S.s transmit information to vehicles whose priority allows them to circulate in corresponding parts of the road network. Low priority vehicles are informed about the possible times for use of the road network. If an I.C.S. which controlls a part of a road receives a signal corresponding to a priority which is not allowed, it automatically informs via the C.C.U. the road network security service so that it apprehends the violator.
  • the user equipped with a P.P.I informs via the I.C.S. the Operations Centre about his/her position and requests taxi services.
  • the C.C.U. through the service of control of vehicle fleets [5] , informs the nearest available vehicle and serves the applicant.
  • the applicant may transmit from the P.P.I, his/her destination or position to be later on (e.g. two hours later) .
  • the Operations Centre and C.C.U. inform the nearest vehicle and determine the course to be followed in order to reach the user. They estimate the duration of trip taking into account the traffic congestion at the particular time and guide the taxi.
  • each taxi driver may request from the C.C.U. to provide alternative courses to the specific destination, instructions on courses to follow or the location of a destination, may communicate through the in-vehicle P.P.I, with the P.P.I, of nearby users if they transmit at the time the taxi is passing by their destinations, selecting the customers to be served.
  • the present service may be combined with any of the services of the present method, wherein transfer of an individual in case of emergency or accident etc. is necessary. 13.
  • Surveillance and Information Service concerning the existence of ice, fog, strong winds or water along a road network segment and Atmospheric Pollution Control
  • I.C.S.s are linked wirelessly or with wired connections with detection sensors for:
  • the I.C.S. is automatically activated and transmits a message to the Operations Centre and the C.C.U. concerning the condition of the road surface and area under control. Thereafter, through the I.C.S. network, the drivers are informed about the road surface condition in various spots, in order to avoid them.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Traffic Control Systems (AREA)
  • Mobile Radio Communication Systems (AREA)

Abstract

Procédé de communication continue bidirectionelle par fils ou par voie radioélectrique entre les personnes, les véhicules et les appareils dans les centres urbains et les zones plus étendues, de manière à répondre aux besoins des habitants de la zone d'application et à leur proposer des services, assurant notamment: l'infomation et le guidage des piétons, l'information, le guidage et la gestion de l'embarquement, du débarquement et des réservations pour les transports publics; la commande et le guidage à partir d'un poste central de commande assurant la coordination, la sécurité et l'efficacité des déplacements des véhicules d'un parc autombile (police, livreurs, ambulances, pompiers, etc.) (gestion de parc); la localisation de places de parking et le guidage et la gestion d'une procédure de stationnement dans les parkings; la mise en place d'un système intégré permettant de donner l'alerte et d'assurer une action immédiate coordonnée lors d'un acte de violence, d'un attentat terroriste, d'un incendie ou d'une urgence médicale; l'avertissement automatique du service correspondant et l'intervention en vue de réguler la circulation lors d'un événement imprévu tel qu'un accident de la circulation, cela afin de donner la priorité à certains types de véhicule; l'échange de messages entre les piétons et les automobilistes dans les zones d'application (téléphone mobile); l'appel et le suivi automatiques de taxis; la fourniture d'informations concernant les réservations d'hôtel, les manifestations sportives, les concerts, etc., notamment des informations détaillées sur la disponibilité des places, les horaires, les tarifs, etc.; et la surveillance du réseau routier d'une zone plus étendue en vue de signaler aux automobilistes la présence de verglas sur la chaussée, d'une inondation, de brouillard, de rafales de vent sur un tronçon routier, ou d'un cas de pollution atmosphérique. Le procédé est appuyé par des cartes numériques, des bases de données, une unité centrale de commande et de traitement de données, des unités de soutien et un procédé de radiogoniométrie.
PCT/GR1993/000020 1992-11-11 1993-11-11 Procede integre de guidage, de commande, d'information, de protection et de communication WO1994011853A1 (fr)

