US20090048769A1 - Method and system for partitioning a continental roadway network for an intelligent vehicle highway system - Google Patents
Method and system for partitioning a continental roadway network for an intelligent vehicle highway system Download PDFInfo
- Publication number
- US20090048769A1 US20090048769A1 US12/285,281 US28528108A US2009048769A1 US 20090048769 A1 US20090048769 A1 US 20090048769A1 US 28528108 A US28528108 A US 28528108A US 2009048769 A1 US2009048769 A1 US 2009048769A1
- Authority
- US
- United States
- Prior art keywords
- vehicle
- subnetworks
- continental
- traffic
- roadway
- 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.)
- Abandoned
Links
Images
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
Definitions
- Real-time traffic data collection is of fundamental importance for traffic information management, road guidance, and intelligent vehicle highway systems (IVHS).
- IVHS intelligent vehicle highway systems
- this invention relates to a continental roadway network partitioning technique for road traffic data collection and intelligent vehicle highway systems.
- a system and method is provided for dividing a continental roadway network into a set of smaller, computationally more manageable roadway networks for efficiently collecting real-time traffic data and providing traffic forecasts and travel guidance to drivers of vehicles equipped to interact with the system.
- one aspect of the present invention entails a method of collecting real-time traffic data using vehicles and providing the real-time traffic data to an occupant of a vehicle traveling on a continental roadway network.
- This method includes steps of partitioning a digitized continental roadway network having a plurality of nodes and links that define a digitized representation of the continental roadway network into a plurality of digitized roadway subnetworks, and instantiating one or more traffic managers in an onboard vehicle navigation device for each one of a subset of digitized roadway subnetworks that lie in a vicinity of a current position of the vehicle to collect and provide relevant real-time traffic data from and to the vehicle.
- the system includes a plurality of vehicles each having an onboard vehicle navigation device having a global positioning system (GPS) receiver for generating real-time position data for the vehicle, a wireless transceiver for transmitting the real-time position data and for receiving traffic data, the onboard vehicle navigation device having a processor that executes an application for instantiating one or more traffic managers for each of the digitized roadway subnetworks defined by partitioning a digitized continental roadway network representative of the roadways of a continent to form a partitioned continental roadway network.
- the system also includes a traffic data center having a wireless transceiver for receiving real-time position data from the plurality of vehicles in the network and for transmitting to the vehicles processed traffic data based on the real-time position data received from the plurality of vehicles in the network.
- the onboard (in-vehicle) device includes a global positioning system (GPS) receiver for generating a current position of the vehicle, a wireless transceiver for transmitting the current position of the vehicle to a traffic data center for processing traffic data to be communicated back to the wireless transceiver, a processor that executes an application for instantiating a plurality of partitioned subnetworks relevant to the current position of the vehicle, the partitioned subnetworks being defined by partitioning a digitized continental roadway network that represents the continental roadway network in terms of nodes interconnected by links to thus form a partitioned continental roadway network, and a user interface for presenting the traffic data to the occupant of the vehicle to enable intelligent navigation through the roadway network.
- GPS global positioning system
- FIG. 3 is a schematic depiction of a method of partitioning a continental roadway network in accordance with an embodiment of the present invention.
- an intelligent vehicle highway system collects real-time traffic data and provides processed real-time traffic data to an occupant (e.g. driver) of a vehicle traveling on a continental roadway network or other large-scale roadway network.
- a digitized continental roadway network represents the continental roadway network using nodes (for intersections or highway exits or entrances) that are interconnected by links (for each direction of each roadway) to thus define a digitized representation of the continental roadway network.
- the digitized continental roadway network is partitioned into a plurality of digitized roadway subnetworks.
- the onboard vehicle navigation device has a processor for executing a software application that instantiates a subset of the digitized roadway subnetworks in a vicinity of a current position of the vehicle to collect real-time traffic data and to provide relevant, processed real-time traffic data to the occupant of the vehicle in a computationally efficient manner.
- a method of collecting real-time traffic data and providing processed real-time traffic data to an occupant of a vehicle traveling on a continental roadway network includes an initial step of partitioning a digitized continental roadway network having a plurality of nodes and links that define a digitized representation of the continental roadway network into a plurality of digitized roadway subnetworks.
- the step of partitioning the digitized continental roadway network is preferably done once (with optional subsequent updates to account for road closures and new roads) and then stored on a server or other storage means for uploading preferably by wireless link to the VSS onboard each vehicle.
- the subnetworks of the partitioned network can be uploaded from a CD-ROM, DVD or other computer-readable storage medium.
- updates can be transmitted wirelessly as over-the-air patches to update the digitized continental roadway network to account for road closures, new roads that are built or expanded, or for new exits or entrances, etc.
- CD-ROM, DVD or computer-readable medium updates could also be distributed at gas stations or through the American Automobile Association (AAA) or the Canadian Automobile Association (CAA), convenience stores, etc.
- Partitioning of the continental network results in a plurality of subnetworks, each representing a region of the continent, such as a metropolitan area, or a expanse of territory, etc.
- the partitioning is done by dividing the continental roadway network into regions represented by respective subnetworks of nodes interconnected by links, the regions being demarcated by enclosed demarcation lines (i.e. virtual boundaries between subnetworks) which are drawn to represent each region's limit such that no line segment of any demarcation line coincides with a link of any of the subnetworks.
- demarcation lines are drawn such that demarcation lines intersect roadways but do not overlie any roadways.
- Each demarcation line includes a plurality of artificially defined demarcation nodes with which are associated an ID of an immediately adjacent subnetwork.
- artificial nodes can be added to define virtual boundaries or limits to delimit the distinct regions of the partitioned network.
- the next step in the method is instantiating one or more traffic managers (also known herein as “digitized roadway network managers”) in an onboard vehicle navigation device for each one of a subset of digitized roadway subnetworks that lie in a vicinity of a current position of the vehicle to collect real-time traffic data and to provide relevant, processed real-time traffic data to the occupant of the vehicle.
- traffic managers also known herein as “digitized roadway network managers”
- a software application executing on a processor in the onboard vehicle navigation device should instantiate no more than four traffic managers while executing a control process to control each of the traffic managers.
- the partitioned continental roadway network has a joint awareness zone (JAZ) defining an inner buffer immediately on each side of each demarcation line that partitions one subnetwork from a neighboring subnetwork, the joint awareness zone having a plurality of awareness nodes forming an awareness line approximately parallel to the respective demarcation line whereby vehicle position data for a vehicle located within the joint awareness zone is shared between the traffic managers associated with the neighboring subnetworks on either side of the demarcation line.
- the girth of the joint awareness zone (JAZ) is determined by the Level of Awareness (LOA) which is a tunable parameter that can be varied to alter the performance of the system.
- LOA Level of Awareness
- the onboard vehicle navigation device 21 converts the GPS information into respective instantaneous positions of the respective vehicle relative to a digitized road network map that represents the roadway system on which the vehicle is traveling.
- the digitized road network map includes a reference system (latitude and longitude) consistent with the reference system used by the GPS 40 .
- the in-vehicle device 21 intermittently transmits the instantaneous roadway positions of the vehicle as radio frequency (RF) data to a communication station 50 .
- the communication station 50 transfers the instantaneous vehicle positions through a transfer medium 52 (i.e.
- the in-vehicle device 21 on each vehicle 20 receives the traffic conditions from traffic data center 60 and processes information included in the traffic condition broadcasts to provide route planning (intelligent navigation) to the driver by recommending real-time optimum travel routes based on real-time or forecast traffic conditions. Further implementation details regarding this system are described in U.S. Pat. No. 6,401,027 (Xu et al.) entitled “Remote Road Traffic Data Collection and Intelligent Vehicle Highway System”, which is hereby incorporated by reference in its entirety.
- an intelligent vehicle navigation system in accordance with an embodiment of the present invention collects and provides real-time traffic data from and to vehicles traveling on roadways that are part of a continental roadway network.
- This improved system includes a plurality of vehicles each having an onboard vehicle navigation device having a global positioning system (GPS) receiver for generating real-time position data for the vehicle, a wireless transceiver for transmitting the real-time position data and for receiving traffic data, the onboard vehicle navigation device having a processor that executes an application for instantiating one or more traffic managers for each of the digitized roadway subnetworks defined by partitioning a digitized continental roadway network representative of the roadways of a continent to form a partitioned continental roadway network.
- GPS global positioning system
- This improved system also includes a traffic data center having a wireless transceiver for receiving real-time position data from the plurality of vehicles in the network and for transmitting to the vehicles processed traffic data based on the real-time position data received from the plurality of vehicles in the network.
- an enhanced vehicle support subsystem (VSS) 30 is provided in the onboard vehicle navigation device (in-vehicle device) 21 .
- the enhanced VSS 30 includes a road network locator 32 (hereinafter simply locator 32 ) and a road explorer 34 .
- a mobile radio subsystem 24 i.e. a wireless RF transceiver
- is included in the onboard vehicle navigation device (in-vehicle device) 21 are a computer system 26 for operating the subsystems and storing the digitized road network map.
- a driver/user interface 28 includes a microphone, data entry pad, screen display and loudspeaker to permit drivers (or other vehicle occupants, such as a passenger who is navigating for the driver) to interact with the onboard vehicle navigation device (in-vehicle device) 21 .
- the locator 32 computes the geographical location of the vehicle, using data received from the GPS receiver 22 , and converts it to a position on the digitized road network map and stored in the computer system 26 . From time to time, the mobile radio subsystem 24 transmits vehicle position data processed by the locator 32 to the communication station 50 which forwards road traffic data reported from all vehicles 20 traveling the roadway system 10 to the traffic data center 60 for further processing. The processed data is used for forecasting road traffic conditions.
- the mobile radio system 24 in the vehicle 20 also receives data broadcast by the communication station 50 . In addition to traffic forecasts, the broadcast data may include one or more digitized road network maps (that is, if such maps have not yet been uploaded by CD, DVD, or other computer-readable storage means).
- the data received by the mobile radio subsystem 24 is stored by the computer system 26 and the road network explorer 34 uses the data in conjunction with driver's instructions received from the driver interface 28 to provide intelligent route guidance or “intelligent navigation”.
- the intelligent route guidance such as an optimum travel route based on real-time traffic conditions, can be displayed on the screen display of the driver interface 28 (or, generically, the “user interface” when the device is used by a vehicle occupant other than the driver). Further implementation details regarding this device are described in U.S. Pat. No. 6,401,027.
