EP1302920B1 - Système pour administrer une pluralité de véhicules - Google Patents

Système pour administrer une pluralité de véhicules Download PDF

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Publication number
EP1302920B1
EP1302920B1 EP01830642A EP01830642A EP1302920B1 EP 1302920 B1 EP1302920 B1 EP 1302920B1 EP 01830642 A EP01830642 A EP 01830642A EP 01830642 A EP01830642 A EP 01830642A EP 1302920 B1 EP1302920 B1 EP 1302920B1
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EP
European Patent Office
Prior art keywords
communication apparatus
vehicle
taxi
main
contr
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 - Lifetime
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EP01830642A
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German (de)
English (en)
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EP1302920A1 (fr
Inventor
Giorgio Bosia
Domenico Canepa
Cristina Carnevali
Giulio Chiarini
Riccardo Crovetto
Riccardo Genova
Fermo Marino
Maurizio Mazzucchelli
Alessandro Sasso
Vincenzo Vernetti
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Enterprise Sas Di C Carnevali
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Enterprise Sas Di C Carnevali
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Priority to EP01830642A priority Critical patent/EP1302920B1/fr
Priority to DE60102163T priority patent/DE60102163T2/de
Priority to AT01830642T priority patent/ATE260505T1/de
Publication of EP1302920A1 publication Critical patent/EP1302920A1/fr
Application granted granted Critical
Publication of EP1302920B1 publication Critical patent/EP1302920B1/fr
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles

Definitions

  • the present invention relates to a system for managing a plurality of vehicles which are to provide a service such as, for example, the transportation of people or goods within a territory.
  • the present invention relates particularly, but not exclusively, to a system for managing a taxi service.
  • a taxi service is generally managed by a plurality of people (operators, cooperatives, etc.) who operate in a common territory and who have available taxi ranks or parking areas indicated by suitable notice boards.
  • the efficiency and competitiveness of a taxi service is closely correlated, amongst other things, with the period of time which elapses on average between the moment at which a user requests a taxi and the moment at which the requested taxi reaches the user.
  • This period of time is determined to a large extent by the ways in which a taxi can be requested and found.
  • the first method provides for the user to communicate telephonically with taxi-drivers who are in a taxi rank suitably provided with a fixed telephone (a telephone post).
  • the user thus speaks to the taxi-driver directly, specifying the address at which he wishes to be reached.
  • the second method provides for telephonic communication between the user and a suitable call centre the personnel of which arrange to find (for example, by means of radio links) the free taxi which should take the least time to reach the user at the address indicated.
  • the user may wait for fairly long periods of time before the operator of a call centre can confirm that an available taxi has been found.
  • the assessment of the time taken to reach the customer is based, in this case, exclusively on the taxi-driver's statements and may therefore not have the necessary accuracy.
  • a further disadvantage of the methods currently in use consists of the fact that taxi drivers are not supplied with information relating to the state of occupation of the various taxi ranks within the territory in which they operate. As a result, the distribution of the available taxis over the territory does not coincide with the distribution of the demand for the taxi service and, once again, this causes lengthy waiting times by the user as well as long journeys by the taxi-driver.
  • Document DE-A-4 429 852 discloses an hire vehicle transport system which includes a pool of vehicles, with a plurality of designated vehicle collection and return points each having an automated collection and return machine for verifying driver identity, and a central control linked in communication with the collection and return machines.
  • the object of the present invention is therefore to propose a system for managing a plurality of vehicles which overcomes the above-mentioned problems.
  • Figure 1 shows a telematics network or system 1 for managing a plurality of vehicles 5.
  • a telematics network or system 1 for managing a plurality of vehicles 5.
  • the telematics system 1 comprises a main node including a main management system 2 and one or more local nodes including respective local telecommunication devices 3.
  • the main management system 2, hereinafter referred to as the main system 2 can be connected to the local telecommunication devices 3 by connection means suitable for the transmission of signals (for example, free space, telephone lines, or optical fibres), represented by broken lines 200 in the drawing.
  • the taxis 5 operate within a territory 4, for example, a city, including a plurality of reference locations 6.
  • the reference locations are, for example, taxi ranks 6 for the taxis 5.
  • the local telecommunication devices 3, hereinafter referred to as local devices 3, are distributed over the territory 4 and are advantageously disposed in the taxi ranks 6.
  • Each local telecommunication device 3, hereinafter referred to as a local device 3, is an apparatus which is disposed, for example, in each taxi rank 6 and can detect the entry and exit of the individual taxis 5 to/from the taxi rank 6 and can communicate these "entry/exit" events to the main system 2.
  • a particular embodiment of a local device 3 is shown by means of functional blocks in Figure 2.
  • the local device 3 comprises a local RC-TR communication apparatus 9, a secondary processing and control system S-ELAB-CONTR-2, and a secondary TR-RC communication apparatus 11.
  • the local communication apparatus 9 comprises a receiver device for receiving or detecting data signals which are transmitted by suitable apparatus associated with the taxis 5 and can be detected when the taxis are in the corresponding taxi rank 6.
  • the local communication apparatus 9 is also such as to supply, at a port 202, signals received, obtained from the data signals detected.
  • the signals received which are supplied to the output 202 are digital electrical signals carrying a datum identifying the taxis 5 which are present in the taxi rank 6 and which are therefore available to perform the service.
  • the local communication apparatus 9 advantageously also comprises transmission means for transmitting interrogation signals to the taxis 5.
  • the local communication apparatus 9 may be a conventional short-range apparatus such as, for example, a radio-frequency device (for example, in accordance with the Bluetooth standard), or a receiver of infra-red light or acoustic signals.
  • the communication apparatus 9 may be formed by a video camera or television camera for suitable reading of symbols or "patterns" with which the taxis 5 are provided (for example, bar codes).
  • the range covered by the local communication apparatus 9 is preferably correlated with the size of the taxi rank 6.
  • the local communication apparatus 9 may advantageously be provided with a radio-modem card of known type having an adjustable range and operating at a frequency permitted by the legal norms and equal, for example, to 2.4 GHz.
  • the secondary processing and control system S-ELAB-CONTR-2 is suitable for receiving the digital electrical signals output by the port 202 of the local communication apparatus 9 and for processing them.
  • the secondary processing and control system S-ELAB-CONTR-2 is such as to make available at an output of its own (such as, for example, an interface unit IF-2), for example, signals which carry the identification data of the taxis 5 which are in the specific taxi rank 6 and a datum identifying the taxi rank 6.
  • the secondary processing and control system S-ELAB-CONTR-2 can also make available at an output of its own signals which, in addition to the datum identifying the taxi rank 6, also carry a datum correlated with the "entry/exit" event relating to a taxi 5 and the respective identification datum.
  • the secondary processing and control system S-ELAB-CONTR-2 also enables interrogation signals to be transmitted to the local apparatus 9 (to be retransmitted thereby to the taxis 5) and can generate signals for controlling and driving the apparatus 9 and the secondary communication apparatus 11.
  • the secondary processing and control system S-ELAB-CONTR-2 is connected to the port 202 of the local communication apparatus 9 and is connected to the secondary communication apparatus 11 by suitable connection means 201 such as, for example, data buses.
  • the secondary processing and control system S-ELAB-CONTR-2 may be formed by a programmable operating and control unit, preferably a microcomputer such as, for example, a personal computer PC, or by other suitable processing means.
  • a programmable operating and control unit preferably a microcomputer such as, for example, a personal computer PC, or by other suitable processing means.
  • FIG. 2 shows a particular embodiment of the secondary processing and control system S-ELAB-CONTR-2 illustrated by means of blocks representing modules which may be of the software and/or hardware type.
  • the secondary processing and control system S-ELAB-CONTR-2 comprises a processing unit PU, 10, a working memory 101, typically a RAM (random-access memory), a read-only memory 102 (a ROM), a first interface unit IF-1 for interfacing with the local communication apparatus 9 and a second interface unit IF-2 for interfacing with the secondary communication apparatus 11.
  • the processing unit PU, 10 and the components of the secondary processing and control system S-ELAB-CONTR-2 are suitably connected by connection means 200 such as conventional data buses.
  • the system S-ELAB-CONTR-2 also advantageously has a secondary vehicle database DB-2 in which data relating to the identification of each taxi 5 and preferably data indicative or the presence or absence of each taxi 5 in the corresponding taxi rank 6, are stored.
