EP0136691B1 - Procédé pour l'enregistrement d'endroits hasardeux dans un système de guide et d'information pour véhicules terrestres - Google Patents

Procédé pour l'enregistrement d'endroits hasardeux dans un système de guide et d'information pour véhicules terrestres Download PDF

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Publication number
EP0136691B1
EP0136691B1 EP84111727A EP84111727A EP0136691B1 EP 0136691 B1 EP0136691 B1 EP 0136691B1 EP 84111727 A EP84111727 A EP 84111727A EP 84111727 A EP84111727 A EP 84111727A EP 0136691 B1 EP0136691 B1 EP 0136691B1
Authority
EP
European Patent Office
Prior art keywords
hazard
message
vehicle
control centre
transmitted
Prior art date
Legal status (The legal status 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 status listed.)
Expired
Application number
EP84111727A
Other languages
German (de)
English (en)
Other versions
EP0136691A3 (fr
EP0136691A2 (fr
Inventor
Romuald Dipl.-Ing. Von Tomkewitsch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Priority to AT84111727T priority Critical patent/ATE35742T1/de
Publication of EP0136691A2 publication Critical patent/EP0136691A2/fr
Publication of EP0136691A3 publication Critical patent/EP0136691A3/xx
Application granted granted Critical
Publication of EP0136691B1 publication Critical patent/EP0136691B1/fr
Expired legal-status Critical Current