- an intelligent vehicle navigation device in accordance with another embodiment of the present invention provides intelligent navigation to an occupant of a vehicle traveling on a continental roadway network.
- This improved device has a global positioning system (GPS) receiver for generating a current position of the vehicle, a wireless transceiver for transmitting the current position of the vehicle to a traffic data center for generating traffic data to be communicated back to the wireless transceiver, a processor that executes an application for instantiating a plurality of partitioned subnetworks relevant to the current position of the vehicle, the partitioned subnetworks being defined by partitioning a digitized continental roadway network that represents the continental roadway network in terms of nodes interconnected by links to thus form a partitioned continental roadway network, and a user interface for presenting the traffic data to the occupant of the vehicle to enable intelligent navigation through the roadway network.
- GPS global positioning system
- a continental roadway network can be understood as a roadway system or network that includes all of the publicly accessible roadways of a given continent, and thus include the network of expressways, highways, rural roads, streets, avenues, roads and boulevards upon which a vehicle may travel.
- the continental roadway network need not strictly speaking be “continental” in scope.
- the roadway network could also be a national roadway network and therefore the present technology can be applied equally to a national roadway network that would include all of the public roadways of a particular country.
- the present technology can be applied to any roadway network that is too large to be computationally efficient on a microprocessor of an onboard vehicle navigation device.
- the expression “continental” should be construed as referring to a large-scale roadway system or road network that is computationally inefficient for the microprocessor of the onboard vehicle navigation device and is thus not limited to roadway networks that are continental in their reach.
- this technology could be used for the roadway network of Japan (a national roadway) or of the USA alone (also national in scope).
- the main purpose of this technology is to enable collection of traffic data and intelligent navigation over roadway networks that are continental in scope, such as, for example, the roadway network of North America, the roadway network of Europe, or the roadway network of Australia.
- the continental roadway network is digitized by representing every roadway by one or more links.
- a link is a directional/oriented road segment connecting two nodes, which can be thought of as a source node and a sink node, i.e. a link connects its source to its sink.
- a bidirectional (two-way) road would be represented by two oppositely oriented links representing each direction of travel on the bidirectional road.
- a one-way road would, of course, be represented by only a single link.
- Nodes are used to represent intersections, highway exits (off-ramps) or highway entrances (on-ramps).
- artificial nodes can be artificially defined along links to facilitate partitioning and to define buffer zones for information management and instantiation/termination of traffic managers.
- a route is thus a set of sequential links such that the first link's sink is the second link's source, and so on.
- the length (or “scale”) of a route, from a starting node to a destination node, is thus equal to the number of links.
- the distance from one node N 1 to another node N 2 is thus defined as the scale of a shortest route from N 1 to N 2 .
- the distance from a node to the demarcation line is the scale of a shortest route from the node to any node on the demarcation line.
- the distance from a link to the demarcation is defined as the distance from the sink of the link to the demarcation+1. Accordingly, a link's DTD will never be zero and a node's DTD is non-negative.
- Distance can also be expressed in meters, kilometers, miles, or other units of linear measure or in terms of a number of links. Distance can thus be represented using scale or distance, or alternatively a combination or weighted combination of both.
- Using nodes and links in the manner described in U.S. Pat. No. 6,401,027 enables one to digitize (“discretize”) the continental roadway network into a digitized continental roadway network that is a digitized representation of the continental roadway network.
- Each node in the network has associated data that includes a node index, latitude, longitude, DTD and may include other data relevant to the IVHS (Intelligent Vehicle Highway System).
- each link has associated data that includes a link index, source, sink, length, and may include other data relevant to the IVHS.
- Each subnetwork manager has a unique subnetwork identifier. For example, subnetwork index 0 could be assigned to the backbone expressway network; subnetwork indices 1 to 10 , 000 could be assigned to metropolitan subnetworks and networks indices 10 , 001 and higher could be assigned to other subnetworks in the digitized continental roadway network.
- Each subnetwork's traffic manager responsible for each subnetwork also has an indication of the identification of each of its neighboring regions/subnetworks and also contains the total number of nodes and total number of links in the subnetwork.
- Each subnetwork's traffic manager also has knowledge of the identity of each of the neighboring JAZ nodes and links.
- the continent (or other large territory) is partitioned into discrete and distinct regions (e.g. states, provinces, counties, metropolitan areas, or arbitrarily defined regions) by partitioning the digitized continental roadway network into subnetworks corresponding to each region using demarcation lines such that no linear segment of any demarcation line overlies or coincides with any link.
- the subnetworks are defined by “cleanly” partitioning the network so that the demarcation lines intersect links but do not coincide with any links.
- the resulting partitioned continental roadway network is composed of a plurality of subnetworks, each being represented by nodes interconnected by links. Along each demarcation line are artificially defined demarcation nodes that are added to facilitate the handling of transitions from one subnetwork to another, as will be explained below.
- a “backbone network” means a continental expressway network or continental highway network (e.g. the network of U.S. Interstate highways).
- “Capillary networks” include all other roadway networks in the continental roadway system, including, for example, state or provincial roadway networks, regional or rural roadway networks, and metropolitan roadway networks.
- the continental area can be partitioned arbitrarily such that a given region encompasses, for example, a portion of one county of one state and a portion of a different county of another state.
- Arbitrary partitioning of the continental network ensures that regions are optimally drawn to facilitate the smooth handover from one traffic manager (digitized roadway network manager) to another.
- Partitioning of the network is preferably done only once by a human operator or using special software in order to provide an optimal partitioning of the network, although partitioning could also be performed by the enhanced VSS 30 in the onboard device 12 in each vehicle.
- this “static” roadway data (the digitized roadway network data) is uploaded to the enhanced VSS 30 in each vehicle, e.g. by CD, DVD or wireless link.
- Wirelessly uploading this digitized roadway network data is preferable since this technique provides potentially “fresher”, updated data on the network, taking into account road closures or new roads that have been opened.
- new versions, containing changes to the road network can be provided to users on CD, DVD or on another type of computer-readable storage medium.
- digitized roadway network data representing the links and nodes of relevant subnetworks is preferably loaded to the VSS 30 after being received over-the-air by the wireless RF transceiver in the onboard vehicle navigation device 21 from the traffic data center 60 .
- the preferred technique is to partition the network first, store the resulting subnetworks, and then upload relevant subnetworks wirelessly, which thereby avoids the inefficiencies of having to load the digitized roadway network data for the entire continental roadway system into the VSS 30 .
- a continental roadway network is partitioned into smaller subnetworks, including a backbone network representing a continental expressway network and a plurality of capillary roadway subnetworks.
- a Digitized Roadway sub-Network (DRN) Manager (DRNM) 36 is employed to collect, manage and process traffic data for a respective subnetwork of roadways to plot optimal routes through the links and nodes of the subnetwork to avoid areas of congestion.
- Each DRNM is implemented as a computer process in the VSS 30 .
- a DRNM shall also be known as a “traffic manager” since it collects and then manages/processes traffic data received from the traffic data center for a respective subnetwork.
- a traffic manager or DRNM is instantiated as a separate computer process to handle traffic data for each respective subnetwork of the partitioned continental roadway network.
- this improved technology uses an enhanced VSS that includes a Control Process (CP) and multiple traffic managers (i.e. multiple DRNMs) to handle relevant subnetworks of the partitioned network.
- CP Control Process
- DRNMs traffic managers
- Partitioning of the continental roadway network can be done in such a manner that, at any location, a vehicle concerns at most four (4) subnetworks: the continental expressway subnetwork (i.e. the backbone network); a regional capillary subnetwork; and two neighboring capillary subnetworks.
- the vehicle might be on either the continental expressway subnetwork or a regional capillary subnetwork, with two (2) other capillary subnetworks serving as neighboring subnetworks.
- more than four (or fewer than four) subnetworks can be instantiated in other variants of this technology.
- the enhanced VSS 30 Preferably, and subject to the potential variation described in the foregoing paragraph, at most four (4) DRN managers are employed in the enhanced VSS 30 .
- the enhanced VSS 30 only uses two (2) DRN managers (traffic managers): one representing the continental expressway subnetwork, and the other representing a local capillary subnetwork on which the vehicle is currently located.
- a DRN manager needs to be instantiated to represent the subnetwork that the vehicle is approaching. If the vehicle is simultaneously approaching two (2) capillary networks, i.e. nearing the junction of three regions, then two (2) DRN managers are instantiated to represent, respectively, the two adjoined neighboring capillary networks. Instantiating two DRN managers for the two capillary networks that the vehicle is approaching is necessary to ensure that regardless which of the two roadway subnetworks the vehicle enters, a DRN manager corresponding to the entered subnetwork will be running.
- each DRN manager receives and updates real-time traffic data of its subnetwork and is effectively on standby, i.e. ready to take over responsibilities as primary DRN manager if the vehicle moves into its own subnetwork.
- a new traffic manager When a vehicle moves into a new subnetwork, a new traffic manager (DRNM) is activated as the primary traffic manager (primary DRNM).
- the traffic manager for the subnetwork from which the vehicle has just departed is downgraded from “primary” to “standby”, i.e. its process remains instantiated and a decision must also be made as to whether that existing traffic manager that remains instantiated is still relevant or whether it should be deactivated or terminated.
- the VSS no longer needs the DRN manager (traffic manager) that handles the previous subnetwork.
- the DRN manager will be terminated as being no longer required.
- An outer buffer zone or outer belt, representing a first threshold is defined as an Instantiating/Terminating Threshold (ITT).
- An inner buffer zone, or inner belt, representing a second threshold is defined as a Joint Awareness Zone (JAZ).
- JAZ Joint Awareness Zone
- the active/primary traffic manager for the subnetwork in which the vehicle is presently traveling then begins to share vehicle position data with the traffic manager of the neighboring subnetwork to thereby make both traffic managers for the neighboring subnetworks aware of the vehicle position. Because of the proximity of the vehicle to the neighboring subnetwork (and hence the likelihood that the vehicle may in fact traverse into the neighboring subnetwork), the traffic manager for the neighboring subnetwork may not only receive traffic data, but may also determine congested areas and provisionally compute optimal routes for the vehicle in the event that the vehicle actually traverses the demarcation line.
