EP2065865A1

EP2065865A1 - System and method for monitoring vehicle traffic

Info

Publication number: EP2065865A1
Application number: EP07465009A
Authority: EP
Inventors: Michal Markiewicz
Original assignee: Individual
Current assignee: Individual
Priority date: 2007-11-23
Filing date: 2007-11-23
Publication date: 2009-06-03
Anticipated expiration: 2027-11-23
Also published as: EP2065865B1; PL2065865T3; ATE518222T1

Abstract

In a system for monitoring vehicle traffic comprising a device (30) for transmitting positional data of the transmitting vehicle, a device (40) receiving positional data of the transmitting vehicle and another for making traffic data available of transmitting vehicles, the device making traffic data of transmitting vehicles available provides visualisation of transmitting vehicle routes in the form of lines allocated to the transmitting vehicles (10, 11), their parameters being at least dependent on the momentary speed of the transmitting vehicle.

Description

The present invention relates to a system for monitoring vehicle traffic and a method for monitoring vehicle traffic along with its use for optimisation of system user travel between two points.
Nowadays, the growing automobile industry in Poland together with the increased volume of imported vehicles, especially second-hand, caused the need for the prompt solution of the problem of vehicles traveling along the road network, until recently unnoticeable. Road repairs, which last for years do not only fail to provide a solution to the question of road capacity, but on the contrary the problem becomes more and more obvious.
In order to encourage prospective customers to buy new cars, renowned automobile manufacturers offer incentives like driver equipment that makes traveling easier, which is assembled as standard automobile equipment. Therefore, Japanese manufacturer, Nissan Motor Co., Ltd. offers as standard equipment a system for traffic jam prediction which is comprised of an onboard navigation device transmitting vehicle information such as position and speed to the traffic information centre. To make the system more reliable, information about impassable road segments must be confirmed by other monitored vehicles. An example of such a solution is the publication of European Patent Application EP1742189A2 entitled "Traffic jam prediction", which describes a device that can predict the current degree of traffic congestion on the basis of up-to-the-minute traffic information and changes from the preceding traffic jam information.
Another patent publication US2006220924 A1 entitled "Traffic information display device, traffic information display method, and on-vehicle electronic apparatus" presents a monitoring device displaying signs on a map indicating traffic events.
The solutions presented can only offer partial information about traffic volume, hence the need to develop a system for traffic monitoring which would enable access to the full and up-to-the-minute traffic situation.
The main idea of the present invention is that within the traffic monitoring system, comprising a device for transmitting positional data of the transmitting vehicle as well as a device for receiving positional data of the transmitting vehicle and another for releasing traffic data of transmitting vehicles, the device releasing traffic data of transmitting vehicles or a visualization device provides a visualisation of transmitting vehicle routes in the form of lines allocated to the vehicles, their parameters or attributes being dependent at least on the momentary speed of the transmitting vehicle or in other words, the device releasing traffic data of transmitting vehicles basing on traffic data of transmitting vehicles visualizes lines assigned transmitting vehicle routes that were traveled by this transmitting vehicle.
Preferably, a line representing the route of the transmitting vehicle is applied to a road map.
It is advantageous when the characteristic of the line allocated to the transmitting vehicle is line colour and/or line thickness and/or line intensity and/or line type and/or graphical line components or a combination of these features, changing as the current or momentary speed of the transmitting vehicle changes, and/or as the time from the moment of occurrence of the transmitting vehicle in a defined position until the visualisation of its route elapses.
The characteristics of the line may depend on vehicle type and/or its use.
Preferably, the digit and/or number designation allocated to vehicle type and/or its use is allocated to the line, which is assigned to the transmitting vehicle.
The visualisation device may be prepared for access by radio and/or by cable by the lines allocated to every transmitting vehicle and/or every digit and/or number designation allocated to the line and vehicle type and/or its use.
The further idea of the invention is that within the traffic monitoring method realized by a system comprising a device for transmitting positional data of the transmitting vehicle as well as a device receiving positional data of the transmitting vehicle and a device releasing traffic data of transmitting vehicles, positional data of the transmitting vehicle are being received, momentary speed of the transmitting vehicle is being estimated and the route of every transmitting vehicle is being visualised in the form of a line, its characteristics being dependent at least on the momentary speed of the transmitting vehicle.
Preferably, the route of every transmitting vehicle is represented as a line after dividing the route into segments according to the route segment type and/or route segment shape and/or route segment joining method and/or route segment purpose.
Preferably, possible travel routes between two points are defined for the segmented distance connecting the two points, which has to be optimised with respect to the travel time between the two points and/or the distance connecting the two points, then the routes are replaced by the segments and the travel time and/or the distance for all possible routes for travelling between the two points is calculated and the optimum route is selected with respect to travel time between the two points and/or the distance between the two points, and then the chosen route is visualised.
It is recommended that changing the characteristics of the line allocated to the transmitting vehicle be uniform within one segment.
The invention will now be described by way of an example and with reference to the accompanying drawings in which:

Fig. 1 shows the structure of a system for monitoring vehicular traffic;
Fig. 2 shows a block diagram of a receiving station;
Fig. 3 shows the database structure;
Fig. 4 shows the structure of information about transmitting vehicles;
Fig. 5 shows the structure of information about receivers;
Figs. 6A and 6B show block diagrams of an algorithm of the traffic monitoring method;
Figs. 7A, 7B, 7C, 7D, 7F and 7G show methods for route representation of the transmitting vehicle;
Figs. 8A, 8B and 9 show visual examples of transmitting vehicle routes;
Figs. 10A and 10B show a method for the grouping of traces of transmitting vehicles;
Fig. 11 shows a display unit displaying route options which the user may travel;
Fig. 12 shows a method for dividing a distance into segments based on traces of transmitting vehicles having defined momentary speed;
Fig. 13 shows a method for detection of traffic lanes;
Fig. 14 shows the creation of vehicle ranking with respect to the time of passage from one segment to another;
Fig. 15 shows an algorithm of the visualisation of the most convenient route to travel from one point to another.

A system for monitoring the traffic of the transmitting vehicles 10, 11 in a basic version, shown in Fig. 1, comprises a device, for example a receiver 20 for receiving positional data of the transmitting vehicle 10, 11, a device 30 for transmitting positional data 31 of the transmitting vehicle 10, 11 and a device 70, 75 releasing the traffic data of the transmitting vehicle 10. The position of the transmitting vehicle 10, 11 is determined on the basis of a broadcast 51 transmitted from the satellites 50 and changes with transmitting vehicle 10, 11 movement. Collection of data required to determine the current position of the transmitting vehicle 10, 11 is provided by a cyclical reading of GPS information from the receiver 20 placed in the transmitting vehicle 10, 11 and by radio transmitting 31 them through the transmitter 30, which can be a transmitter sending GPS information to a device 40 receiving positional data of the transmitting vehicle 10, 11 being part of receiving station 70 or an independent unit. Current information is usually, but not always, sent to the transmitter if the vehicle moves. GPS information may consist of longitude and latitude and/or vehicle current or momentary speed calculated as a quotient of the length of the route of the segment travelled between two GPS readouts containing positional information of the transmitting vehicle and the time needed for traveling between readouts as well as vehicle ID and/or time and date of readout. Transmitted data is scrambled by the transmitter to prevent a third party from obtaining information about the position of the device comprised of receiver and transmitter. The system collects information received from transmitters 30 by a receiver, e.g. a receiving unit 70, which is provided with database of GPS information along with an application for data analysis. Information is stored in a database and/or sent to other receiving and/or transmitting stations 75. The type of receiving station 70 corresponds to the selected transmission method of the transmitter. The receiving station descrambles data and stores it in a database. The database contains collected GPS information. Data may be stored in the database as two data sets, the first being classified file T, while the second is open file J. The first data set receives GPS information in such a way that tracing a single vehicle route is impossible. In the second data set, information is stored as is, which enables allocation of the route to the specified vehicle. Data received from the transmitter is always written to the classified file T, while the open file J stores data for selected devices only. Application installed in the receiving station 70 has also a feature of data analysis. It may be a separate application called data analysis application or constitute a whole with the application of data receiving.
Another application that may be singled out is the application for releasing the data in numerical form. The application makes it possible to read the data created as a result of analysis by other applications. The application is intended for other programs and applications providing representation of results. For every route comprising e.g. streets, such data as current or momentary speed of the transmitting vehicle, travelling time of the transmitting vehicle, maximum, average and minimum travelling speed, required slow down at the entry/exit of the next street, number of lanes available for drivers, speed limit on certain segments etc. is collected. The application also collects data of possible routes which may be travelled e.g. from one point in the city to another selected point of the city, and prepares all possible travelling routes for user's vehicle or end user 11, 12, respectively, for every specified vehicle type as truck, motorcycle or passenger car. The end user may be also a transmitting vehicle 11.
The found routes are presented to the users by use of the device for releasing data of transmitting vehicular traffic or vehicle traffic, e.g. a representational module or an application for the visualisation of results representing routes of the transmitting vehicles in the form of a display consisting of lines allocated to every transmitting vehicle, their attributes or parameters being dependent at least on current or momentary speed of the transmitting vehicle, or in other words, the device releasing traffic data of transmitting vehicles basing on traffic data of transmitting vehicles converts the traffic data to lines or visualizes lines assigned transmitting vehicle routes that were traveled by this transmitting vehicle.
The line or lines which represent the routes of transmitting vehicles and are available to the users may be applied to a road map, while the representational device is adjusted for radio and/or by cable release of all the information including characteristics of lines allocated to or assigned every transmitting vehicle and/or every digit and/or number designation allocated to the line and vehicle type and/or its use.
The application for the representation of results makes it possible to select a specific geographic area. If the data from the receiver is written to the open database J, the user, after being identified and authorised, may see represented routes and his current position. Routes within the area displayed by the application may be represented as lines of different colours and/or saturation and/or type and/or thickness. For example, a given colour with regard to the colour scale may define, in connection with speed, current or momentary or average speed of passing the specified segment. However, saturation may determine the number of vehicles passing the specified section recently, e.g. the older the data, the less visible the line. In turn, line thickness may indicate capacity that is determined by the number of traffic lanes available to the vehicles.
Display of information may be provided by a program started on a computer which connects to the server to retrieve display information and/or by a website displaying current information and/or by signs located at the roadside (large display signs) on which the traffic information will be presented. Displayed information having the form of traces or routes may be only one of the displayed layers, while other layers which could be selectively turned on and off can contain topographical information about the city (names of the streets, squares etc.), a physical map (altitude above sea level, rivers, lakes etc.). A representation may be available in two or three dimensions, while a specific area could be enlarged, reduced, zoomed in, zoomed out and/or rotated.
Using the above-described system for the monitoring of vehicular traffic, it is also possible to:

define the area to be displayed, for example by entering geographical coordinates of the surrounding area;
define the age of the traces to be displayed, for example one hour, 10 minutes;
select a trace and then read information about the average speed of passing the specific segment;
select a segment and read information about average, maximum and minimum vehicle speed;
select the category of vehicles with traces which are to be displayed, e.g. motorcycle, passenger car, bus, truck, articulated road train, specified public transport vehicle.

Another application being part of the system may be an application which answers queries about how to get as quickly as possible, at the moment of analysis of traffic situation, from one point to another and gives options of travelling routes together with estimated time and average speed using e.g. historical data, which means data of preceding periods, for example data of the preceding day.
The described applications are used to monitor vehicular traffic by means of device comprising at least a device for transmitting positional data of the transmitting vehicle as well as a device for receiving positional data of the transmitting vehicle and another one for releasing or sending traffic data of transmitting vehicles. In general, the method for monitoring vehicular traffic is that the positional data of the transmitting vehicle is received, current or momentary speed of the transmitting vehicle is estimated and the route of every transmitting vehicle is represented in the form of line, its characteristics being dependent at least on the current or momentary speed of the transmitting vehicle.
Fig. 2 shows a block diagram of an embodiment of a receiving station 70 equipped with processor 210, and as an example with a data receiving application or module 240, a data validation application or module 245, an application or module 250 for calculation of momentary speed, an application or module 260 for data aggregation, an application or module 270 for data representation along with a database 80 with hard disk, non-volatile FLASH memory and other types of storage, e.g. ROM and RAM, a data input 220 with an interface 221 and a data output 230 with an interface 231 as well as communication with external equipment and/or applications and modules. Open data of the open database J as well as classified data of the classified database T may be written both to the hard disk or to another type of memory. These applications or modules may be separate subprograms or units.
Fig. 3 shows the structure of a database 80 containing information 310 on transmitting vehicles, information 320 on receiving devices and/or users, information 330 on routes, data 340 of current or momentary, average, minimum and maximum speeds, data 350 of segments which could relate to e.g. capacity and/or lane information, criteria 360 for data correctness consisting of rules for every vehicle type concerning the accepted range of speed and possible connections, e.g. that a 90° turn is impossible while travelling at a speed of 90 km/h, and other information 370.
For example, information 310 about transmitting vehicles may contain an identifier and information about vehicle type or group attachment depending on vehicle function or affiliation to the classified group of certain level. Similar information may be contained in receiver information 320, which may be supplemented by reports on period of access to information and the area being the subject of transmitted information as well as access information.
Fig. 4 shows the structure of information 310 about transmitting vehicles, in which the following can be distinguished: identifier 410, vehicle type 420, information 430 about the method of transmitting data to the receiving station, definition 440 of attachment to a group e.g. of buses, flag 450 of route tracking giving information whether the vehicle belongs to the open or the classified database, and other information. In turn, Fig. 5 shows the structure of information 320 about the receivers, in which the following can be distinguished: an identifier 510, a vehicle and/or receiver type 520, information 530 about the method of receiving of data, range 540 of transmitted data, information 550 about the scheduled routes, which in case of traffic hindrances may be rescheduled and the user is notified of this. These routes may also be used on the display, which might present a new, faster connection in the ensuing traffic situation. Other information 560 may also be numbered among information about the receivers.