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Classifications

    • 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

Definitions

  • the invention relates to a method according to the preamble of claim 1.
  • Such guidance and information systems are known.
  • a guidance system for individual traffic is described in DE-OS 2 936 062, in which guidance information is transmitted from a host computer via beacons to the passing vehicles.
  • the vehicle For the processing of the guidance information, for the input of the target information and for the acquisition of the vehicle data, such as the distance covered by amount and direction, vehicle speed, vehicle identification, the vehicle has an on-board device which essentially has a device for acquiring the vehicle data and a navigation device has a terminal for input and display, as is already known from DE-OS 2 941 331 and DE-OS 2 936 062.
  • EP-A-0 029 201 corresponds to DE-OS 2 945 852
  • a method for traffic detection in a guidance and information system for individual traffic is known, in which data from the vehicle to the beacons and from there to a host computer be transmitted.
  • the travel times are measured in two vehicles with timers between two beacons. These travel times are transmitted together with the location information of the first beacon passed to the second beacon passed and taken into account when developing new guidance recommendations. Based on the measured travel times, the traffic volume and any traffic congestion are inferred, so that appropriate guidance can be given to the vehicles.
  • a detection of a danger point or even a danger message from the vehicle is not possible with the known method.
  • an emergency radio system for drivers is e.g. B. from the magazine "Message Technology Electronics” No. 2, 1980, pp 60-62, known. There it is described that an emergency can be reported anywhere and at any time using the “Auto Emergency Radio System”, or roadside assistance can also be requested.
  • This system has the advantage that the accident vehicle can make an emergency call itself.
  • a system with a large number of direction finders is disadvantageously required to locate the vehicle involved in the accident.
  • Several frequencies are also necessary for subsequent radio communication with the vehicle transmitter and therefore for such a car emergency radio system. Reports of danger points, as explained above, are not intended for the detection of accident risk points.
  • DE-A-2 362 071 describes a wireless emergency call system in which an emergency call (e.g. emergency or breakdown service) is sent via a vehicle transmitter to collective receivers which are arranged at large intervals on highways by pressing a button. This is encoded, i.e. with the type of emergency call and the location of the collective recipient who has received, forwarded to a higher-level center, for example wired.
  • an emergency call e.g. emergency or breakdown service
  • This is encoded, i.e. with the type of emergency call and the location of the collective recipient who has received, forwarded to a higher-level center, for example wired.
  • the position of the vehicle cannot be determined precisely because, for example, two or three collective receivers have received the emergency call and the vehicle position can therefore only be determined roughly within a large area or a longer distance.
  • no information can be given to the vehicle, especially not to a vehicle approaching the danger point, and can be displayed there.
  • the object of the invention is to detect, in a known guidance and information system for road vehicles in individual traffic, accident-prone danger spots, as explained above, or accident spots in order to warn vehicles that are approaching the danger or accident spots early and quickly in the event of an accident and to enable targeted aid measures.
  • a hazard message is initiated with a message button that is arranged in the vehicle at the terminal of the navigation device for the guidance and information system.
  • the type of danger can be identified.
  • the message is transmitted, for example, when passing the next beacon from the vehicle to the beacon and from there generally to the control center in line.
  • the danger messages recorded by the master computer are transmitted via the control and information system as a warning to a danger point to those vehicles which are moving towards the danger point and are passing through beacons from which the information is transmitted to the vehicles, for example with infrared light.
  • this method of detecting the danger point has the advantage that dangers can be reported and help can be obtained and, on the other hand, other road users can be reliably informed or warned of such danger points at an early stage.
  • the vehicle In order to be able to report an accident or breakdown report from a vehicle that has broken down in such a control and information system, the vehicle additionally has a simple radio transmitter that is assigned to the navigation device.
  • the accident report is sent in a known manner by radio, the position of the vehicle being automatically transmitted according to the invention by means of the navigation device.
  • the control center can initiate appropriate measures based on the type of notification.
  • This accident emergency notification procedure has the decisive advantage that the exact position of the vehicle is also automatically sent. This eliminates the need for a large number of complex direction finders to laboriously locate the vehicle after placing an emergency call. It is also avoided that only a rough position is given for a certain area or a large section of the route.
  • the identifier of the vehicle can also be transmitted. This is, for example, the type of vehicle (car, bus, truck) or the type of cargo (tanker, dangerous cargo, etc.).
  • the license plate of the vehicle can also be transferred.
  • a separate, appropriately labeled message button can be provided for the respective message type in a known manner. If there are not too many types of message provided, this is a simple and practical arrangement for triggering an accident or danger message by pressing the corresponding button.
  • the danger message can be triggered or initiated and the type of danger can be identified with just one message button.
  • the type of the various hazard messages is displayed one after the other by pressing the report button on the terminal. If there is a corresponding danger displayed in the terminal, the report button is pressed again so that the danger displayed there is reported and transmitted to the control center.
  • the “accident” hazard message is automatically transmitted from the vehicle that is directly involved in the accident to the control center or from there to the emergency control center.
  • the driving speed of the vehicle which is recorded anyway by the navigation device, is used. If the vehicle speed is suddenly decelerated from a predetermined minimum speed to the value zero, i.e. if the vehicle comes to a stop suddenly, the “traffic accident” hazard message is sent via the radio transmitter.
  • This method has the advantage that an accident can also be reported if the driver himself is no longer able to do so because, for example, he has suffered a shock or is injured so much that he can no longer operate the report button.
  • the accident report provided to avoid an error message, which can occur, for example, if the vehicle suddenly with an emergency stop i.e. with blocking wheels, is braked. If the blocked wheels move again within a predetermined time, for example several seconds, the initiated accident report is interrupted and not sent.
  • the engine in the event of a sudden braking of the vehicle until the wheels lock or until the vehicle comes to a standstill, the engine can also come to a standstill, as is the case in an accident, as an undelink to trigger an automatic Accident reporting can be used.
  • this method also expediently also provides a time delay of several seconds until the message is sent. If the engine is restarted within this delay time, the accident message will not be sent.
  • the hazard warning system can be switched on automatically when a hazard message is triggered if the vehicle is at the hazard message or is moving slowly (e.g. at walking speed), as is the case, for example, when there is a traffic jam slowly starts up or comes to a standstill.
  • the hazard warning system can also be switched on when the vehicle is driving slowly in the event of slow ice or fog. The acceleration of the vehicle, i.e. if the vehicle continues to drive or becomes faster, the hazard warning lights are switched off again.
  • the inventor can According to the method according to the invention, the danger message is initiated when the signaling button is pressed and is only issued after a delay.
  • the triggering of a hazard message is indicated optically and / or acoustically until the time the hazard message is transmitted or sent.
  • the triggered danger message can be reset within this time.
  • the driver can prevent a message by pressing a button within this time.
  • a hazard message in combination with the hazard warning system can be linked to one another in such a way that the hazard warning is initiated when the hazard warning system is switched on and that the hazard message is issued with the report button on the terminal.
  • the message can be prepared when the hazard warning lights are switched on.
  • the various types of hazard messages are displayed in sequence on the terminal, and the hazard message is issued by pressing the message button for the type of hazard message displayed.
  • the initiated emergency call message can be reset by switching off the hazard warning lights.
  • the method according to the invention provides that the license plate number of the vehicle, be it the vehicle license plate number or a type of travel call code for the vehicle, is always transmitted in the event of a danger message. This is done automatically, since an identifier is arranged in the navigation device, which also encodes the type of vehicle. If the type of vehicle is additionally identified, it can be seen whether an accident report is, for example, a bus, a tanker truck or a truck with a dangerous load. The police in the rescue control center can then initiate the appropriate relief measures. In the event of an accident, the “Bus” identifier shows that many people can be involved and that a corresponding number of emergency vehicles have to be dispatched. Labeling a dangerous cargo enables the appropriate measures to be taken immediately.
  • Such accident reports are expediently carried out with the emergency transmitter of the accident vehicle. If an accident report from an unaffected vehicle passing the accident site when passing the next beacon by transmitting the accident report from the vehicle to the lead beacon, it is not necessary in this case to determine the type of the reporting vehicle, i.e. the identifier of the vehicle type to be transmitted.
  • a manually triggered danger message can expediently only take place when the ignition is switched on. This is to prevent abuse, e.g. prevent children playing in the parked vehicle from reporting a danger or an emergency.