- the Joint Awareness Zone runs substantially parallel to the demarcation line, thus defining an inner belt or buffer zone.
- the JAZ has a plurality of awareness nodes (some of which may be artificially defined) arranged roughly parallel to the demarcation line in what is referred to herein as an “awareness line”, thus constituting a predetermined threshold for triggering the exchange of vehicle position information with the traffic manager of an adjacent subnetwork.
- the ITT is an outer belt or buffer running also parallel to the awareness line and demarcation line.
- the ITT is also known as a “lifeline” and includes a plurality of lifeline nodes, some of which may be artificially defined.
- a node is a “lifeline node” (in regards to its neighboring network) if its Distance to Demarcation (DTD) or Distance from Demarcation (DFD) is equal to the ITT.
- DTD Distance to Demarcation
- DFD Distance from Demarcation
- the “lifeline” is so called because it either brings to life (instantiates) a traffic manager (computer process) or it terminates/kills a traffic manager (computer process). If a vehicle is driving toward a neighboring subnetwork, then the neighboring subnetwork's manager needs to be instantiated when the vehicle hits the lifeline. If the vehicle is driving away from a neighboring subnetwork, then the neighboring subnetwork's manager will be terminated when the vehicle hits the lifeline (having, of course, traverse to the other side of the demarcation line).
- each region is enclosed by one or more demarcation lines concentrically within which are the lifelines (ITT) and awareness lines that form the outer and inner buffers, respectively, around the periphery or boundary of each region.
- the lifelines and awareness lines are each closed lines, each tracking approximately parallel to the boundary (demarcation lines) of their respective region.
- the width of the ITT (i.e. the distance from the demarcation to the ITT's lifeline) is chosen based on the real-time traffic data broadcast cycle.
- One criterion is that the DRN manager (traffic manager) should be instantiated such that it is given enough time to receive a full traffic data broadcast before the vehicle moves into its territory.
- DRN managers instead of instantiating/terminating DRN managers, it is possible to merely awaken/hibernate the various processes.
- four (4) DRN managers traffic managers are created when the system boots up. No DRN managers are terminated at any time. Instead, a DRN manager is merely hibernated when it is no longer required, and it will be awakened only when the control process considers it necessary or expeditious to do so.
- the enhanced VSS 30 uses a Control Process 38 , as depicted schematically in FIG. 2 , to instantiate and terminate a DRN manager (i.e. traffic manager) and to coordinate operations among the various DRN managers (traffic managers), including for example the hand-over of primary vehicle tracking responsibility when the vehicle crosses over from one subnetwork to an adjacent subnetwork.
- a DRN manager i.e. traffic manager
- traffic managers traffic managers
- the LOA (“Level of Awareness”) is a tunable parameter that can be varied to change the performance of the navigation system.
- the LOA determines the placement of the awareness line and hence the width of the joint awareness zone (JAZ).
- JAZ joint awareness zone
- a common LOA value is selected for all capillary subnetworks and an LOA of zero (0) is set for the backbone subnetwork. Setting the LOA to 0 for the backbone subnetwork does not mean that vehicle positions when driving on the backbone will not be shared with the traffic manager of the local capillary subnetwork.
- a higher LOA is more computationally onerous since information is shared more frequently.
- a higher LOA in theory, provides more intelligent navigation since the occupant of the vehicle is made aware of traffic conditions that are far from the present location of the vehicle, thus providing better chances of avoiding congested areas.
- a lower LOA is computationally easier but provides less “intelligence” about traffic conditions prevailing in regions beyond the immediate vicinity of the vehicle.
- DTD Distance to Demarcation
- JAZ joint awareness zone
- the vehicle when the DTD is less than or equal to the LOA, then the vehicle is either at an awareness node or within the JAZ, in which case the manager of the adjoining region needs to know where the vehicle is currently located.
- the United network is properly partitioned such that demarcation lines are only drawn in rural areas or areas of lower population density, then the use of a low LOA is preferable.
- a low LOA becomes advantageous to economize computational resources while nevertheless ensuring a smooth handover from one traffic manager (DRNM) to another.
- FIG. 3 covers three (3) regions whose respective subnetworks are separated by the demarcation lines 116 .
- this diagram is presented merely by way of example to illustrate embodiments of the invention, and nothing in the details of this diagram should be taken as limiting the scope of the invention defined in the appended claims.
- the respective sizes/widths of the JAZ 120 and ITT 112 can be varied beyond what is illustrated in this example.
- the partitioned network includes nodes 100 and links 110 .
- the lifeline 112 passes all lifeline nodes 102 of a region and is substantially parallel to the region's demarcation line.
- the awareness line 114 passes through all awareness nodes 104 of a region and is substantially parallel to the region's demarcation line as well.
- the shaded area bounded by the awareness line 114 and the demarcation line 116 in each region is the Joint Awareness Zone (JAZ) 120 for that region.
- JAZ Joint Awareness Zone
- FIG. 4 is a sequence diagram illustrating, by way of example, sequential actions carried out by the Control Process (CP) and the DRN managers (traffic manager processes) as a vehicle traveling in Region 1 hits the ITT, traverses the JAZ, and then crosses the demarcation line to enter Region 2 . Also explained are the subsequent actions that occur in the Control Process and traffic managers as the vehicle, heading outbound from the demarcation line, departs the JAZ and crosses the ITT threshold of Region 2 .
- CP Control Process
- DRN managers traffic manager processes
Abstract
An intelligent vehicle highway system collects and provides real-time traffic data to a vehicle traveling on a continental roadway network. A digitized continental roadway network has nodes interconnected by links that define a digitized representation of the continental roadway network. To enable intelligent data collection and navigation over large expanses of the continental network, which would otherwise be computationally onerous, the digitized continental roadway network is partitioned into a plurality of digitized roadway subnetworks. The onboard vehicle navigation device has a processor for executing an application that instantiates a subset of the digitized roadway subnetworks in a vicinity of a current position of the vehicle to collect and provide relevant real-time traffic data to the vehicle in a computationally efficient manner.
Description
- This is the first application filed for the present invention.
- The present invention relates, in general, to traffic engineering and, more particularly, to intelligent vehicle highway systems that collect traffic information and provide real-time traffic information to vehicles.
- Real-time traffic data collection is of fundamental importance for traffic information management, road guidance, and intelligent vehicle highway systems (IVHS).
- Most techniques addressing this issue use static probes, i.e. fixed sensors and/or cameras. Given the enormous size of a continental roadway system, and the sheer number of roads contained therein, it is impractical not to mention prohibitively expensive to install sensors and/or cameras throughout the network to collect road traffic data for each and every public road on the continent.
- U.S. Pat. No. 6,401,027 (Xu et al.) entitled “Remote Road Traffic Data Collection and Intelligent Vehicle Highway System” discloses a method for collecting road traffic data by using moving vehicles as probes. As described in this patent, vehicles subscribing to the intelligent navigation service periodically transmit position data to a traffic data center which computes traffic conditions and broadcasts this traffic data back to the vehicles. In-vehicle navigation devices then display or otherwise use the traffic information to enable the vehicle occupants to intelligently navigate the roadways to seek the fastest route to their destination, primarily by avoiding traffic congestion. As taught by this above patent, each vehicle maintains only two digitized road network maps at any time, one being the continental expressway network map and the other being a local regional or metropolitan roadway network map. However, even though the foregoing technology can, in theory, cover the entire territory of a continent, the sheer number of links and nodes needed to represent all the roadways and intersections in a continental roadway system is so enormously large that it is computationally inefficient to do so.
- Accordingly, there exists a need for a technology that would enable intelligent vehicle highway systems for the entire expanse of a continental roadway network to thereby provide computationally-efficient and seamless intelligent navigation services to vehicles traveling large distances from one portion of a continental roadway network to another.
- In general, this invention relates to a continental roadway network partitioning technique for road traffic data collection and intelligent vehicle highway systems. In particular, a system and method is provided for dividing a continental roadway network into a set of smaller, computationally more manageable roadway networks for efficiently collecting real-time traffic data and providing traffic forecasts and travel guidance to drivers of vehicles equipped to interact with the system.
- Accordingly, one aspect of the present invention entails a method of collecting real-time traffic data using vehicles and providing the real-time traffic data to an occupant of a vehicle traveling on a continental roadway network. This method includes steps of partitioning a digitized continental roadway network having a plurality of nodes and links that define a digitized representation of the continental roadway network into a plurality of digitized roadway subnetworks, and instantiating one or more traffic managers in an onboard vehicle navigation device for each one of a subset of digitized roadway subnetworks that lie in a vicinity of a current position of the vehicle to collect and provide relevant real-time traffic data from and to the vehicle.
- Another aspect of the present invention entails an intelligent vehicle highway system for collecting and providing real-time traffic data from and to vehicles traveling on roadways that are part of a continental roadway network. The system includes a plurality of vehicles each having an onboard vehicle navigation device having a global positioning system (GPS) receiver for generating real-time position data for the vehicle, a wireless transceiver for transmitting the real-time position data and for receiving traffic data, the onboard vehicle navigation device having a processor that executes an application for instantiating one or more traffic managers for each of the digitized roadway subnetworks defined by partitioning a digitized continental roadway network representative of the roadways of a continent to form a partitioned continental roadway network. The system also includes a traffic data center having a wireless transceiver for receiving real-time position data from the plurality of vehicles in the network and for transmitting to the vehicles processed traffic data based on the real-time position data received from the plurality of vehicles in the network.
- Yet a further aspect of the present invention entails an onboard vehicle navigation device for collecting, transmitting and receiving real-time traffic data and for providing intelligent navigation to an occupant of a vehicle traveling on a continental roadway network. The onboard (in-vehicle) device includes a global positioning system (GPS) receiver for generating a current position of the vehicle, a wireless transceiver for transmitting the current position of the vehicle to a traffic data center for processing traffic data to be communicated back to the wireless transceiver, a processor that executes an application for instantiating a plurality of partitioned subnetworks relevant to the current position of the vehicle, the partitioned subnetworks being defined by partitioning a digitized continental roadway network that represents the continental roadway network in terms of nodes interconnected by links to thus form a partitioned continental roadway network, and a user interface for presenting the traffic data to the occupant of the vehicle to enable intelligent navigation through the roadway network.