Figs. 6A and 6B show block diagrams of an exemplary algorithm of a method for traffic monitoring which begins with receipt of data from the transmitter of the transmitting vehicle in step 610. After deciphering or decrypting of data in step 615, the receiver and the transmitting vehicle are identified in step 620. In step 625 whether the transmitter is an open transmitter is checked. In the case where the transmitter is an open one, data is written to the open database J in step 630 and grouped together with data received from the classified transmitter in step 640. In step 645 writing to the classified database T occurs, while in step 650 data is updated. Based on collected data, the current or momentary speed of the transmitting vehicle is calculated in step 655 together with average, minimum and maximum speed, if the specific system is provided with applications or modules for calculation of these speeds. In the meantime, for example in step 635, information about the areas is received, e.g. maps, which in connection with a trace allow for representation of the transmitting vehicle route in step 660 and for specifying the optimal travelling route of the authorised vehicle of the user in step 670, if the need for such information exists.
Figs. 7A, 7B, 7C, 7D, 7F and 7G show methods for representation of the transmitting vehicle route, which may be represented with lines of different characteristics using a module or an application for route representation on a specific area, meaning that lines may be of different colours 710 corresponding to the scale 711, 712 and/or different saturation 720 corresponding to the scale 721, 722 and/or different thickness 730 corresponding to the scale 731, 732 and/or different type 740 corresponding to the scale 741, 742. The lines may also be moving strips 750, 760 of different intensity 751, 761 and/or rhomboids as well as circles, squares, arrows or any other shapes representing movement. The type of shape moving over it may depend on the vehicle type, for example, moving stars represent traces of trucks while circles may represent traces of moving passenger cars. In the case of coloured traces, red colour may indicate that the transmitting vehicle is moving at a speed close to zero, while green colour would indicate that the vehicle is moving at a speed close to 100 km/h. The scale of the colours may be used as well for information about the time elapsed since the specific route has been travelled or a route point has been passed. In turn, saturation may determine the number of vehicles passing the specified section recently and their speed, e.g. the older the data, the less visible the line, and the thicker the line, the greater the number of vehicles which passed the specific segment. Moreover, line thickness resulting from interference of many traces may indicate capacity, which is determined by the number of traffic lanes available to the vehicles. Any type of line may be used in a similar way. A line consisting of points may indicate that cars travelled at speed close to zero and 12 hours have passed since the specified point of route was travelled. Variability of one of the abovementioned features may be used in a similar way. For example, a pulsing switch from one colour to another or a cyclical switching of one shape to another. In general, the characteristic of the line allocated to the transmitting vehicle is line colour and/or line thickness and/or line intensity and/or line type and/or graphical line components or a combination of these features, changing as current or momentary speed of the transmitting vehicle changes, and/or as the time from the moment of occurrence of the transmitting vehicle in the defined position until the visualisation of its route elapses. Change in the characteristics of the line allocated to the transmitting vehicle may be uniform within one segment.
Figs. 8A and 8B show representational examples of route traces of transmitting vehicles. Thus, the display 810 represented in Fig. 8A shows an area with an arterial road, which has traces of the transmitting vehicles indicated by use of a line of variable thickness. The displayed map indicates that the passing of vehicles through the arterial road 811 from the left to the right side takes place smoothly, while passing from the right to the left side would be easier through the diversion 812 than through the segment 813, which means the segment beginning and ending at the points where it is possible to exit or enter the road and to continue driving. The display 820 shows the same area with the same arterial road 821, on which routes are represented using lines of different types. From the presented map, it appears that passing from the right to the left is easier through the diversion 822 than the segment 823.
In order to facilitate route representation and specify the optimal travel route of the authorised vehicle of the user, every segment, which means the section beginning and ending at points where it is possible to exit or enter the road to continue driving, has an ID identifier allocated. For every segment specified that way, exemplary calculations may be carried out as to the number of traces in a segment or the date of last passage. Moreover, for every one-hour interval, e.g. peak hours 12-13, 13-14, 14-15 the number of traces, average travel time, stop/start number (speed reduction to zero and then increase in speed), maximum speed, average speed, distribution function, validation of data correctness (whether they are not false), number of vehicles per second, width of available road and date of last information received from that segment, for example in order to specify visibility or intensity of the line.