  • the secondary database DB-2 may be associated with the memory 101, which is advantageously of the non-volatile type, or the secondary database DB-2 may be stored in storage means separate therefrom.
  • the secondary processing and control system S-ELAB-CONTR-2 also has a secondary software module SW-2 for controlling the operation of the local device 3.
  • the secondary communication apparatus 11 includes suitable transmission means (not shown) for transmitting to the main system 2 signals carrying data identifying the taxis 5 present in the corresponding taxi rank 6 and data identifying the taxi rank itself. Moreover, in addition to the datum identifying the taxi rank 6, the secondary communication apparatus 11 can transmit signals which also carry data correlated with an "entry/exit" event relating to a taxi 5 and the respective identification datum.
  • the secondary communication apparatus 11 is preferably an apparatus suitable for operating within a cellular telephony system such as, for example, a GSM system, and may be formed by existing commercially available devices.
  • the secondary communication apparatus 11 comprises a cellular telephone apparatus, that is, a cellular telephone which can be connected to the secondary processing and control system S-ELAB-CONTR-2 in conventional manner.
  • the cellular telephone can be connected to a serial port of a programmable operation and control unit, preferably a microcomputer used as the secondary processing and control system S-ELAB-CONTR-2.
  • the secondary communication apparatus 11 may comprise apparatus for communication with the main system 2, operating by means of radio links or by other connection means such as, for example, telephone lines, optical fibres, or any suitable transmission channel.
  • the energy for supplying the above-mentioned components of the local device 3 may be provided by a supply system 12 suitably protected from voltage drops in the primary mains supply, or by an independent device such as, for example, a generator with photovoltaic panels.
  • the above-described components of the secondary node 3 are disposed in a housing 13 suitable for protecting them from external conditions- or phenomena which might affect their operation such as, for example, temperature variations, moisture, or magnetic fields.
  • the local device 3 may advantageously be protected from interventions by unauthorized people (for example, the housing 13 may be locked with a key or disposed in a place which is not accessible to unauthorized people).
  • FIG. 3 An embodiment of the main system 2 is shown in Figure 3 by means of functional blocks which may represent hardware and/or software components.
  • the main system 2 constitutes the heart of the system 1, can perform various functions, and may be disposed in a housing separate from the local devices 3, or may be disposed in the same housing as one of the local devices.
  • the main system 2 can receive the signals transmitted by each local device 3 and makes available at an output of its own signals carrying a datum relating to the "state of occupation of the taxi rank" for the taxi ranks 6, a datum identifying each taxi 5, and a datum relating to the service priority of each the taxis 5 which are standing in the respective taxi rank.
  • the main system 2 can also update a suitable database with which it is provided, on the basis of the data carried by the signals transmitted by the local devices 3.
  • the main system 2 is such as to receive the requests made by users (for example, by means of telephone calls) and to find the available taxi which is most suitable for the user's requirements.
  • the main system 2 comprises apparatus which performs the role of a telephone switchboard, enabling a telephone call made by a user and received by the main system 2 to be transferred to communication apparatus associated with a suitably selected taxi 5.
  • the main system 2 comprises a main processing and control system S-ELAB-CONTR-1, an updating RC-TR communication apparatus 14 for communicating with the respective local devices 3, and a transfer and communication apparatus COMM-SWT 15 for controlling communications with one or more users and/or with one or more taxis 5.
  • the main processing and control system S-ELAB-CONTR-1 is connected to the updating communication apparatus 14 and to the communication and transfer apparatus 15 by suitable connection means 204 including, for example, conventional data buses.
  • the main processing and control system S-ELAB-CONTR-1 is suitable for receiving the signals carrying the data identifying the taxis 5 and the information relating to the state of occupation of the taxi ranks 6 and for processing and storing this data.
  • the processing and control system S-ELAB-CONTR-1 is also such as to associate with each taxi 5 a priority datum, that is, a datum which enables a group of taxis to be arranged in order in a queue, so as to be able to establish the order of precedence in which these taxis may perform the service.
  • a priority datum that is, a datum which enables a group of taxis to be arranged in order in a queue, so as to be able to establish the order of precedence in which these taxis may perform the service.
  • the main processing and control system S-ELAB-CONTR-1 can also generate signals for controlling or driving the third communication apparatus 14 and the communication and transfer apparatus 15 in the manner which will be described in greater detail in the following description.
  • the main processing and control system S-ELAB-CONTR-1 may be formed by suitable processing means constituted, for example, by a conventional electronic processor (a computer).
  • this main processing and control system S-ELAB-CONTR-1 comprises a main processing unit PU, 16, a working memory 17 (for example, a RAM), and a read-only memory (a ROM) 18.
  • the main processing and control system S-ELAB-CONTR-1 further comprises a main, management software module SW-MNG-1 for managing the main system 2 in accordance with the invention.
  • this main, management software module is a computer program which can be loaded into a memory (for example, a mass memory) of the main processing and control system.
  • the main system S-ELAB-CONTR-1 includes a main database DB-1 and a road-traffic database DB-ROAD-COND.
  • the main database DB-1 is such as to hold registration data or information relating to each taxi 5 (for example, the number of a mobile telephone with which each taxi 5 is provided), topological information relating to the arrangement of the local devices 3 within the territory, and information relating to the state of occupation of each taxi rank 6 and the priority associated with each taxi 5 waiting in a respective taxi rank 6.
  • the road-traffic database DB-ROAD-COND contains a map of road conditions which associates a defined position with each address of a user of the taxi service, for example, by means of a pair of coordinates or, for example, by means of a data string corresponding to the name of a street.
  • the main processing unit 16 can determine the most convenient taxi rank 6 for that user and/or a plurality of taxi ranks 6 arranged in order of their convenience for the user, on the basis of the map of road conditions.
  • the most convenient taxi rank 6 may advantageously be selected not only on the basis of the spatial distance, that is, the taxi rank nearest to the area indicated by the user, but also on the basis of travelling time and/or costs.
  • the road-traffic database DB-ROAD-COND can preferably be modified on the basis of signals received from the exterior and/or by direct programming, so as to update changes in road conditions.
  • the map of road conditions can be modified over time, in parallel with changes in road traffic conditions.
  • the main database DB-1 and the road-traffic database DB-ROAD-COND may be associated with storage means separate from the working memory 17 (as shown in Figure 3), or may be associated with the working memory.
  • the main processing and control system S-ELAB-CONTR-1 includes an optional software module SW-VOC-M for the management of synthesized voice signals (a voice menu), stored on a suitable substrate (for example, a non-volatile mass memory such as a magnetic/optical substrate).
  • the software module SW-VOC-M enables a dialogue with the user who has contacted the taxi service to be managed by means of these voice signals.
  • the dialogue is directed towards the acquisition, in the main processing and control system S-ELAB-CONTR-1, of information/data relating to the address of the location at which the user requires the taxi 5.