- This new technology facilitates what would otherwise be a computationally onerous, if not impossible, task given the limitations of current microprocessors, namely providing real-time traffic data to vehicle occupants for large expanses of a continental roadway network. Despite the limited computational processing power of onboard vehicle navigation devices, intelligent navigation can be provided by innovatively partitioning a continental roadway into more computationally manageable subnetworks. Even if processor speeds were to be dramatically improved, this new technology would still be extremely useful in radically augmenting computational efficiency. Traffic managers for relevant subnetworks are instantiated to provide traffic intelligence about the immediate vicinity without wasting computational resources on areas or regions that are far away. Accordingly, this technology collects traffic data and provides intelligent navigation to vehicles even if they travel long distances, e.g. from one metropolitan area to another, and is thus highly useful for long-distance commuters, people on road trips, long-distance truckers, to name but a few end-users. Nevertheless, the traffic data that is collected from all participating vehicles in the network is shared among all other subscribers, whether they are traveling long distances or merely locally (short distances).
- Further features and advantages of the present invention will become apparent from the following detailed description, taken in combination with the appended drawings, in which:
-
FIG. 1 is a schematic layout of key components of an intelligent vehicle highway system in which the present technology can be implemented; -
FIG. 2 is a block diagram of key components of an onboard vehicle navigation device (“in-vehicle device”) in which the present invention can be implemented; -
FIG. 3 is a schematic depiction of a method of partitioning a continental roadway network in accordance with an embodiment of the present invention; and -
FIG. 4 is a sequence diagram illustrating, by way of example, sequential actions carried out by a Control Process (CP) executing on a microprocessor of an onboard vehicle navigation device in relation to an instantiated pair of interacting traffic managers (“Digitized Road Network (DRN) Managers) that were instantiated by the vehicle support subsystem (VSS) to manage traffic data forRegion 1 andRegion 2. - It will be noted that throughout the appended drawings, like features are identified by like reference numerals.
- By way of general introduction, and as will be elaborated below, an intelligent vehicle highway system collects real-time traffic data and provides processed real-time traffic data to an occupant (e.g. driver) of a vehicle traveling on a continental roadway network or other large-scale roadway network. A digitized continental roadway network represents the continental roadway network using nodes (for intersections or highway exits or entrances) that are interconnected by links (for each direction of each roadway) to thus define a digitized representation of the continental roadway network. To enable intelligent navigation over large expanses of the continental network, which would otherwise be computationally inefficient if the entire continental network had to be loaded, the digitized continental roadway network is partitioned into a plurality of digitized roadway subnetworks. The onboard vehicle navigation device has a processor for executing a software application that instantiates a subset of the digitized roadway subnetworks in a vicinity of a current position of the vehicle to collect real-time traffic data and to provide relevant, processed real-time traffic data to the occupant of the vehicle in a computationally efficient manner.
- Again by way of introduction, and as will be elaborated below in greater detail with reference to
FIGS. 1-4 , a method of collecting real-time traffic data and providing processed real-time traffic data to an occupant of a vehicle traveling on a continental roadway network includes an initial step of partitioning a digitized continental roadway network having a plurality of nodes and links that define a digitized representation of the continental roadway network into a plurality of digitized roadway subnetworks. The step of partitioning the digitized continental roadway network is preferably done once (with optional subsequent updates to account for road closures and new roads) and then stored on a server or other storage means for uploading preferably by wireless link to the VSS onboard each vehicle. Alternatively, the subnetworks of the partitioned network can be uploaded from a CD-ROM, DVD or other computer-readable storage medium. Subsequent to loading of the partitioned network, updates can be transmitted wirelessly as over-the-air patches to update the digitized continental roadway network to account for road closures, new roads that are built or expanded, or for new exits or entrances, etc. CD-ROM, DVD or computer-readable medium updates could also be distributed at gas stations or through the American Automobile Association (AAA) or the Canadian Automobile Association (CAA), convenience stores, etc. - Partitioning of the continental network results in a plurality of subnetworks, each representing a region of the continent, such as a metropolitan area, or a expanse of territory, etc. The partitioning is done by dividing the continental roadway network into regions represented by respective subnetworks of nodes interconnected by links, the regions being demarcated by enclosed demarcation lines (i.e. virtual boundaries between subnetworks) which are drawn to represent each region's limit such that no line segment of any demarcation line coincides with a link of any of the subnetworks. In other words, the demarcation lines are drawn such that demarcation lines intersect roadways but do not overlie any roadways. Each demarcation line includes a plurality of artificially defined demarcation nodes with which are associated an ID of an immediately adjacent subnetwork. Thus, artificial nodes can be added to define virtual boundaries or limits to delimit the distinct regions of the partitioned network.
- Once the partitioning is done, the next step in the method is instantiating one or more traffic managers (also known herein as “digitized roadway network managers”) in an onboard vehicle navigation device for each one of a subset of digitized roadway subnetworks that lie in a vicinity of a current position of the vehicle to collect real-time traffic data and to provide relevant, processed real-time traffic data to the occupant of the vehicle. A software application executing on a processor in the onboard vehicle navigation device should instantiate no more than four traffic managers while executing a control process to control each of the traffic managers.
- As will be elaborated below, the partitioned continental roadway network has a joint awareness zone (JAZ) defining an inner buffer immediately on each side of each demarcation line that partitions one subnetwork from a neighboring subnetwork, the joint awareness zone having a plurality of awareness nodes forming an awareness line approximately parallel to the respective demarcation line whereby vehicle position data for a vehicle located within the joint awareness zone is shared between the traffic managers associated with the neighboring subnetworks on either side of the demarcation line. The girth of the joint awareness zone (JAZ) is determined by the Level of Awareness (LOA) which is a tunable parameter that can be varied to alter the performance of the system. The LOA will be discussed in greater detail below. The partitioned network also has an instantiating/terminating threshold (ITT) as an outer buffer immediately on each side of the joint awareness zone, the instantiating/terminating threshold having a plurality of lifeline nodes arranged approximately parallel to both the awareness line and the demarcation line whereby arrival of the vehicle at one of the lifeline nodes causes instantiation of a new traffic manager or termination of an existing traffic manager. Operation and further implementation details for this novel method will be presented below with reference to the accompanying drawings.
-
FIG. 1 illustrates a traffic data remote collection and intelligent vehicle roadway system (also referred to herein as an intelligent vehicle highway system (IVHS) or an “intelligent vehicle navigation system”) which is generally designated byreference numeral 8. A group ofvehicles 20 travel aroadway system 10, which may be a metropolitan highway system, a regional highway system, a national expressway system, a cross-continent expressway system, rural roads, state highways, etc, or the streets, roads, avenues and boulevards of a city, town or municipality, etc. Eachvehicle 20 is equipped with an in-vehicle device 21 (also referred to herein as an “onboard vehicle navigation device”) which receives global positioning data fromsatellites 42 of a Global Positioning System (GPS) 40 or equivalent system. The onboardvehicle navigation device 21 converts the GPS information into respective instantaneous positions of the respective vehicle relative to a digitized road network map that represents the roadway system on which the vehicle is traveling. The digitized road network map includes a reference system (latitude and longitude) consistent with the reference system used by theGPS 40. The in-vehicle device 21 intermittently transmits the instantaneous roadway positions of the vehicle as radio frequency (RF) data to acommunication station 50. Thecommunication station 50, in turn, transfers the instantaneous vehicle positions through a transfer medium 52 (i.e. a communication link which could be a wired link such as a fiber optic cable or a copper wire or a wireless link) to a traffic service center 60 (hereinafter referred to simply as a “traffic data center”). Thetraffic data center 60 is also connected to External Party Data Sources (EPDS) 70 which may include information departments of law enforcement agencies, 911 service centers and government agencies such as weather departments, highway and traffic administration departments, etc. Thetraffic data center 60 uses the instantaneous road positions of allvehicles 20 and the information obtained from the external party data sources (EPDS) to provide real-time road traffic conditions for theroadway system 10 and broadcasts the traffic conditions via thecommunication station 50. The in-vehicle device 21 on eachvehicle 20 receives the traffic conditions fromtraffic data center 60 and processes information included in the traffic condition broadcasts to provide route planning (intelligent navigation) to the driver by recommending real-time optimum travel routes based on real-time or forecast traffic conditions. Further implementation details regarding this system are described in U.S. Pat. No. 6,401,027 (Xu et al.) entitled “Remote Road Traffic Data Collection and Intelligent Vehicle Highway System”, which is hereby incorporated by reference in its entirety. - This system is improved by providing an enhanced software component for executing on the processor of the onboard
vehicle navigation device 21 that uses subnetworks of a partitioned digitized continental roadway network to alleviate the computational burden on the processor while still collecting traffic data and providing intelligent navigation for the immediate vicinity of the vehicle. In other words, an intelligent vehicle navigation system in accordance with an embodiment of the present invention collects and provides real-time traffic data from and to vehicles traveling on roadways that are part of a continental roadway network. This improved system includes a plurality of vehicles each having an onboard vehicle navigation device having a global positioning system (GPS) receiver for generating real-time position data for the vehicle, a wireless transceiver for transmitting the real-time position data and for receiving traffic data, the onboard vehicle navigation device having a processor that executes an application for instantiating one or more traffic managers for each of the digitized roadway subnetworks defined by partitioning a digitized continental roadway network representative of the roadways of a continent to form a partitioned continental roadway network. This improved system also includes a traffic data center having a wireless transceiver for receiving real-time position data from the plurality of vehicles in the network and for transmitting to the vehicles processed traffic data based on the real-time position data received from the plurality of vehicles in the network. - As depicted in
FIG. 2 , an enhanced vehicle support subsystem (VSS) 30 is provided in the onboard vehicle navigation device (in-vehicle device) 21. Theenhanced VSS 30 includes a road network locator 32 (hereinafter simply locator 32) and aroad explorer 34. A mobile radio subsystem 24 (i.e. a wireless RF transceiver) is provided for exchanging radio frequency data with thetraffic data center 60 via thecommunication station 50. Also included in the onboard vehicle navigation device (in-vehicle device) 21 are acomputer system 26 for operating the subsystems and storing the digitized road network map. A driver/user interface 28 includes a microphone, data entry pad, screen display and loudspeaker to permit drivers (or other vehicle occupants, such as a passenger who is navigating for the driver) to interact with the onboard vehicle navigation device (in-vehicle device) 21. - The