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Navigation (AREA)
  • Recording Measured Values (AREA)
  • Time Recorders, Dirve Recorders, Access Control (AREA)

Claims (10)

1. Procédé pour relever des points dangereux dans un système de guidage et d'information pour véhicules routiers, dans la circulation individuelle, selon lequel un dispositif de navigation avec un terminal pour l'introduction de coordonnées de lieu afin d'indiquer une destination, de même qu'un dispositif de transmission d'informations sont installés dans le véhicule, selon lequel des balises de guidage sont disposées fixes dans la zone de la chaussée, balises qui transmettent des informations de lieu provenant d'un centre de guidage à des véhicules passant devant la balise, et qui reçoivent des messages des véhicules et les transmettent au centre de guidage, et selon lequel au moins une touche de signalisation d'accident ou de dangers, prévue en plus sur le terminal, permet de transmettre un message sur un accident ou un point de danger au centre de guidage et, éventuellement, à un centre de secours, avec indication de la nature du danger et avec la possibilité de déterminer la position du véhicule, caractérisé en ce que la position est transmise automatiquement, en même temps que le message de danger, au passage de la balise de guidage suivante, la transmission s'effectuant depuis le véhicule à la balise et de là au centre de guidage, et que de tels messages de dangers sont transmis par le centre de guidage et au moyen de balises de guidage aux véhicules se dirigeant vers le point de danger, où ces messages sont affichés sur le terminal du véhicule.
2. Procédé selon la revendication 1, caractérisé en ce qu'un émetteur radio est coordonné en plus au dispositif de navigation dans le véhicule, émetteur par lequel le message de danger «accident» est transmis automatiquement, à l'aide de récepteurs radio, au centre de guidage et de là au centre de secours, dès que la vitesse du véhicule descend brusquement d'une valeur minimale préfixée à zéro, la position du véhicule, déterminée par le dispositif de navigation, étant transmise en même temps.
3. Procédé selon la revendication 1 ou 2, caractérisé en ce qu'une caractéristique du véhicule (nature, chargement, éventuellement numéro d'immatriculation du véhicule) est transmise en même temps, en supplément au message de danger.
4. Procédé selon l'une des revendications précédentes, caractérisé en ce que la nature du danger est indiquée à l'aide de seulement une touche de signalisation, le premier actionnement de cette touche déclenchant l'affichage l'un après l'autre de différents types de messages sur le terminal et le nouvel actionnement de la touche, à l'affichage du type de message correspondant, provoquant la transmission du message de danger.
5. Procédé selon la revendication 2, caractérisé en ce que le message de danger «accident» est transmis seulement lorsque la vitesse du véhicule reste nulle pendant un temps pouvant être prévisé et qui est par exemple inférieur à une minute.
6. Procédé selon la revendication 2, caractérisé en ce que le message de danger «accident» est transmis avec un retard, lorsque le moteur du véhicule ne marche plus et lorsque le moteur n'est pas redémarré dans un temps de retard, pouvant être préfixé, qui est par exemple de plusieurs secondes.
7. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'unitiation d'un message de danger, alors que le véhicule roule lentement ou est à l'arrêt, provoque l'enclenchement automatique des feux de détresse, lesquels sont coupés de nouveau en cas de réaccélération persistante du véhicule.
8. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'un message de danger, pouvant avoir été introduit ou déclenché automatiquement, est transmis avec un temps de retard, le message étant affiché optiquement et/ou indiqué acoustiquement jusqu'à la transmission et le message initié étant susceptible d'être annulé pendant ce temps.
9. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'un message de danger est initié avec l'enclenchement des feux de détresse, que les différents types de messages sont affichés l'un après l'autre sur le terminal et que l'actionnement de la touche de signalisation de danger provoque la transmission du message de danger, l'arrêt des feux de détresse permettant d'annuler un message de danger initié.
10. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'un message de danger ne peut être transmis par l'actionnement de la touche de signalisation que quand l'allumage est branché.
EP84111727A 1983-10-04 1984-10-01 Procédé pour l'enregistrement d'endroits hasardeux dans un système de guide et d'information pour véhicules terrestres Expired EP0136691B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT84111727T ATE35742T1 (de) 1983-10-04 1984-10-01 Verfahren zur erfassung von gefahrenstellen in einem leit- und informationssystem fuer strassenfahrzeuge.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3336092 1983-10-04
DE19833336092 DE3336092A1 (de) 1983-10-04 1983-10-04 Verfahren zur erfassung von gefahrenstellen in einem leit- und informationssystem fuer strassenfahrzeuge