  • the voice dialogue is advantageously such as to require a minimal number of question-reply cycles so as to have a limited duration.
  • the main processing and control system S-ELAB-CONTR-1 preferably has a software module SW-FIN-DEST-M which enables the most convenient taxi rank 6 for the taxi's next stop to be determined on the basis of the position of the location in which the taxi 5 is situated upon completion of the service (the destination location).
  • This module SW-FIN-DEST-M is, for example, operatively associated with the road-traffic database DB-ROAD-COND.
  • suitable units represented schematically by the blocks IF-3 and IF-4 in Figure 3, are provided for interfacing of the main processing and control system S-ELAB-CONTR-1 with the updating communication apparatus 14 and with the communication and transfer apparatus 15, respectively.
  • the updating communication apparatus 14 is such as to receive the signals which are transmitted by the secondary communication apparatus 11 included in each local device 3 and which carry data relating to the taxis 5 present in a respective taxi rank 6. Moreover, the updating communication apparatus 14 makes available on the bus 204, which is suitably connected to the main processing and control system S-ELAB-CONTR-1, detected signals carrying the data transmitted by each local device 3 and having, for example, the form of digital electrical signals.
  • the communication apparatus 14 is formed in a manner such as to be compatible with the secondary communication apparatus 11 and is therefore similar thereto and does not require further description.
  • it is transceiver apparatus suitable for operating in a cellular telephony system.
  • the communication and transfer apparatus 15 enables signals to be received/transmitted from/to a communication apparatus associated with a user 7. These signals carry data necessary for identifying a taxi rank 6 convenient for the user 7.
  • the apparatus 15 enables telephonic communications (on a fixed or mobile telephone network) or other telematics communications (for example, by means of the Internet) to be performed by a user who requires the taxi service.
  • the apparatus 15 enables a telephone conversation to be held with the user in order to acquire data relating to the service required.
  • This telephone conversation may take place between the user and an operator of the main system 2 or, preferably, may take place between the user and the synthesized voice managed by the above-mentioned software module SW-VOC-M, or by means of guide voice menus for interaction with the telephone keypad.
  • the communication and transfer apparatus 15 also has suitable transfer means which enable the communication taking place with the communication apparatus associated with the user (7) to be interrupted in order to establish a communication with a communication apparatus associated with the taxi 5.
  • the communication and transfer apparatus 15 enables the call made by the user 7 to the main system 2 to be transferred to an apparatus which is also telephonic and with which a suitably selected taxi 5 is provided.
  • the communication and transfer apparatus 15 thus enables direct telephonic communication also to be established between a driver of the taxi 5 and the user 7.
  • This call transfer may be performed by an operator (a switchboard operator) or, preferably, may be performed automatically by means of control or driving signals sent to the communication and transfer apparatus 15 by the main processing and control system S-ELAB-CONTR-1.
  • the main processing and control system S-ELAB-CONTR-1 has consultation means 205 (such as, for example, a monitor and a keyboard) which enable the operator to consult the road-traffic database DB-ROAD-COND and the main vehicle database DB-1 in order to be aware of the information relating to the most convenient taxi rank and to the identification of the taxi having highest priority, and its telephone number.
  • consultation means 205 such as, for example, a monitor and a keyboard
  • the communication and transfer apparatus 15 may be formed by hardware and/or software components of types which will be clear from this description to a person skilled in telecommunications.
  • the communication and transfer apparatus 15 may comprise a programmable telephone switchboard of known type, marketed, for example by Telecom Italia.
  • the communication and transfer apparatus 15 may comprise one or more telephone answering devices (not shown) provided with suitable apparatus (for example, modems) for interfacing with the specific telephonic telecommunication system (mobile or fixed) used by the user and with the main processing and control system S-ELAB-CONTR-1.
  • suitable apparatus for example, modems
  • the user may communicate with the main system 2 in order to request the taxi service by means of a telematics network such as the Internet or the Teletext network.
  • a telematics network such as the Internet or the Teletext network.
  • the user may fill in, by means of his own personal computer, a suitable form which can be displayed on a monitor.
  • main processing and control system S-ELAB-CONTR-1 may include a single computer, as shown in the embodiment of Figure 3, or may include a plurality of computers connected so as to constitute a network.
  • the selection between the use of a single computer and the use of a network of computers is connected with the amount of information to be managed and/or with the number of telephone lines to be switched towards the taxis 5, and/or with the optional capability for connection to an Internet network from which to receive requests for a taxi service.
  • a plurality of computers can ensure greater reliability of the system.
  • the apparatus described with reference to the main system 2 is advantageously arranged in a housing (not shown in Figure 2) of similar type to the housing 13 for the local device 3. Moreover, as stated for the local device 3, the electrical energy for the supply of the apparatus of the main system 2 is supplied by a suitable supply system appropriately protected against voltage drops in the primary supply.
  • Figure 4 shows schematically an on-board station or node 100 to be used on board each taxi 5.
  • the on-board node 100 is such as to transmit and receive suitable signals to/from the main system 2 and/or to/from the local devices 3 and to permit communication between the driver of the taxi 5 and the users 7.
  • the on-board node 100 comprises an RC-TR vehicle-local communication apparatus 19, an on-board communication apparatus 20, and an on-board processing and control system S-ELAB-CONTR-3, which are connected by suitable connection means such as, for example, data buses 206.
  • the vehicle-local communication apparatus 19 is for communicating with the local communication apparatus 9 of the local device 3 corresponding to the taxi rank 6 in which the taxi 5 is disposed.
  • the vehicle-local communication apparatus 19 comprises receiving means for receiving interrogation signals emitted by the local communication apparatus 9 and transmission means for transmitting signals identifying the taxi 5 on which it is installed.
  • the vehicle-local communication apparatus 19 disposed on the taxi 5 is of a type compatible with the local communication apparatus 9 included in each local device 3 and is therefore similar thereto.
  • the apparatus 19 may be a conventional short-range apparatus such as, for example; a radio-frequency device or an emitter/transmitter of infra-red light signals.
  • the on-board communication apparatus 20 is such as to permit communications with the main system 2 and with a user 7 of the taxi service.
  • the communication apparatus is such as to operate within a cellular telephony system such as, for example, a conventional mobile telephone which can be associated with the vehicle 5, possibly removably.
  • the on-board processing and control system S-ELAB-CONTR-3 is a programmable electronic processor for managing the apparatus disposed on board the respective taxi 5.
  • the on-board processing and control system S-ELAB-CONTR-3 may be of known type and may comprise conventional integrated-circuit electronic devices (for example, a microprocessor and semiconductor memories). Moreover, a software module MNG-SW-ABD for managing the on-board apparatus is associated with the on-board processing and control system S-ELAB-CONTR-3.