locator 32 computes the geographical location of the vehicle, using data received from theGPS receiver 22, and converts it to a position on the digitized road network map and stored in thecomputer system 26. From time to time, themobile radio subsystem 24 transmits vehicle position data processed by thelocator 32 to thecommunication station 50 which forwards road traffic data reported from allvehicles 20 traveling theroadway system 10 to thetraffic data center 60 for further processing. The processed data is used for forecasting road traffic conditions. Themobile radio system 24 in thevehicle 20 also receives data broadcast by thecommunication station 50. In addition to traffic forecasts, the broadcast data may include one or more digitized road network maps (that is, if such maps have not yet been uploaded by CD, DVD, or other computer-readable storage means). The data received by themobile radio subsystem 24 is stored by thecomputer system 26 and theroad network explorer 34 uses the data in conjunction with driver's instructions received from thedriver interface 28 to provide intelligent route guidance or “intelligent navigation”. The intelligent route guidance (intelligent navigation), such as an optimum travel route based on real-time traffic conditions, can be displayed on the screen display of the driver interface 28 (or, generically, the “user interface” when the device is used by a vehicle occupant other than the driver). Further implementation details regarding this device are described in U.S. Pat. No. 6,401,027. - The device presented in U.S. Pat. No. 6,401,027 is improved by providing an enhanced software component for executing on the processor of the onboard
vehicle navigation device 21 that uses subnetworks of a partitioned digitized continental roadway network to alleviate the computational burden on the processor while still providing intelligent navigation for the immediate vicinity of the vehicle. In other words, an intelligent vehicle navigation device in accordance with another embodiment of the present invention provides intelligent navigation to an occupant of a vehicle traveling on a continental roadway network. This improved device has a global positioning system (GPS) receiver for generating a current position of the vehicle, a wireless transceiver for transmitting the current position of the vehicle to a traffic data center for generating traffic data to be communicated back to the wireless transceiver, a processor that executes an application for instantiating a plurality of partitioned subnetworks relevant to the current position of the vehicle, the partitioned subnetworks being defined by partitioning a digitized continental roadway network that represents the continental roadway network in terms of nodes interconnected by links to thus form a partitioned continental roadway network, and a user interface for presenting the traffic data to the occupant of the vehicle to enable intelligent navigation through the roadway network. - A continental roadway network can be understood as a roadway system or network that includes all of the publicly accessible roadways of a given continent, and thus include the network of expressways, highways, rural roads, streets, avenues, roads and boulevards upon which a vehicle may travel. As will be appreciated, the continental roadway network need not strictly speaking be “continental” in scope. In other words, the roadway network could also be a national roadway network and therefore the present technology can be applied equally to a national roadway network that would include all of the public roadways of a particular country. Indeed, persons of ordinary skill in the art will appreciate that the present technology can be applied to any roadway network that is too large to be computationally efficient on a microprocessor of an onboard vehicle navigation device. Accordingly, the expression “continental” should be construed as referring to a large-scale roadway system or road network that is computationally inefficient for the microprocessor of the onboard vehicle navigation device and is thus not limited to roadway networks that are continental in their reach. For example, this technology could be used for the roadway network of Japan (a national roadway) or of the USA alone (also national in scope). Nevertheless, the main purpose of this technology is to enable collection of traffic data and intelligent navigation over roadway networks that are continental in scope, such as, for example, the roadway network of North America, the roadway network of Europe, or the roadway network of Australia.
- The continental roadway network is digitized by representing every roadway by one or more links. A link is a directional/oriented road segment connecting two nodes, which can be thought of as a source node and a sink node, i.e. a link connects its source to its sink. A bidirectional (two-way) road would be represented by two oppositely oriented links representing each direction of travel on the bidirectional road. A one-way road would, of course, be represented by only a single link. Nodes are used to represent intersections, highway exits (off-ramps) or highway entrances (on-ramps). As will be elaborated below, artificial nodes can be artificially defined along links to facilitate partitioning and to define buffer zones for information management and instantiation/termination of traffic managers. A route is thus a set of sequential links such that the first link's sink is the second link's source, and so on. The length (or “scale”) of a route, from a starting node to a destination node, is thus equal to the number of links. The distance from one node N1 to another node N2 is thus defined as the scale of a shortest route from N1 to N2. The distance from a node to the demarcation line is the scale of a shortest route from the node to any node on the demarcation line. The distance from a link to the demarcation is defined as the distance from the sink of the link to the demarcation+1. Accordingly, a link's DTD will never be zero and a node's DTD is non-negative. Distance can also be expressed in meters, kilometers, miles, or other units of linear measure or in terms of a number of links. Distance can thus be represented using scale or distance, or alternatively a combination or weighted combination of both. Using nodes and links in the manner described in U.S. Pat. No. 6,401,027 enables one to digitize (“discretize”) the continental roadway network into a digitized continental roadway network that is a digitized representation of the continental roadway network.
- Each node in the network has associated data that includes a node index, latitude, longitude, DTD and may include other data relevant to the IVHS (Intelligent Vehicle Highway System). Similarly, each link has associated data that includes a link index, source, sink, length, and may include other data relevant to the IVHS. Each subnetwork manager has a unique subnetwork identifier. For example, subnetwork index 0 could be assigned to the backbone expressway network;
subnetwork indices 1 to 10,000 could be assigned to metropolitan subnetworks andnetworks indices 10,001 and higher could be assigned to other subnetworks in the digitized continental roadway network. Each subnetwork's traffic manager responsible for each subnetwork also has an indication of the identification of each of its neighboring regions/subnetworks and also contains the total number of nodes and total number of links in the subnetwork. Each subnetwork's traffic manager also has knowledge of the identity of each of the neighboring JAZ nodes and links. - The continent (or other large territory) is partitioned into discrete and distinct regions (e.g. states, provinces, counties, metropolitan areas, or arbitrarily defined regions) by partitioning the digitized continental roadway network into subnetworks corresponding to each region using demarcation lines such that no linear segment of any demarcation line overlies or coincides with any link. In other words, the subnetworks are defined by “cleanly” partitioning the network so that the demarcation lines intersect links but do not coincide with any links. The resulting partitioned continental roadway network is composed of a plurality of subnetworks, each being represented by nodes interconnected by links. Along each demarcation line are artificially defined demarcation nodes that are added to facilitate the handling of transitions from one subnetwork to another, as will be explained below. By analogy with the techniques exposed in U.S. Pat. No. 6,401,027, vehicle location reports and traffic data received back from the traffic data center is provided in terms of nodes and links for one or more of the subnetworks, thus enabling route guidance calculations and intelligent navigation through the one or more relevant subnetworks. For the purposes of nomenclature, a “backbone network” means a continental expressway network or continental highway network (e.g. the network of U.S. Interstate highways). “Capillary networks” include all other roadway networks in the continental roadway system, including, for example, state or provincial roadway networks, regional or rural roadway networks, and metropolitan roadway networks. As will be appreciated, when a vehicle is traveling along a roadway of the continental roadway network, it is not necessary to have traffic information about far-off locations that do not impinge on the traffic conditions or route selection in the immediate vicinity of the vehicle. Therefore, as will be explained below, only the traffic conditions in certain proximate (“relevant”) subnetworks of the partitioned network need to be determined or obtained. This is the great advantage of partitioning the continental roadway network into smaller, more manageable subnetworks. It is important to note that the partitioning of the continent into regions need not concord with predetermined geographical entities such as cities, counties, or states. In other words, demarcation lines are not necessarily drawn along city boundaries, state lines, county lines, etc. The continental area can be partitioned arbitrarily such that a given region encompasses, for example, a portion of one county of one state and a portion of a different county of another state. Arbitrary partitioning of the continental network (without aligning demarcations with actual geographical boundaries) ensures that regions are optimally drawn to facilitate the smooth handover from one traffic manager (digitized roadway network manager) to another. Partitioning of the network is preferably done only once by a human operator or using special software in order to provide an optimal partitioning of the network, although partitioning could also be performed by the enhanced
VSS 30 in the onboard device 12 in each vehicle. Once the network has been partitioned into subnetworks of links and nodes, this “static” roadway data (the digitized roadway network data) is uploaded to theenhanced VSS 30 in each vehicle, e.g. by CD, DVD or wireless link. Wirelessly uploading this digitized roadway network data is preferable since this technique provides potentially “fresher”, updated data on the network, taking into account road closures or new roads that have been opened. Alternatively, new versions, containing changes to the road network, can be provided to users on CD, DVD or on another type of computer-readable storage medium. - In operation, digitized roadway network data representing the links and nodes of relevant subnetworks is preferably loaded to the
VSS 30 after being received over-the-air by the wireless RF transceiver in the onboardvehicle navigation device 21 from thetraffic data center 60. As mentioned above, the preferred technique is to partition the network first, store the resulting subnetworks, and then upload relevant subnetworks wirelessly, which thereby avoids the inefficiencies of having to load the digitized roadway network data for the entire continental roadway system into theVSS 30. In this present invention, as introduced above, a continental roadway network is partitioned into smaller subnetworks, including a backbone network representing a continental expressway network and a plurality of capillary roadway subnetworks. For each subnetwork, a Digitized Roadway sub-Network (DRN) Manager (DRNM) 36 is employed to collect, manage and process traffic data for a respective subnetwork of roadways to plot optimal routes through the links and nodes of the subnetwork to avoid areas of congestion. Each DRNM is implemented as a computer process in theVSS 30. For the purpose of this specification, a DRNM shall also be known as a “traffic manager” since it collects and then manages/processes traffic data received from the traffic data center for a respective subnetwork. In other words, as will be explained below, a traffic manager (or DRNM) is instantiated as a separate computer process to handle traffic data for each respective subnetwork of the partitioned continental roadway network. In comparison with the prior-art system described in U.S. Pat. No. 6,401,027, this improved technology uses an enhanced VSS that includes a Control Process (CP) and multiple traffic managers (i.e. multiple DRNMs) to handle relevant subnetworks of the partitioned network. - Partitioning of the continental roadway network can be done in such a manner that, at any location, a vehicle concerns at most four (4) subnetworks: the continental expressway subnetwork (i.e. the backbone network); a regional capillary subnetwork; and two neighboring capillary subnetworks. In other words, the vehicle might be on either the continental expressway subnetwork or a regional capillary subnetwork, with two (2) other capillary subnetworks serving as neighboring subnetworks. As will be readily appreciated in view of this disclosure, more than four (or fewer than four) subnetworks can be instantiated in other variants of this technology. For example, in a variant, it might be useful to instantiate five or six traffic managers for five or six respective subnetworks in a case where the partitioning of the continental territory into regions has a smaller granularity (i.e. smaller regions are created by partitioning).