In the case of public transport, it is possible to use different means of transportation. When calculating the optimum way of passing from one point to another, transfer points are used and on their basis as well as on the basis of the current position of the vehicles of the individual lines and expected arrival time to the stop (considering traffic hindrances), the route for the fastest travel from one point to another is drawn. Therefore, Fig. 9 shows the display 910 of public transport vehicle routes, for example a tram indicated as 914 of tramline No 4 and a bus indicated as 911, 915 of bus line No 501 travelling along the scheduled route. According to the present invention, the system has the functionality of displaying icons with line numbers and/or other information like whether the bus is a low floor vehicle, a facility for disabled persons. In addition, the icons may move as the vehicle travels the route. The passenger may be kept informed about the time to leave the public transport vehicle and the other one to move to. For example, as shown in the figure, buses of line 501 encounter problems when travelling the route 912. The passenger may in this connection change the bus to tram No 4 and continue travelling by tram. The route suggested by the system is indicated on a display with the thick line. If, due to any reason, the passenger misses the specified vehicle of public transport, the system would automatically change its configuration and suggest the next connection. In addition, the system may receive data from the dispatcher when the line has a vehicle defect and the stand-by vehicle becomes a planned vehicle, the display shows new vehicle. Furthermore, when planning long distance routes, the system may enable automatic plan changing in case of hindrance or being late on individual segments.
Figs. 10A and 10B show a method for grouping traces of transmitting vehicles. The segments 1011, 1012 positioned on segment grid 1010, while the difference between their angles of inclination e.g. to the OX axis is less than α₀ and the distance between the segments is shorter than ρ₀, are transformed by their grouping consisting of the fact that for a set of segments which satisfy the above requirements, average segment x _a 1021 is calculated such that its length, direction and value is a mean value of lengths and directions of segments belonging to set X. Current or momentary average speed, which equals the ratio of the length of the travelled segment to the sum of the times for travelling the segments being part of average segment x _a 1021, is allocated to the average segment. That segment may also be located on segment grid 1020. Similarly, segments of broken line 1031, 1032 of Fig. 10B are brought close together to position 1033 and then grouped into one broken line 1030.
Fig. 11 shows a display unit 1100 displaying route options 1102, 1103, which the user of the vehicle monitoring system may travel. The slow route 1102 is represented using a set or sequence of moving and bent lines of low concentration, their vertex indicating the direction of movement of the transmission vehicle, which means from node 1104 to node 1101. In turn, speed route 1103 is represented using a similar set of bent lines like the lines of the slow route, providing that bent line concentration is much higher. Such a single, moving sequence of bent lines may represent one lane or one road. When representing traffic state or vehicle movement, the display may show different geometrical shapes instead of bent lines, for example circles, squares, triangles or their combinations. Displayed geometrical shapes may change their colours, or pulsate on the screen with a constant or variable period of pulsation or may be displayed continuously. These shapes may change their forms, for example a square may become a triangle or a line, while a line may change to any geometrical shape.
Current or momentary speed variations occurring in time may be displayed in connection with traces of moving transmitting vehicles along whole segments or their parts. The method for the creation of segments which can be used to group collected information on current or momentary speeds is shown in Fig. 12 containing a single trace 1200 displayed on a background of segment 1211 as a line 1210. Then, over the previous trace, a new trace 1221 was applied, which is later than the previous one and partially interferes with the previous trace 1220. As a result of a modification of first segment 1211, one can obtain modified segment 1231 and new segments 1233, 1234 and 1235 forming a background for the first trace 1232 and the new trace 1236.