  • the on-board node 100 optionally also comprises interface means such as to enable a driver of the taxi 5 to interrogate the main vehicle database DB-1 of the main system 2 in order to be aware of the state of occupation of the taxi ranks 6 and, preferably all of the information which is useful for performing the service.
  • interface means such as to enable a driver of the taxi 5 to interrogate the main vehicle database DB-1 of the main system 2 in order to be aware of the state of occupation of the taxi ranks 6 and, preferably all of the information which is useful for performing the service.
  • these means comprise a suitable screen or monitor 22 and a keyboard 23.
  • the above-described apparatus and devices may advantageously be incorporated in the dashboard of a taxi 5.
  • the method of managing the taxis 5 in accordance with the invention comprises a step for the updating of the main vehicle database DB-1 of the main system 2.
  • this updating step is activated as a result of an entry event relating to a taxi 5.
  • the vehicle-local communication apparatus 19 (disposed on board the taxi 5) receives an interrogation signal emitted by the local communication apparatus 9 of the local device 3. In response to this interrogation signal, the vehicle-local communication apparatus 19 transmits an identification signal carrying, for example, a code (or number) identifying the taxi 5.
  • the local communication apparatus 9 of the local device 3 receives the identification signal and makes the signal received available to the secondary processing and control system S-ELAB-CONTR-2.
  • the secondary processing and control system S-ELAB-CONTR-2 stores, in the secondary vehicle database DB-2 of the local device 3, a presence/absence datum (for example, one bit) representative of the presence or of the absence of that specific taxi 5 in the respective reference location.
  • a presence/absence datum for example, one bit
  • the output signal carries data/information relating to the identification of the taxi 5 which has entered the taxi rank and to the identification of the specific taxi rank 6.
  • the output signal is advantageously a SMS (short message service) message.
  • the updating communication apparatus 14 of the main system 2 receives the signal transmitted by the local device 3 and makes it available to the main processing and control system S-ELAB-CONTR-1 in a suitable form.
  • the main processing unit 16 of the main processing and control system S-ELAB-CONTR-1 assigns a priority to the taxi 5, taking into account the priorities of the other taxis present in the taxi rank 6 and on the basis of the signal received from the local device 3, and stores this information in the main vehicle database DB-1.
  • Figure 5 shows schematically an embodiment of the structure of the main vehicle database DB-1.
  • the main vehicle database DB-1 is organized, from a logic point of view, as a plurality of N lists L1-LN, each relating to a reference location or taxi rank 6.
  • Each list L1-LN contains codes TAX1-TAXM identifying each taxi present in a respective taxi rank.
  • Each list L1-LN represents the state of occupation of a respective taxi rank. For example, an empty list would indicate that there were no taxis available in that taxi rank.
  • each list L1-LN the taxi identification codes are arranged in order, on the basis of the priority acquired (P1-Pi). For example, the taxi having the identification code TAX3 of the list L1 has higher priority than that having identification code TAX5.
  • the step of assigning a priority to each taxi 5 which stops in a respective taxi rank 6 is performed, for example, by the main processing and control system S-ELAB-CONTR-1, on the basis of the chronological order in which the signals emitted by the local device 3 as a result of each entry event are received.
  • the method of managing the taxis 5 according to the invention also comprises a step for checking the occupation states of the taxi ranks 6.
  • the step for checking the occupation states can be activated at predetermined intervals and enables the main vehicle database DB-1 of the main system 2 to be updated.
  • this checking step enables the order of the priorities assigned in the main vehicle database DB-1 to be updated.
  • the step for checking the occupation states comprises a step for updating the secondary vehicle database DB-2.
  • the local communication apparatus 9 of the local device 3 transmits a taxi-interrogation signal.
  • the transmission of the interrogation signal is repeated at a predetermined frequency f1, that is, it is repeated at predetermined time intervals.
  • the secondary processing and control system S-ELAB-CONTR-2 stores in the secondary vehicle database DB-2 a datum representative of the absence of that specific taxi. This datum can be transmitted to the main vehicle database DB-1.
  • a datum representative of the absence of a specific taxi 5 is stored in the secondary vehicle database DB-2 only after that taxi 5 has not responded to the interrogation signal on a number of occasions S greater than 1.
  • a number F output to a digital counter (not shown) included in the secondary processing and control system S-ELAB-CONTR-2 is increased by one unit.
  • the secondary processing and control system S-ELAB-CONTR-2 considers the specific taxi 5 to be absent and consequently updates the secondary database DB-2.
  • This preferred embodiment confers greater reliability on the system 1 since it prevents a taxi 5 being considered absent/present after a single interrogation.
  • a taxi 5 which has not responded to the interrogation signal owing to a temporary technical impediment is not considered absent or, for example, a taxi 5 which is in the vicinity of the taxi rank 6 by chance (and enters the range of operation of the apparatus 9) is not considered present.
  • the step for checking the occupation state also comprises a step in which a signal for interrogating the local devices 3 is transmitted by the secondary communication apparatus 11.
  • the transmission of the signal for interrogating the local devices 3 may be repeated at a frequency f2, for example, less than the frequency f1.
  • the secondary processing and control system S-ELAB-CONTR-2 consults the secondary vehicle database DB-2 in which the presence or the absence of each taxi 5 is indicated.
  • the local device 3 then transmits signals containing the information on the state of occupation of the taxi ranks 6 (the codes and priorities of the taxis present).
  • the updating communication apparatus 14 receives these signals transmitted by the local device 3 and makes them available to the main processing and control system S-ELAB-CONTR-1 which consequently updates the main vehicle database DB-1. In particular, the priorities assigned to the taxis 5 are modified.
  • the state of occupation of a taxi rank 6 can be modified if a taxi 5 enters or if a taxi 5 leaves the taxi rank 6, for example, owing to the arrival of a user 7, or upon receipt of a telephone call.
  • system 1 can advantageously provide for a single telephone number usable by all of the users, irrespective of the fact that several taxi ranks may be provided and a single company or several separate companies may make use of the management offered by the system 1.
  • the single telephone number enables telephonic communication to be established between the user and the communication and transfer apparatus 15 which is interfaced with several telephone lines.
  • the receipt, by the apparatus 15, of the telephone call made by the user 7 activates, for example, the transmission to the user of pre-recorded voice signals (sound) controlled by the software module SW-VOC-M.
  • voice signals which include questions directed towards determining a specific area 8 of the territory 4 within which the user 7 desires the presence of a taxi are transmitted to the user 7.
  • the main processing and control system S-ELAB-CONTR-1 of the main system 2 identifies the most convenient taxi rank 6 for the user 7.
  • the main processing and control system S-ELAB-CONTR-1 consults the road-traffic database DB-ROAD-COND in order to determine, for example, the coordinates of the point in the territory 4 corresponding to the address supplied by the user 7.
  • the main system S-ELAB-CONTR-1 performs a process (such as, for example, a trigonometrical calculation) on the basis of the data stored in the road-traffic database DB-ROAD-COND and on the coordinates identified above. As a result of this process, the main system S-ELAB-CONTR-1 determines the nearest taxi rank 6.
  • a process such as, for example, a trigonometrical calculation