- Preferably, and subject to the potential variation described in the foregoing paragraph, at most four (4) DRN managers are employed in the
enhanced VSS 30. Most of the time, however, theenhanced VSS 30 only uses two (2) DRN managers (traffic managers): one representing the continental expressway subnetwork, and the other representing a local capillary subnetwork on which the vehicle is currently located. When the vehicle is approaching a neighboring capillary network, and has approached beyond a predetermined threshold, a DRN manager needs to be instantiated to represent the subnetwork that the vehicle is approaching. If the vehicle is simultaneously approaching two (2) capillary networks, i.e. nearing the junction of three regions, then two (2) DRN managers are instantiated to represent, respectively, the two adjoined neighboring capillary networks. Instantiating two DRN managers for the two capillary networks that the vehicle is approaching is necessary to ensure that regardless which of the two roadway subnetworks the vehicle enters, a DRN manager corresponding to the entered subnetwork will be running. - Although there always is more than one active DRN manager in the
enhanced VSS 30, only one DRN manager (i.e. the one corresponding to the roadway network on which the vehicle is currently driving) plays a primary role: getting the position of the car, throughLocator 32, and reporting the car's location data to thetraffic data center 60. Each DRN manager receives and updates real-time traffic data of its subnetwork and is effectively on standby, i.e. ready to take over responsibilities as primary DRN manager if the vehicle moves into its own subnetwork. - When a vehicle moves into a new subnetwork, a new traffic manager (DRNM) is activated as the primary traffic manager (primary DRNM). The traffic manager for the subnetwork from which the vehicle has just departed is downgraded from “primary” to “standby”, i.e. its process remains instantiated and a decision must also be made as to whether that existing traffic manager that remains instantiated is still relevant or whether it should be deactivated or terminated. Once the vehicle has gone beyond a predetermined threshold outbound from the previous subnetwork, i.e. has left a buffer zone or belt on the other side of the demarcation line, the VSS no longer needs the DRN manager (traffic manager) that handles the previous subnetwork. Thus, the DRN manager will be terminated as being no longer required.
- An outer buffer zone or outer belt, representing a first threshold, is defined as an Instantiating/Terminating Threshold (ITT). An inner buffer zone, or inner belt, representing a second threshold, is defined as a Joint Awareness Zone (JAZ). There is thus an inner buffer zone within an outer buffer zone (or effectively two layers or belts on each side of the demarcation line between adjacent regions or subnetworks). In general, when a vehicle hits the outer buffer known as the ITT, a traffic manager is instantiated for the subnetwork being approached. When the vehicle approaches even closer to the demarcation line dividing one subnetwork from its neighboring subnetwork, the vehicle hits the awareness line of the Joint Awareness Zone (JAZ). The active/primary traffic manager for the subnetwork in which the vehicle is presently traveling then begins to share vehicle position data with the traffic manager of the neighboring subnetwork to thereby make both traffic managers for the neighboring subnetworks aware of the vehicle position. Because of the proximity of the vehicle to the neighboring subnetwork (and hence the likelihood that the vehicle may in fact traverse into the neighboring subnetwork), the traffic manager for the neighboring subnetwork may not only receive traffic data, but may also determine congested areas and provisionally compute optimal routes for the vehicle in the event that the vehicle actually traverses the demarcation line.
- The Joint Awareness Zone (JAZ) runs substantially parallel to the demarcation line, thus defining an inner belt or buffer zone. The JAZ has a plurality of awareness nodes (some of which may be artificially defined) arranged roughly parallel to the demarcation line in what is referred to herein as an “awareness line”, thus constituting a predetermined threshold for triggering the exchange of vehicle position information with the traffic manager of an adjacent subnetwork.
- Immediately outside the JAZ is the ITT (Instantiating/Terminating Threshold) which is an outer belt or buffer running also parallel to the awareness line and demarcation line. The ITT is also known as a “lifeline” and includes a plurality of lifeline nodes, some of which may be artificially defined. In other words, a node is a “lifeline node” (in regards to its neighboring network) if its Distance to Demarcation (DTD) or Distance from Demarcation (DFD) is equal to the ITT. A line passing through all lifeline nodes within a region (sub-network), as mentioned above, is called the “lifeline”. The “lifeline” is so called because it either brings to life (instantiates) a traffic manager (computer process) or it terminates/kills a traffic manager (computer process). If a vehicle is driving toward a neighboring subnetwork, then the neighboring subnetwork's manager needs to be instantiated when the vehicle hits the lifeline. If the vehicle is driving away from a neighboring subnetwork, then the neighboring subnetwork's manager will be terminated when the vehicle hits the lifeline (having, of course, traverse to the other side of the demarcation line). From the foregoing, it should be apparent that each region is enclosed by one or more demarcation lines concentrically within which are the lifelines (ITT) and awareness lines that form the outer and inner buffers, respectively, around the periphery or boundary of each region. The lifelines and awareness lines are each closed lines, each tracking approximately parallel to the boundary (demarcation lines) of their respective region.
- The width of the ITT (i.e. the distance from the demarcation to the ITT's lifeline) is chosen based on the real-time traffic data broadcast cycle. One criterion is that the DRN manager (traffic manager) should be instantiated such that it is given enough time to receive a full traffic data broadcast before the vehicle moves into its territory.
- In an alternative embodiment, instead of instantiating/terminating DRN managers, it is possible to merely awaken/hibernate the various processes. In this implementation, four (4) DRN managers (traffic managers) are created when the system boots up. No DRN managers are terminated at any time. Instead, a DRN manager is merely hibernated when it is no longer required, and it will be awakened only when the control process considers it necessary or expeditious to do so.)
- The
enhanced VSS 30 uses aControl Process 38, as depicted schematically inFIG. 2 , to instantiate and terminate a DRN manager (i.e. traffic manager) and to coordinate operations among the various DRN managers (traffic managers), including for example the hand-over of primary vehicle tracking responsibility when the vehicle crosses over from one subnetwork to an adjacent subnetwork. -
FIG. 3 depicts a part of a roadway network where a threshold number (of the ITT)=5, and the Level of Awareness (LOA)=2. These values are provided solely by way of example to illustrate the operation of the present technology. The LOA (“Level of Awareness”) is a tunable parameter that can be varied to change the performance of the navigation system. The LOA determines the placement of the awareness line and hence the width of the joint awareness zone (JAZ). In particular, a common LOA value is selected for all capillary subnetworks and an LOA of zero (0) is set for the backbone subnetwork. Setting the LOA to 0 for the backbone subnetwork does not mean that vehicle positions when driving on the backbone will not be shared with the traffic manager of the local capillary subnetwork. On the contrary, vehicle positions when driving on the backbone will always be shared with the traffic manager of the local capillary subnetwork. Actually, the projection of the backbone to the local capillary subnetwork is part of the local capillary subnetwork. Therefore, when driving on the backbone network, the vehicle is present on two (2) subnetworks: the backbone and the local capillary subnetwork. - A higher LOA is more computationally onerous since information is shared more frequently. A higher LOA, in theory, provides more intelligent navigation since the occupant of the vehicle is made aware of traffic conditions that are far from the present location of the vehicle, thus providing better chances of avoiding congested areas. Conversely, a lower LOA is computationally easier but provides less “intelligence” about traffic conditions prevailing in regions beyond the immediate vicinity of the vehicle. In other words, when the Distance to Demarcation (DTD) is greater than the LOA, the vehicle is outside the joint awareness zone (JAZ), and it is probably not relevant to make the manager for the adjoining region aware of the vehicle's current location. However, when the DTD is less than or equal to the LOA, then the vehicle is either at an awareness node or within the JAZ, in which case the manager of the adjoining region needs to know where the vehicle is currently located. In practice, however, if the continental network is properly partitioned such that demarcation lines are only drawn in rural areas or areas of lower population density, then the use of a low LOA is preferable. In other words, if metropolitan roadway networks are never partitioned into two (2) adjoining metropolitan subnetworks, then congestion areas will rarely, if ever, arise in close proximity to a demarcation line. If this sort of partitioning can be achieved, a low LOA becomes advantageous to economize computational resources while nevertheless ensuring a smooth handover from one traffic manager (DRNM) to another.
- The area illustrated in
FIG. 3 covers three (3) regions whose respective subnetworks are separated by the demarcation lines 116. Again, it is to be understood that this diagram is presented merely by way of example to illustrate embodiments of the invention, and nothing in the details of this diagram should be taken as limiting the scope of the invention defined in the appended claims. For example, the respective sizes/widths of theJAZ 120 andITT 112 can be varied beyond what is illustrated in this example. - The partitioned network includes
nodes 100 and links 110. Nodes with DTD=5 or DFD=5 are thelifeline nodes 102 along theITT 112. Nodes with DTD=2 or DFD=2 are theawareness nodes 104 along theawareness line 114. Nodes with DTD=0 aredemarcation nodes 106 along thedemarcation line 116. Thelifeline 112 passes alllifeline nodes 102 of a region and is substantially parallel to the region's demarcation line. Theawareness line 114 passes through allawareness nodes 104 of a region and is substantially parallel to the region's demarcation line as well. The shaded area bounded by theawareness line 114 and thedemarcation line 116 in each region is the Joint Awareness Zone (JAZ) 120 for that region. -
FIG. 4 is a sequence diagram illustrating, by way of example, sequential actions carried out by the Control Process (CP) and the DRN managers (traffic manager processes) as a vehicle traveling inRegion 1 hits the ITT, traverses the JAZ, and then crosses the demarcation line to enterRegion 2. Also explained are the subsequent actions that occur in the Control Process and traffic managers as the vehicle, heading outbound from the demarcation line, departs the JAZ and crosses the ITT threshold ofRegion 2. - The example depicted with reference to
FIG. 4 assumes that a vehicle is driving fromRegion 1 towardsRegion 2. When the vehicle hits thelifeline 112, a DRN manager (traffic manager process) needs to be instantiated forRegion 2. When the vehicle then hits theawareness line 114 and enters thejoint awareness zone 120, the position of the vehicle needs to be passed to the DRN Manager (traffic manager) responsible for traffic inRegion 2. When the vehicle reaches thedemarcation line 116, the DRN Manager handling traffic forRegion 2 will take over the primary role of reading GPS data and reporting the location of the car, thus putting theRegion 1 traffic manager into standby mode. Until the vehicle departs the JAZ on the other side of the demarcation line, vehicle position data will be shared with the manager ofRegion 1 even if it has just been put into standby mode because of the possibility that the vehicle may return toRegion 1. In other words, the vehicle may have temporarily veered intoRegion 2 on its way back intoRegion 1, thereby requiring theRegion 1 manager to maintain full position awareness. When the vehicle exits the JAZ ofRegion 2, then reporting/sharing of vehicle position data to the manager ofRegion 1 ceases. When the vehicle reaches the lifeline ofRegion 2, the DRN Manager ofRegion 1 is terminated by the control process. At this point, the manager ofRegion 1 is no longer required for the immediate navigation needs of the vehicle. In other words, traffic conditions prevailing in Region 1 (and its associated subnetwork) are no longer deemed relevant to the vehicle. Of course, if the vehicle turns back and crosses theITT 112 ofRegion 2, the manager ofRegion 1 will be re-instantiated. - It is obvious for those skilled in the art that as the technology develops the basic idea of the invention can be implemented in various ways. The invention and the embodiments thereof are thus not restricted to the examples described above, but they may vary within the scope of the claims.