Publications (3)

Publication Number Publication Date
EP0136691A2 EP0136691A2 (fr) 1985-04-10
EP0136691A3 EP0136691A3 (fr) 1985-06-05
EP0136691B1 true EP0136691B1 (fr) 1988-07-13

Family

ID=6210974

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84111727A Expired EP0136691B1 (fr) 1983-10-04 1984-10-01 Procédé pour l'enregistrement d'endroits hasardeux dans un système de guide et d'information pour véhicules terrestres

Country Status (3)

Country Link
EP (1) EP0136691B1 (fr)
AT (1) ATE35742T1 (fr)
DE (2) DE3336092A1 (fr)

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DE3742707A1 (de) * 1986-12-17 1988-07-21 Raula Scandi Marketing Hb Verfahren zum automatischen abgeben von verkehrsinformationen und vorrichtung zur durchfuehrung des verfahrens
DE3805810A1 (de) * 1988-02-24 1989-09-07 Amend Volker Kommunikationssystem fuer fahrzeuge
DE9004703U1 (de) * 1990-04-26 1990-08-09 ALLTEC Import Export Kfz.-Ersatzteile und -Zubehör GmbH, 6303 Hungen Warngerät für Kraftfahrzeuge
JP3058942B2 (ja) * 1991-06-27 2000-07-04 三菱電機株式会社 ナビゲーション装置
FR2696857A1 (fr) * 1992-10-08 1994-04-15 Kollen Philippe Dispositif pour le système d'alerte après collision.
DE4345274C5 (de) * 1993-03-03 2004-02-05 Klaschka, Rüdiger Navigationseinrichtung
DE4321348C2 (de) * 1993-06-26 2000-02-24 Line Elektro Electronic Gmbh E Verfahren und Vorrichtung zur Früherkennung und Meldung von Fehler- und Gefahrenquellen in schienengebundenen und schienenlosen Fahrzeugen des öffentlichen Nahverkehrs
GB9410231D0 (en) * 1994-05-21 1994-07-06 Abel Ian C Highway user hazard warning system
DE4421960C2 (de) * 1994-06-23 1996-09-05 Becker Gmbh Verfahren und Vorrichtung zur automatischen Alarmierung bei Fahrzeugunfällen
JP3521491B2 (ja) * 1994-08-31 2004-04-19 トヨタ自動車株式会社 路車間通信装置
DE19626114A1 (de) * 1996-06-28 1998-01-02 Sel Alcatel Ag Verfahren, fahrzeugseitige und stationäre Einrichtung zur individuellen Warnung vor Verkehrsstörungen
DE19828161B4 (de) * 1998-06-24 2015-04-30 Volkswagen Ag Navigationsvorrichtung für ein Kraftfahrzeug
DE10007573C1 (de) 2000-02-18 2001-09-27 Daimler Chrysler Ag Vorrichtung zur funkbasierten Gefahrenwarnung des Fahrers eines Kraftfahrzeugs
DE10207488B4 (de) * 2002-02-22 2006-02-16 Daimlerchrysler Ag Verfahren zur Informationserzeugung in einem Fahrzeug
DE10338759A1 (de) 2003-08-23 2005-03-17 Daimlerchrysler Ag Vorrichtung eines Kraftfahrzeuges zur Bereitstellung unfallbezogener Daten
DE102006000509B4 (de) 2006-12-07 2008-11-13 Signalbau Huber Gmbh Unfallbezogene Steuerung einer Verkehrssignalanlage

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DE1491907A1 (de) * 1966-01-28 1969-07-17 Franz Boehm Mobiler HF-Verkehrswarnfunk mit automatischem Unfallschalter,Pannenmeldung und HF-Hilferuf
FR2130021B3 (fr) * 1971-03-26 1973-12-28 Boutier Noel
DE2362071B2 (de) * 1973-12-13 1979-04-26 Tesla, N.P., Prag Drahtloses Notrufsystem
DE2945852A1 (de) * 1979-11-13 1981-05-21 Siemens AG, 1000 Berlin und 8000 München Verfahren zur verkehrserfassung in einem leit- und informationssystem fuer den individualverkehr

Also Published As

Publication number Publication date
EP0136691A3 (fr) 1985-06-05
ATE35742T1 (de) 1988-07-15
EP0136691A2 (fr) 1985-04-10
DE3336092A1 (de) 1985-04-18
DE3472725D1 (en) 1988-08-18

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