  • the most convenient location identified may not therefore correspond to the location nearest to the place indicated by the user 7 but may be the most convenient in terms of time.
  • the main system S-ELAB-CONTR-1 performs a process to identify the available taxi 5 which has the highest priority.
  • An example of this step will be described in greater detail below with reference to Figure 6.
  • the management of the waiting and of the priorities of the taxis 5 in a taxi rank 6 is preferably performed in accordance with a FIFO logic (first in, first out).
  • a FIFO logic first in, first out
  • the main processing and control system S-ELAB-CONTR-1 transmits driving signals to the communication and transfer apparatus 15 in order to transfer the call of the user 7 to the communication apparatus 20 on board the taxi 5 identified.
  • This embodiment is particularly advantageous since it reduces the costs of the telephone call and the waiting times for the user.
  • the presence of an operator may be provided for in the main system.
  • the operator can talk with the user 7 to find out the address at which the taxi service is required.
  • the operator can then consult the main processing and control system S-ELAB-CONTR-1 with the use of the consultation means 205, in order to find out the most convenient reference location 6 and the taxi 5 with the highest priority.
  • the operator can also transfer the call of the user 7 to the driver of the taxi 5 selected.
  • a method of requesting a taxi 5 according to which the user 7 can make a suitable form available to the main system 2 with the use of the Internet and thus without making telephonic communication is also provided for.
  • the main processing and control system S-ELAB-CONTR-1 has a software module COD-ALF-NUM suitable for recognizing an alphanumeric code which can be keyed in by the user 7 when telephoning the taxi service.
  • this alphanumeric code may be keyed in consecutively with the telephone number.
  • the main processing and control system S-ELAB-CONTR-1 can provide for the activation of particular procedures such as:
  • step SRT the method continues with the step NERST-PRK-DET-1 for the identification of the most convenient taxi rank (for example, the nearest), an example of which has already been described.
  • the nearest taxi rank is the taxi rank L2.
  • the method continues with a first checking step CHCK-TAXI-AV-1 in which the availability of at least one taxi in the taxi rank L2 is checked.
  • CHCK-TAXI-AV-1 the processing and control system reads the contents of the main vehicle database DB-1 and checks whether at least one taxi-identification code is entered in the list L2 of the table of Figure 4, or whether it is empty.
  • the method continues along the branch Y1, if not, it continues along the branch N1.
  • the branch Y1 leads to the call transfer step CAL-TRANSF.
  • the main processing and control system S-ELAB-CONTR-1 drives the communication and transfer apparatus 15 in a manner such that it transfers the user's telephone call to the on-board communication apparatus 20 which is associated with the taxi 5 having the code TAX100 and which is constituted, in this example, by a mobile telephone. It is pointed out that the telephone number of the telephone 20 can be stored in the main vehicle database DB-1. As a result of the transfer of the call, the taxi driver can answer and speak directly to the user 7.
  • additional steps are provided for, in which, after the communication and transfer apparatus 15 and the main processing and control system S-ELAB-CONTR-1 have detected that the on-board communication apparatus 20 associated with the taxi 5 is not starting communication, they establish a different communication with another communication apparatus associated with another taxi 5.
  • the call is transferred to another taxi.
  • the method according to the invention provides for a step CONTR-LNE in which it is checked whether the mobile telephone 20 of the taxi with the code TAX100 is engaged or free. If the mobile telephone 20 is engaged, the method continues along the branch Y2, otherwise it continues along the branch N2.
  • the method shown schematically in Figure 6 comprises a preferred step CAL-RNG-COUNT in which the number of rings of the telephone 20 of the taxi called is counted. If the taxi driver answers (branch Y3 and step RESP) within a predetermined number of rings "R" (corresponding to a predetermined waiting time for the user), the method terminates in a final step ED.
  • a conventional programmable switchboard used to form the communication and transfer apparatus 15 enables the engaged signal to be identified and the rings to be counted in the event of a failure to reply.
  • the method of the invention provides for a second checking step CHCK-TAXI-AV-2.
  • CHCK-TAXI-AV-2 which is similar to the checking step CHK-TAXI-AV-1, the availability of another taxi in the same taxi rank is checked. For example, in the list L2 of Figure 4, the taxi with highest priority, but with lower priority than the taxi with the code TAX100, is that with the code TAX1.
  • the method returns (branch Y4) to the call transfer step CAL-TRANSF.
  • a checking step PRK-DIST-EVAL is provided for assessing, for example, by automatic consultation of the road-traffic database DB-ROAD-COND, whether there are other taxi ranks 6 near enough to the location indicated by the user 7.
  • the method of the invention provides for a further identification step NRST-PRK-DET-2 in which another taxi rank convenient to or in the vicinity of the location indicated by the user 7 is identified.
  • step NRST-PRK-DET-2 the method returns (branch ITER-1) to the step CHCK-TAXI-AV-1 to check the availability of a taxi.
  • the method according to the invention may advantageously provide for a step TRANSF-RDTAXI for the transfer of the call made by the user 7 to another taxi-management system, and then terminates in the final step ED.
  • the other system may be similar to the system 1 described or may be any other conventional system such as, for example, a radio taxi call centre of known type.
  • This transfer is performed by the communication and transfer apparatus 15 of the main system 2 in a manner similar to the transfer to the mobile telephone of a taxi.
  • the system for managing a plurality of vehicles, in particular taxis, according to the invention has many advantages.
  • the system enables the distribution of the free and available taxis 5 within the territory to be managed automatically in a manner transparent to the taxi drivers and to any operator.
  • the system according to the invention may be such as to permit the use of a single telephone number independently by the cooperative of vehicles or by a single vehicle forming part of the management system.
  • the facility offered by the invention for direct conversation between the driver and the user enables greater accuracy to be achieved with regard to the location at which the user desires the presence of the taxi.
  • the automatic call-transfer facility permits a drastic reduction in response times and consequently in telephone costs for the user.
  • system according to the invention may be used in conjunction with technology which allows the taxis to be located not only within the taxi rank but also outside it.
  • the on-board node 100 may include devices which operate with satellite navigation systems (GPS, Global Positioning System) which provide the precise position of the taxi. This position can thus be transmitted directly from the taxi 5 to the main system 2, for example, by a packet transmission by a cellular telephony system.
  • GPS Global Positioning System
  • This solution avoids the use of local telecommunication devices 3 disposed in the taxi ranks and short-range communication apparatus.
  • the user's position may also be identified with the use of techniques proposed by mobile telephony companies which enable the position of a cellular telephone from which the call originates to be located. In this case, voice dialogue with the user is no longer necessary.
  • the telematics system of the invention enables information relating to the state of occupation of the taxi ranks to be made available to external telematics systems such as, for example, local-authority and police traffic-control systems.
  • This information which is normally resident in the main system 2, may be communicated to these external networks either by means of cellular telephony apparatus (for example, GSM apparatus) similar to those which may be provided on board the taxis, or by normal telephone connections.
  • GSM apparatus for example, GSM apparatus