Claims (20)
1. A method of collecting real-time traffic data using moving vehicles and providing the real-time traffic data to an occupant of a vehicle traveling on a continental roadway network, the method comprising steps of:
partitioning a digitized continental roadway network having a plurality of nodes and links that define a digitized representation of the continental roadway network into a plurality of contiguous digitized roadway subnetworks, each subnetwork having its own lifeline; and
instantiating a plurality of traffic managers in an onboard vehicle navigation device wherein at least one traffic manager is instantiated for each one of a subset of contiguous digitized roadway subnetworks that lie in a vicinity of a current position of the vehicle to collect traffic data and provide relevant real-time traffic data to the occupant of the vehicle, wherein the at least one traffic manager is instantiated in relation to the lifelines associated with its respective neighboring subnetworks.
2. The method as claimed in claim 1 wherein the step of partitioning the network comprises a step of dividing the continental roadway network into regions represented by respective subnetworks of nodes interconnected by links, the regions being demarcated by demarcation lines which are drawn such that no line segment of any demarcation line coincides with a link of any of the subnetworks.
3. The method as claimed in claim 2 wherein each demarcation line comprises a plurality of artificially defined demarcation nodes with which are associated an ID of an immediately adjacent subnetwork.
4. The method as claimed in claim 3 further comprising steps of:
detecting that the vehicle has arrived at one of the demarcation nodes; and
causing a control process executing in a processor of an onboard vehicle navigation device to hand over responsibility from a first traffic manager that is managing the first subnetwork from which the vehicle is departing to a second traffic manager that is managing the adjacent subnetwork which the vehicle is entering.
5. The method as claimed in claim 1 wherein the step of partitioning the network comprises a step of defining, as an inner belt running along each side of each demarcation line, a joint awareness zone comprising an awareness line having awareness nodes along the awareness line, the awareness nodes comprising a list of the one or more neighboring regions whose traffic managers are to be made jointly aware of the vehicle position.
6. The method as claimed in claim 5 comprising steps of:
detecting that the vehicle has arrived at one of the awareness nodes; and
forwarding vehicle position information to one or more traffic managers for neighboring regions to make the one or more traffic managers jointly aware of a current position of the vehicle.
7. The method as claimed in claim 1 wherein the step of partitioning the network comprises a step of defining, as an outer belt running approximately parallel to each demarcation line on each side of each demarcation line, an instantiating/terminating threshold (ITT), the ITT comprising a plurality of lifeline nodes each having a list of neighboring regions for instantiating traffic managers for subnetworks corresponding to neighboring regions that become relevant and for terminating traffic managers for subnetworks of regions that become no longer relevant.
8. The method as claimed in claim 7 further comprising steps of:
detecting that the vehicle has arrived at one of the lifeline nodes;
determining whether the vehicle is traveling toward or away from a demarcation line;
if the vehicle is traveling toward the demarcation, instantiating a new traffic manager for the subnetwork which the vehicle is approaching; and
if the vehicle is traveling away from the demarcation, terminating the traffic manager for the subnetwork from which the vehicle has departed.
9. The method as claimed in claim 1 wherein the step of partitioning comprises steps of:
defining a joint awareness zone as an inner buffer immediately on each side of each demarcation line that partitions one subnetwork from a neighboring subnetwork, the joint awareness zone having a plurality of awareness nodes forming an awareness line approximately parallel to the respective demarcation line; and
defining an instantiating/terminating threshold (ITT) as an outer buffer immediately on each side of the joint awareness zone, the instantiating/terminating threshold having a plurality of lifeline nodes arranged approximately parallel to both the awareness line and the demarcation line.
10. The method as claimed in claim 9 further comprising steps of:
instantiating a traffic manager for each of one or more neighboring subnetworks when the vehicle arrives at a lifeline node;
sharing vehicle position information with a traffic manager responsible for each of the one or more neighboring subnetworks when the vehicle arrives at an awareness node; and
terminating a traffic manager corresponding to the subnetwork from which the vehicle has exited when the vehicle, traveling away from the demarcation line, arrives at a lifeline node on the opposite side of the instantiating/terminating threshold.
11. The method as claimed in claim 1 wherein the step of instantiating the subset of digitized roadway subnetworks comprises instantiating no more than four subnetworks.
12. The method as claimed in claim 1 wherein the step of instantiating the subset of digitized roadway subnetworks comprises a step of instantiating exactly four subnetworks consisting of a continental expressway subnetwork, a first regional capillary subnetwork, and two neighboring regional capillary subnetworks.
13. An intelligent vehicle highway system for collecting and providing real-time traffic data from and to vehicles traveling on roadways that are part of a continental roadway network, the system comprising:
a plurality of vehicles each having an onboard vehicle navigation device having a global positioning system (GPS) receiver for generating real-time position data for the vehicle, a wireless transceiver for transmitting the real-time position data and for receiving traffic data, the onboard vehicle navigation device having a processor that executes an application for instantiating a plurality of traffic managers wherein at least one traffic manager is instantiated for each of the contiguous digitized roadway subnetworks defined by partitioning a digitized continental roadway network representative of the roadways of a continent to form a partitioned continental roadway network, each subnetwork having its own lifeline which, when traversed by the vehicle, causes the application to instantiate the at least one traffic manager for the neighboring subnetworks associated with the lifeline being traversed; and
a traffic data center having a wireless transceiver for receiving real-time position data from the plurality of vehicles in the network and for transmitting to the vehicles processed traffic data based on the real-time position data received from the plurality of vehicles in the network.
14. The system as claimed in claim 13 wherein the application instantiates no more than four traffic managers and executes a control process to control each of the traffic managers.
15. The system as claimed in claim 13 wherein the partitioned continental roadway network comprises a plurality of demarcation lines, each demarcation line comprising artificially defined demarcation nodes, the demarcation lines being drawn to partition the network into subnetworks such that no line segment of any demarcation line coincides with any link of the network.
16. The system as claimed in claim 15 wherein the partitioned continental roadway network comprises a joint awareness zone defining an inner buffer immediately on each side of each demarcation line that partitions one subnetwork from a neighboring subnetwork, the joint awareness zone having a plurality of awareness nodes forming an awareness line approximately parallel to a respective demarcation line whereby vehicle position data for a vehicle located within the joint awareness zone is shared between the traffic managers associated with the neighboring subnetworks on either side of the demarcation line.
17. The system as claimed in claim 15 wherein the partitioned continental roadway network comprises an instantiating/terminating threshold (ITT) on each side of the demarcation line, the instantiating/terminating threshold having a plurality of lifeline nodes arranged approximately parallel to the demarcation line whereby arrival of the vehicle at one of the lifeline nodes causes instantiation of a new traffic manager or termination of an existing traffic manager.
18. The system as claimed in claim 15 wherein the partitioned continental roadway network comprises:
a joint awareness zone defining an inner buffer immediately on each side of each demarcation line that partitions one subnetwork from a neighboring subnetwork, the joint awareness zone having a plurality of awareness nodes forming an awareness line approximately parallel to the respective demarcation line whereby vehicle position data for a vehicle located within the joint awareness zone is shared between the traffic managers associated with the neighboring subnetworks on either side of the demarcation line; and
an instantiating/terminating threshold (ITT) as an outer buffer immediately on each side of the joint awareness zone, the instantiating/terminating threshold having a plurality of lifeline nodes arranged approximately parallel to both the awareness line and the demarcation line whereby arrival of the vehicle at one of the lifeline nodes causes instantiation of a new traffic manager or termination of an existing traffic manager.
19. An onboard vehicle navigation device for collecting, transmitting and receiving real-time traffic data and for providing intelligent navigation to an occupant of a vehicle traveling on a continental roadway network, the device comprising:
a global positioning system (GPS) receiver for generating a current position of the vehicle;
a wireless transceiver for transmitting the current position of the vehicle to a traffic data center for generating traffic data to be communicated back to the wireless transceiver;
a processor that executes an application for instantiating a plurality of traffic managers wherein at least one traffic manager is instantiated for each one of a plurality of partitioned subnetworks relevant to the current position of the vehicle, the partitioned subnetworks being defined by partitioning a digitized continental roadway network that represents the continental roadway network in terms of nodes interconnected by links to thus form a partitioned continental roadway network represented by contiguous subnetworks, each subnetwork having its own lifeline which, when traversed by the vehicle, causes the application to instantiate the at least one traffic manager for the neighboring subnetworks associated with the lifeline being traversed; and
a user interface for presenting the traffic data to the occupant of the vehicle to enable intelligent navigation through the roadway network.