Fig 13A shows a method for detecting traffic lanes on the specified road section 1301, which may form one segment and which contains traces of overtaking and cumulating traces around several lines, out of which traces 1302 of routes along one lane, trace 1303 of the overtaking vehicle that changed lanes from one to another and trace 1304 of the route along the second lane can be distinguished. The features allowing for the distinguishing of the lanes were grouped along several lines and traces of overtaking, together with lane changing. Another method of lane detection along road section 1311 by detecting two vehicles moving parallel to each other is shown in Fig. 13B, the first vehicle marking its last trace 1312 at the specific moment. The second vehicle travelling in the same direction left its last trace 1313 at the same moment that the first vehicle left its trace. If the interval in which both vehicles left traces is not long and both traces were left in the same specific segment, for example limited by straight lines 1314 and 1315, that means that both vehicles travelled side by side which allows the conclusion to be reached that two lanes are present. Both methods for lane detection may be combined.
After setting out the segments, the analysis of current or momentary speeds of transmitting vehicles in a specific segment may be carried out. When the speed analysis shows that the transmitting vehicles, or particular group of transmitting vehicles, behave in a similar way, for example, slowing down and then stopping, while the stopping time of the vehicles is noticeable, then such a segment may be qualified as a blocked segment. The representation does not show individual traces, but whole segment may be indicated by a uniform colour, e.g. red, which means that the road has been blocked for a time exceeding fifteen minutes. An alternative route may be then proposed to the user.
Selection of the best route between two points A and B proceeds in the way shown in Fig. 14A and 14B. For example, the user would like to turn from the main road from point A to the subordinate road to point B, having the selection between two optional routes 1401, 1402 as shown in Fig. 14A. After possible routes 1401, 1402 have been found and divided into segments 1411, 1412, 1415, 1416, 1417, for every segment the time of transmitting vehicle travel is specified, if the segment was travelled only by one transmitting vehicle, or average travel time of many transmitting vehicles is calculated for every segment and/or the distance travelled by transmitting vehicle is specified if the segment was travelled by only one transmitting vehicle, or mean distance travelled by many transmitting vehicles is calculated. For all vehicles travelling along possible routes which lie between the main and subordinate roads a rating is created according to two criteria, e.g. of distance and time, using the division of roads into segments 1411, 1412, 1415, 1416, 1417, after aggregating times and/or distances of segments making up previously specified eventual routes. During the visualisation, route 1414, which was travelled by a vehicle of particular category in the shortest time and route 1413 of the shortest distance are displayed to the user. On the basis of presented routes, the user may choose a route. Route 1414, which is displayed to the user, may be a trace resulting from traces of many transmitting vehicles.
The presented method for the selection of a route may be used for searching for the fastest connection between two geographical locations, using information about traffic load of the individual segments in such a way that the routes and travel times available for different types of vehicles are displayed. Thus, it is possible to find the fastest connection with or without transfers between two points in a city by use of public transport and also find the fastest connection for bikes, which have different routes available, or for persons travelling by cars, e.g. taking into account places where cars can be left and the users may change to public transport vehicles. According to the invention, such a use made of the system enables a specification of the limitations, e.g. lack of connection to public transport or no entry zone in the area reserved for residents.
In the case of adaptation of the presented system to the needs of public transport, the exemplary criterion of route optimisation might be to minimise the time spent at bus-stops waiting for a bus, however, in such a way that the travel time does not take more than 50% longer by travelling on a direct line (if such a line exists) which is not a frequent line. Then, the system might indicate, where the lines are taken into account while calculating the route, where the vehicles are and which route guarantees a definite waiting time for the next bus, for example during a transfer.
Fig.15 shows a representation algorithm for the most convenient route of travel from one point to another using a division of the route into segments. The algorithm starts by receiving online information about the positions of the transmitting vehicles in step 1510. After information has been received, an analysis of segments for traces of transmitting vehicles is carried out in step 1515, and then in step 1520 the best route is specified and the results of optimisation are represented in step 1525.