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  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
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Claims (27)

  1. Système (2) destiné à gérer des véhicules (5) qui sont chacun dotés d'un appareil de communication de véhicule (20) respectif et qui doivent effectuer un service à l'intérieur d'un territoire (4) comportant une pluralité d'emplacements de référence (6), le système comprenant :
    un appareil de communication principal (15) servant à émettre ou recevoir des signaux à destination ou en provenance d'un appareil de communication associé avec un utilisateur (7) du service, les signaux transportant des données relatives à l'identification d'un emplacement de référence (6) sélectionné, qui convient à l'utilisateur (7),
    un premier dispositif (14) servant à recevoir des signaux de données transportant des données (TAX1-TAX100) qui identifient lesdits véhicules (5) et des données se rapportant à la disponibilité d'au moins un véhicule à l'emplacement de référence sélectionné (6),
    un moyen de traitement principal (S-ELAB-CONTR-1) qui sert à commander l'appareil de communication principal (15) et est connecté au premier dispositif (14) afin de traiter lesdits signaux de données reçus et d'associer une donnée de priorité de service (P1-Pi) avec les véhicules (5) et à produire une donnée d'état d'occupation indicative de la présence dudit au moins un véhicule (5) audit emplacement de référence sélectionné (6),
    une base de données principale (DB-1) servant à stocker un code (L1-LN) qui identifie chacun des emplacements (6), ladite donnée d'état d'occupation et ladite donnée de priorité (P1-Pi), le moyen de traitement principal étant en mesure de coopérer avec la base de donnée principale (DB-1) afin d'identifier un véhicule sélectionné se trouvant audit emplacement de référence sélectionné, sur la base dudit code stocké et des données,
       caractérisé en ce que l'appareil de communication principal (15) comprend un moyen de transfert permettant d'interrompre la communication entre l'appareil de communication qui est associé à l'utilisateur (7) et l'appareil de communication principal (15) et à établir une communication entre l'appareil de communication associé à l'utilisateur (7) et un appareil de communication de véhicule (20) disposé à bord d'un véhicule sélectionné.
  2. Système (2) selon la revendication 1, comprenant en outre une base de données de trafic routier (DB-ROAD-COND) contenant des informations topologiques qui se rapportent au territoire (4) et aux emplacements de référence (6), et où le moyen de traitement principal (S-ELAB-CONTR-1) est connecté à la base de données de trafic routier (DB-ROAD-COND) et à l'appareil de communication principal (15), le moyen de traitement principal permettant que ledit emplacement de référence sélectionné qui convient le mieux à l'utilisateur (7) soit identifié sur la base des signaux envoyés par l'utilisateur (7) et sur la base de la base de données de trafic routier.
  3. Système (2) selon la revendication 1, où le moyen de traitement principal permet qu'une donnée de priorité de service respective (P1-Pi) soit associée avec chaque véhicule présent dans l'un des emplacements de référence (6) et permet que la donnée d'identification du véhicule (5) qui possède la priorité de service la plus élevée soit rendue disponible sous forme d'un signal de sortie.
  4. Système (2) selon la revendication 1, où le moyen de traitement principal (S-ELAB-CONTR-1) produit un signal d'excitation qui peut être envoyé au moyen de transfert (15) afin de commander le transfert de la communication.
  5. Système (2) selon la revendication 1, où l'appareil de communication principal est conçu pour fonctionner dans un système de téléphonie mobile, et l'appareil de communication associé avec l'utilisateur (7) et l'appareil de communication de véhicule (20) associé avec le véhicule (5) comprennent respectivement des téléphones mobiles.
  6. Système (2) selon la revendication 1, où l'appareil de communication principal (15) comprend un commutateur téléphonique programmable.
  7. Système (2) selon la revendication 1, où l'appareil de communication principal (15) permet la réception d'appels téléphoniques faits par plusieurs utilisateurs (7) à destination d'un unique numéro de téléphone associé au service.
  8. Système (2) selon la revendication 1, où l'appareil de communication principal (15) permet que des signaux vocaux préenregistrés soient envoyés à l'appareil de communication associé à l'utilisateur (7).
  9. système (2) selon la revendication 1, où ledit appareil de communication principal (15) comprend en outre un premier dispositif de transmission qui peut être excité par le moyen de traitement principal (S-ELAB-CONTR-1) afin de transmettre des signaux d'interrogation se rapportant à l'identification des véhicules (5) et à l'état d'occupation des emplacements de référence.
  10. Système (2) selon la revendication 1, où le premier dispositif de réception (14) est conçu pour recevoir les signaux de données résultant de modifications de l'état d'occupation de l'emplacement de référence (6) de sorte que le moyen de traitement principal (S-ELAB-CONTR-1) met à jour les données stockées dans la base de données principale (DB-1).
  11. Système (2) selon la revendication 5, où l'appareil de communication principal (15) et le moyen de traitement principal (S-ELAB-CONTR-1) sont conçus pour détecter lorsque l'appareil de communication de véhicule (20) qui est associé à un véhicule sélectionné (5) ne fait pas démarrer la communication et sont conçus pour établir une communication différente avec un autre appareil de communication de véhicule associé avec un autre véhicule (5).
  12. Système (2) selon la revendication 11, où l'autre véhicule (5) est présent au même emplacement de référence sélectionné et possède une donnée de priorité associée qui est inférieure à la donnée de priorité du véhicule sélectionné (5).
  13. Système (2) selon la revendication 11, où l'autre véhicule (5) est placé en un emplacement de référence différent qui est celui qui convient le mieux, en deuxième choix, à l'utilisateur (7) après ledit emplacement de référence sélectionné, selon un critère prédéterminé.
  14. Système (2) selon la revendication 11, où la communication avec l'autre appareil de communication de véhicule s'effectue après un temps d'attente prédéterminé.
  15. Système télématique (1) servant à commander des véhicules (5) qui doivent effectuer un service à l'intérieur d'un territoire (4) comportant plusieurs emplacements de référence (6), le système télématique comprenant :
    plusieurs appareils de communication de véhicule qui sont chacun associés avec un véhicule respectif,
    au moins un noeud principal comportant un système (2) de gestion de véhicules (5) selon au moins l'une des revendications de 1 à 14.
  16. Système télématique selon la revendication 15, comprenant en outre un dispositif de télécommunications (3) qui est associé à un emplacement de référence (6) contenu dans le territoire, où un dispositif de télécommunications comprenant :
    un appareil de communication local (9) servant à recevoir, de la part desdits appareils de communication de véhicule, des signaux indicatifs de la présence de véhicules (5) à l'emplacement de référence (6) et à fournir des signaux transportant des données qui identifient les véhicules (5) sur une sortie (202),
    un moyen de traitement local (S-ELAB-CONTR-2) connecté à la sortie (202) de l'appareil de communication local (9) afin de traiter les signaux fournis par l'appareil de communication local (9), le moyen de traitement local permettant que des signaux de données transportant les données qui identifient les véhicules présents à l'emplacement de référence (6) et une donnée identifiant l'emplacement de référence soient rendus disponibles sur une sortie.
  17. Système télématique selon la revendication 16, où ledit dispositif de télécommunications (3) comprend en outre une base de données locale (DB-2), fonctionnellement associée avec le moyen de traitement local, et servant à stocker les données qui identifient les véhicules (5) et une donnée se rapportant à la présence ou à l'absence de chaque véhicule (5) à l'emplacement de référence (6).
  18. Système télématique selon la revendication 17, où ledit dispositif de télécommunications (3) comprend en outre un appareil de communication secondaire (11) connecté à la sortie du moyen de traitement local (S-ELAB-CONTR-2) afin de transmettre les données qui identifient les véhicules (5) présents à l'emplacement de référence (6) et la donnée qui identifie l'emplacement de référence (6) à destination dudit système (2) de gestion de véhicules (5).
  19. Système télématique selon la revendication 18, où le moyen de traitement local (S-ELAB-CONTR-2) permet que des signaux soient produits pour exciter l'appareil de communication local (9) et l'appareil de communication secondaire (11).
  20. Système télématique selon la revendication 18, où le moyen de traitement local (S-ELAB-CONTR-2) est conçu pour produire des signaux d'interrogation au sujet de la présence des véhicules (5) à l'emplacement de référence (6) afin qu'ils soient reçus par l'appareil de communication de véhicule (20) associé à chaque véhicule (5) présent à l'emplacement de référence (6).
  21. Système télématique selon la revendication 17 ou 20, où les signaux d'interrogation sont émis à intervalles de temps prédéterminés afin que soient reçus, en réponse, les signaux indicatifs de la présence de véhicules (5) de façon à mettre à jour la base de données locale (DB-2).
  22. Système télématique selon la revendication 16, où l'appareil de communication local (9) comprend un appareil de télécommunications à courte portée.
  23. Système télématique selon la revendication 16, où l'appareil de communication local (9) comprend une caméra vidéo servant à détecter la présence de véhicules (5) à l'emplacement de référence (6).
  24. Système télématique selon la revendication 16 ou 21, où le moyen de traitement local (S-ELAB-CONTR-2) est conçu pour commander le stockage, dans la base de données locale (DB-2), d'une donnée rapportant à l'absence du véhicule (5) à l'emplacement de référence (6) lorsque le véhicule (5) a été trouvé absent de l'emplacement de référence (6) après l'émission du signal d'interrogation, répétée à un nombre de fois plus grand que 1.
  25. Système télématique selon la revendication 15, comprenant en outre plusieurs noeuds de bord (100) placés à bord de chaque véhicule (5) et comportant chacun ledit appareil de communication de véhicule (20).
  26. Système télématique selon la revendication 25, où chaque noeud de ladite pluralité de noeuds de bord (100) placé sur un véhicule correspondant comprend en outre un dispositif qui fonctionne avec un système de navigation par satellites servant à fournir la position du véhicule correspondant.
  27. Système télématique selon la revendication 25, où chaque noeud de ladite pluralité de noeuds de bord (100) comporte un système de traitement et de commande de bord (S-ELAB-CONTR-3) connecté à l'appareil de communication de véhicule (30) se trouvant à bord du véhicule respectif.
EP01830642A 2001-10-11 2001-10-11 Système pour administrer une pluralité de véhicules Expired - Lifetime EP1302920B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP01830642A EP1302920B1 (fr) 2001-10-11 2001-10-11 Système pour administrer une pluralité de véhicules
DE60102163T DE60102163T2 (de) 2001-10-11 2001-10-11 System zur Verwaltung einer Vielzahl von Fahrzeugen
AT01830642T ATE260505T1 (de) 2001-10-11 2001-10-11 System zur verwaltung einer vielzahl von fahrzeugen