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US8246376B2 (en) 2009-09-14 2012-08-21 Better Place GmbH Electrical connector with flexible blade shaped handle
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US9606013B2 (en) 1996-01-23 2017-03-28 En-Gauge, Inc. Remote fire extinguisher station inspection
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US7574911B2 (en) 1996-01-23 2009-08-18 Mija Industries, Inc. Remote fire extinguisher station inspection
US7450020B2 (en) 1996-01-23 2008-11-11 Mija Industries, Inc. Signaling pressure detection assembly
US7271704B2 (en) 1996-01-23 2007-09-18 Mija Industries, Inc. Transmission of data to emergency response personnel
US7188679B2 (en) 1996-01-23 2007-03-13 Mija Industries, Inc. Remote fire extinguisher station inspection
US7174783B2 (en) 1996-01-23 2007-02-13 Mija Industries, Inc. Remote monitoring of fluid containers
EP0869466A4 (fr) * 1996-07-09 2003-07-16 Matsushita Electric Industrial Co Ltd Systeme d'information sur la circulation pietonne, dispositif a memoire dudit systeme et processeur de donnees de circulation pietonne
WO1998010536A1 (fr) * 1996-09-04 1998-03-12 Citycom S.P.A. Systeme de reception et de transmission de signaux
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US6640098B1 (en) * 2000-02-14 2003-10-28 Action Engine Corporation System for obtaining service-related information for local interactive wireless devices
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US10684350B2 (en) 2000-06-02 2020-06-16 Tracbeam Llc Services and applications for a communications network
US10641861B2 (en) 2000-06-02 2020-05-05 Dennis J. Dupray Services and applications for a communications network
US11610241B2 (en) 2001-05-22 2023-03-21 Mobile Maven Llc Real estate transaction system
US9875492B2 (en) 2001-05-22 2018-01-23 Dennis J. Dupray Real estate transaction system
EP1271383A3 (fr) * 2001-06-27 2004-04-07 Seiko Epson Corporation Système de fourniture d'information de guidage
EP1271383A2 (fr) * 2001-06-27 2003-01-02 Seiko Epson Corporation Système de fourniture d'information de guidage
WO2003042952A1 (fr) * 2001-11-13 2003-05-22 Daytech Mfg.Ltd. Systeme de traitement de donnees servant a constituer des arrets de transit dans un systeme de transit
WO2003058579A1 (fr) * 2002-01-09 2003-07-17 Klaus Rapf Procede pour signaliser un souhait d'arret en un point d'arret a la demande
WO2005057441A1 (fr) * 2003-12-03 2005-06-23 France Telecom Procede et systeme de gestion de mobilite de services de telecommunications sur des dispositifs d’interfaces humaines repartis, plate-forme de fourniture de services
FR2863380A1 (fr) * 2003-12-03 2005-06-10 France Telecom Procede et systeme de gestion de mobilite de services de telecommunications sur des dispositifs d'interfaces humaines repartis, plate-forme de fourniture de services
US9609287B2 (en) 2005-03-02 2017-03-28 En-Gauge, Inc. Remote monitoring
US9478121B2 (en) 2008-02-13 2016-10-25 En-Gauge, Inc. Emergency equipment power sources
US8981927B2 (en) 2008-02-13 2015-03-17 En-Gauge, Inc. Object Tracking with emergency equipment
US8454377B2 (en) 2008-09-19 2013-06-04 Better Place GmbH System for electrically connecting batteries to electric vehicles
US8164300B2 (en) 2008-09-19 2012-04-24 Better Place GmbH Battery exchange station
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US8118147B2 (en) 2009-09-11 2012-02-21 Better Place GmbH Cable dispensing system
US8246376B2 (en) 2009-09-14 2012-08-21 Better Place GmbH Electrical connector with flexible blade shaped handle
US8035341B2 (en) 2010-07-12 2011-10-11 Better Place GmbH Staged deployment for electrical charge spots
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US10849089B2 (en) 2010-08-23 2020-11-24 Finetrak, Llc Resource allocation according to geolocation of mobile communication units
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US9041534B2 (en) 2011-01-26 2015-05-26 En-Gauge, Inc. Fluid container resource management
US10540622B2 (en) 2011-01-26 2020-01-21 En-Gauge, Inc. Fluid container resource management
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US10692149B1 (en) 2013-12-06 2020-06-23 Allstate Insurance Company Event based insurance model
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