Claims

A system for monitoring vehicle traffic comprising a device (30) for transmitting position data of the transmitting vehicle, a device (40) for receiving positional data of the transmitting vehicle and a device (810, 820, 910, 1100) for releasing traffic data of transmitting vehicles, characterised in that the device releasing traffic data of transmitting vehicles provides a visualisation (810, 820, 910, 1100) of transmitting vehicle routes in the form of lines (710, 720, 730, 740, 750, 760, 822, 823) allocated to the transmitting vehicle (10, 11), their attributes being at least dependent on the current or momentary speed of the transmitting vehicle.
The system for monitoring vehicle traffic according to claim 1 characterised in that a line (710, 720, 730, 740, 750, 760, 822, 823) representing the route of the transmitting vehicle (10, 11) is applied to the road map.
The system for monitoring vehicle traffic according to claim 1 characterised in that the attributes of the line (710, 720, 730, 740, 750, 760, 822, 823) allocated to the transmitting vehicle are a line colour and/or a line thickness and/or a line intensity and/or a line type and/or graphical line components or a combination of these features, changing as momentary speed of the transmitting vehicle changes.
The system for monitoring vehicle traffic according to claim 1 characterised in that the attributes of the line (710, 720, 730, 740, 750, 760, 822, 823) allocated to the transmitting vehicle are a line colour and/or a line thickness and/or a line intensity and/or a line type and/or graphical line components or a combination of these features, changing in time from the moment of occurrence of the transmitting vehicle in a defined position until the visualisation of the route of the transmitting vehicle.
The system for monitoring vehicle traffic according to claim 1 characterised in that the attributes of the line (710, 720, 730, 740, 750, 760, 822, 823) depend on the type of the vehicle and/or its use.
The system for monitoring vehicle traffic according to claim 1 characterised in that to the line representing the route (912, 913) and allocated to the transmitting vehicle, the digit and/or number designation (911, 914, 915) is allocated, which is allocated to vehicle type and/or its use.
The system for monitoring vehicle traffic according to claim 1 or 6 characterised in that the device for releasing traffic data or a visualisation device is adjusted for release by radio and/or by cable by the lines allocated to every transmitting vehicle and/or every digit and/or number designation (911, 914, 915) allocated to the line and vehicle type and/or its use.
A method for monitoring vehicle traffic realized by a system comprising a device for transmitting position data of a transmitting vehicle, a device receiving positional data of the transmitting vehicle and a device releasing traffic data of the transmitting vehicles, the method characterised in that positional data of the transmitting vehicle are being received, current or momentary speed of the transmitting vehicle is being estimated and the route of every transmitting vehicle is being visualised in the form of a line, its attributes being dependent at least on the current or momentary speed of the transmitting vehicle.
The method for monitoring vehicle traffic according to claim 8 characterised in that the route of every transmitting vehicle is represented as a line after dividing the route into segments according to the route segment type and/or route segment shape and/or route segment joining method and/or route segment purpose.
The method for monitoring vehicle traffic according to claim 8 characterised in that the attribute of the line allocated to the transmitting vehicle is a line colour and/or a line thickness and/or a line intensity and/or a line type and/or graphical line components or a combination of these features, changing as momentary speed of the transmitting vehicle changes, and/or as the time from the moment of occurrence of the transmitting vehicle in a defined position until the visualisation of its route elapses.
The method for monitoring vehicle traffic according to claim 8 characterised in that possible routes of travel between two points are defined for the segmented distance connecting the two points, which has to be optimised with respect to the travel time between the two points and/or the distance connecting the two points, and then the routes are replaced by the segments and the travel time and/or the distance for all possible routes for travel between the two points is calculated and the optimum route is selected respectively taking into account travel time between the two points and/or the distance between the two points, and then the optimum route is visualised.
The method for monitoring vehicle traffic according to claim 11 characterised in that the change of attributes of the line allocated to the transmitting vehicle which is a line colour and/or a line thickness and/or a line intensity and/or a line type and/or graphical line components or a combination of these features, changing as momentary speed of the transmitting vehicle changes, and/or as the time from the moment of occurrence of the transmitting vehicle in a defined position until the visualisation of its route elapses, is uniform within one segment.