Applications Claiming Priority (1)

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EP01830642A EP1302920B1 (fr) 2001-10-11 2001-10-11 Système pour administrer une pluralité de véhicules

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EP1302920B1 true EP1302920B1 (fr) 2004-02-25

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Cited By (10)

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US7667647B2 (en) 1999-03-05 2010-02-23 Era Systems Corporation Extension of aircraft tracking and positive identification from movement areas into non-movement areas
US7739167B2 (en) 1999-03-05 2010-06-15 Era Systems Corporation Automated management of airport revenues
US7777675B2 (en) 1999-03-05 2010-08-17 Era Systems Corporation Deployable passive broadband aircraft tracking
US7782256B2 (en) 1999-03-05 2010-08-24 Era Systems Corporation Enhanced passive coherent location techniques to track and identify UAVs, UCAVs, MAVs, and other objects
US7889133B2 (en) 1999-03-05 2011-02-15 Itt Manufacturing Enterprises, Inc. Multilateration enhancements for noise and operations management
US7908077B2 (en) 2003-06-10 2011-03-15 Itt Manufacturing Enterprises, Inc. Land use compatibility planning software
US7965227B2 (en) 2006-05-08 2011-06-21 Era Systems, Inc. Aircraft tracking using low cost tagging as a discriminator
US8072382B2 (en) 1999-03-05 2011-12-06 Sra International, Inc. Method and apparatus for ADS-B validation, active and passive multilateration, and elliptical surveillance
US8203486B1 (en) 1999-03-05 2012-06-19 Omnipol A.S. Transmitter independent techniques to extend the performance of passive coherent location
US8446321B2 (en) 1999-03-05 2013-05-21 Omnipol A.S. Deployable intelligence and tracking system for homeland security and search and rescue

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DE4429852A1 (de) * 1994-08-23 1996-02-29 Daimler Benz Ag Mietfahrzeugverkehrssystem
FR2776804B1 (fr) * 1998-03-31 2002-01-18 Pierre Marie Eugene Lejeune Procede d'organisation et d'exploitation de reseaux automobiles de transport en commun pour agglomeration urbaine
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EP1100064A1 (fr) * 1999-11-10 2001-05-16 Bull HN Information Systems Italia S.p.A. Système de gestion d'une flotte de taxis

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7667647B2 (en) 1999-03-05 2010-02-23 Era Systems Corporation Extension of aircraft tracking and positive identification from movement areas into non-movement areas
US7739167B2 (en) 1999-03-05 2010-06-15 Era Systems Corporation Automated management of airport revenues
US7777675B2 (en) 1999-03-05 2010-08-17 Era Systems Corporation Deployable passive broadband aircraft tracking
US7782256B2 (en) 1999-03-05 2010-08-24 Era Systems Corporation Enhanced passive coherent location techniques to track and identify UAVs, UCAVs, MAVs, and other objects
US7889133B2 (en) 1999-03-05 2011-02-15 Itt Manufacturing Enterprises, Inc. Multilateration enhancements for noise and operations management
US8072382B2 (en) 1999-03-05 2011-12-06 Sra International, Inc. Method and apparatus for ADS-B validation, active and passive multilateration, and elliptical surveillance
US8203486B1 (en) 1999-03-05 2012-06-19 Omnipol A.S. Transmitter independent techniques to extend the performance of passive coherent location
US8446321B2 (en) 1999-03-05 2013-05-21 Omnipol A.S. Deployable intelligence and tracking system for homeland security and search and rescue
US7908077B2 (en) 2003-06-10 2011-03-15 Itt Manufacturing Enterprises, Inc. Land use compatibility planning software
US7965227B2 (en) 2006-05-08 2011-06-21 Era Systems, Inc. Aircraft tracking using low cost tagging as a discriminator

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ATE260505T1 (de) 2004-03-15
DE60102163D1 (de) 2004-04-01
EP1302920A1 (fr) 2003-04-16
DE60102163T2 (de) 2004-09-16

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