20. The device as claimed in claim 19 wherein the partitioned subnetworks are divided by demarcation lines, each demarcation line comprising demarcation nodes, the demarcation lines being drawn to partition the continental network into subnetworks such that no line segment of any demarcation line coincides with any link of any of the subnetworks and wherein the partitioned continental roadway network comprises:
a joint awareness zone defining an inner buffer immediately on each side of each demarcation line that partitions one subnetwork from a neighboring subnetwork, the joint awareness zone having a plurality of awareness nodes forming an awareness line approximately parallel to the respective demarcation line whereby vehicle position data for a vehicle located within the joint awareness zone is shared between the traffic managers associated with the neighboring subnetworks on either side of the demarcation line; and
an instantiating/terminating threshold (ITT) as an outer buffer immediately on each side of the joint awareness zone, the instantiating/terminating threshold having a plurality of lifeline nodes arranged approximately parallel to both the awareness line and the demarcation line whereby arrival of the vehicle at one of the lifeline nodes causes instantiation of a new traffic manager or termination of an existing traffic manager.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/285,281 US20090048769A1 (en) | 2007-07-16 | 2008-10-01 | Method and system for partitioning a continental roadway network for an intelligent vehicle highway system |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/778,293 US7447588B1 (en) | 2007-07-16 | 2007-07-16 | Method and system for partitioning a continental roadway network for an intelligent vehicle highway system |
US12/285,281 US20090048769A1 (en) | 2007-07-16 | 2008-10-01 | Method and system for partitioning a continental roadway network for an intelligent vehicle highway system |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/778,293 Continuation US7447588B1 (en) | 2007-07-16 | 2007-07-16 | Method and system for partitioning a continental roadway network for an intelligent vehicle highway system |
Publications (1)
Publication Number | Publication Date |
---|---|
US20090048769A1 true US20090048769A1 (en) | 2009-02-19 |
Family
ID=39916557
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/778,293 Expired - Fee Related US7447588B1 (en) | 2007-07-16 | 2007-07-16 | Method and system for partitioning a continental roadway network for an intelligent vehicle highway system |
US12/285,281 Abandoned US20090048769A1 (en) | 2007-07-16 | 2008-10-01 | Method and system for partitioning a continental roadway network for an intelligent vehicle highway system |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/778,293 Expired - Fee Related US7447588B1 (en) | 2007-07-16 | 2007-07-16 | Method and system for partitioning a continental roadway network for an intelligent vehicle highway system |
Country Status (2)
Country | Link |
---|---|
US (2) | US7447588B1 (en) |
CA (1) | CA2626619A1 (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8164488B2 (en) * | 2008-01-22 | 2012-04-24 | Cisco Technology, Inc. | Apparatus and method for generating a message based on traffic flow |
US8914225B2 (en) * | 2012-12-04 | 2014-12-16 | International Business Machines Corporation | Managing vehicles on a road network |
US10169529B2 (en) | 2014-11-28 | 2019-01-01 | International Business Machines Corporation | Method and apparatus for determining a road network partitioning border line |
IT201800020929A1 (en) | 2018-12-21 | 2020-06-21 | Telecom Italia Spa | STATISTICAL TRACKING OF THE DYNAMICS OF A POPULATION ON AN AREA |
CN113724279A (en) * | 2021-11-01 | 2021-11-30 | 深圳市城市交通规划设计研究中心股份有限公司 | System, method, equipment and storage medium for automatically dividing traffic cells into road networks |
Families Citing this family (44)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE602006012703D1 (en) * | 2005-09-21 | 2010-04-15 | Nxp Bv | BUS CIRCUIT |
JP4640166B2 (en) * | 2005-12-26 | 2011-03-02 | アイシン・エィ・ダブリュ株式会社 | Navigation device |
US7382276B2 (en) * | 2006-02-21 | 2008-06-03 | International Business Machine Corporation | System and method for electronic road signs with in-car display capabilities |
US8972177B2 (en) | 2008-02-26 | 2015-03-03 | Microsoft Technology Licensing, Llc | System for logging life experiences using geographic cues |
US8015144B2 (en) | 2008-02-26 | 2011-09-06 | Microsoft Corporation | Learning transportation modes from raw GPS data |
US8966121B2 (en) | 2008-03-03 | 2015-02-24 | Microsoft Corporation | Client-side management of domain name information |
JP5024134B2 (en) * | 2008-03-14 | 2012-09-12 | アイシン・エィ・ダブリュ株式会社 | Travel information creation device, travel information creation method and program |
US9063226B2 (en) | 2009-01-14 | 2015-06-23 | Microsoft Technology Licensing, Llc | Detecting spatial outliers in a location entity dataset |
US8275649B2 (en) * | 2009-09-18 | 2012-09-25 | Microsoft Corporation | Mining life pattern based on location history |
US9009177B2 (en) | 2009-09-25 | 2015-04-14 | Microsoft Corporation | Recommending points of interests in a region |
US8612134B2 (en) | 2010-02-23 | 2013-12-17 | Microsoft Corporation | Mining correlation between locations using location history |
US9261376B2 (en) | 2010-02-24 | 2016-02-16 | Microsoft Technology Licensing, Llc | Route computation based on route-oriented vehicle trajectories |
US10288433B2 (en) * | 2010-02-25 | 2019-05-14 | Microsoft Technology Licensing, Llc | Map-matching for low-sampling-rate GPS trajectories |
US8719198B2 (en) | 2010-05-04 | 2014-05-06 | Microsoft Corporation | Collaborative location and activity recommendations |
US9593957B2 (en) | 2010-06-04 | 2017-03-14 | Microsoft Technology Licensing, Llc | Searching similar trajectories by locations |
US8996226B1 (en) * | 2011-07-12 | 2015-03-31 | Google Inc. | Intersection completer |
US9754226B2 (en) | 2011-12-13 | 2017-09-05 | Microsoft Technology Licensing, Llc | Urban computing of route-oriented vehicles |
US20130166188A1 (en) | 2011-12-21 | 2013-06-27 | Microsoft Corporation | Determine Spatiotemporal Causal Interactions In Data |
CN102722986B (en) * | 2012-06-28 | 2014-04-30 | 吉林大学 | Urban road network traffic control subarea dynamic partitioning method |
US10169400B2 (en) | 2015-06-19 | 2019-01-01 | International Business Machines Corporation | Geographic space management |
US9497590B1 (en) | 2015-06-19 | 2016-11-15 | International Business Machines Corporation | Management of moving objects |
US9639537B2 (en) | 2015-06-19 | 2017-05-02 | International Business Machines Corporation | Geographic space management |
US9646402B2 (en) | 2015-06-19 | 2017-05-09 | International Business Machines Corporation | Geographic space management |
US9646493B2 (en) | 2015-06-19 | 2017-05-09 | International Business Machines Corporation | Management of moving objects |
US10019446B2 (en) | 2015-06-19 | 2018-07-10 | International Business Machines Corporation | Geographic space management |
US10749734B2 (en) | 2015-07-07 | 2020-08-18 | International Business Machines Corporation | Management of events and moving objects |
CN105225503B (en) * | 2015-11-09 | 2017-10-24 | 中山大学 | Traffic control sub-district optimizes and self-adapting regulation method |
US9805598B2 (en) | 2015-12-16 | 2017-10-31 | International Business Machines Corporation | Management of mobile objects |
US9578093B1 (en) * | 2015-12-16 | 2017-02-21 | International Business Machines Corporation | Geographic space management |
US9460616B1 (en) | 2015-12-16 | 2016-10-04 | International Business Machines Corporation | Management of mobile objects and service platform for mobile objects |
US9865163B2 (en) | 2015-12-16 | 2018-01-09 | International Business Machines Corporation | Management of mobile objects |
US10594806B2 (en) | 2015-12-16 | 2020-03-17 | International Business Machines Corporation | Management of mobile objects and resources |
US9513134B1 (en) | 2015-12-16 | 2016-12-06 | International Business Machines Corporation | Management of evacuation with mobile objects |
US9467839B1 (en) | 2015-12-16 | 2016-10-11 | International Business Machines Corporation | Management of dynamic events and moving objects |
CN107180541B (en) * | 2017-06-01 | 2020-01-14 | 华南理工大学 | Dynamic adjustment method for traffic control cell |
US10535266B2 (en) | 2017-06-21 | 2020-01-14 | International Business Machines Corporation | Management of mobile objects |
US10585180B2 (en) | 2017-06-21 | 2020-03-10 | International Business Machines Corporation | Management of mobile objects |
US10540895B2 (en) | 2017-06-21 | 2020-01-21 | International Business Machines Corporation | Management of mobile objects |
US10546488B2 (en) | 2017-06-21 | 2020-01-28 | International Business Machines Corporation | Management of mobile objects |
US10504368B2 (en) | 2017-06-21 | 2019-12-10 | International Business Machines Corporation | Management of mobile objects |
US10600322B2 (en) | 2017-06-21 | 2020-03-24 | International Business Machines Corporation | Management of mobile objects |
US11004334B2 (en) * | 2018-10-09 | 2021-05-11 | Here Global B.V. | Method, apparatus, and system for automatic verification of road closure reports |
US11222531B2 (en) * | 2019-11-18 | 2022-01-11 | Here Global B.V. | Method, apparatus, and system for providing dynamic window data transfer between road closure detection and road closure verification |
CN114753199A (en) * | 2022-03-17 | 2022-07-15 | 清华大学苏州汽车研究院(吴江) | Open road grading method and device based on intelligent network connection automobile test |
Citations (56)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5506587A (en) * | 1991-07-01 | 1996-04-09 | Gp & C Systems International Ab | Position indicating system |
US5521826A (en) * | 1991-12-18 | 1996-05-28 | Honda Giken Kogyo Kabushiki Kaisha | Travel guiding apparatus for vehicle |
US5812069A (en) * | 1995-07-07 | 1998-09-22 | Mannesmann Aktiengesellschaft | Method and system for forecasting traffic flows |
US5815161A (en) * | 1995-06-16 | 1998-09-29 | U.S. Philips Corporation | System for joining elements to complex junctions and links in road network representation for vehicles |
US5999126A (en) * | 1996-08-06 | 1999-12-07 | Sony Corporation | Position measuring apparatus, position measuring method, navigation apparatus, navigation method, information service method, automotive vehicle, and audio information transmitting and receiving method |
US6154152A (en) * | 1997-10-16 | 2000-11-28 | Toyota Jidosha Kabushiki Kaisha | Road data maintenance system and on-vehicle terminal apparatus compatible therewith |
US6298303B1 (en) * | 1998-03-25 | 2001-10-02 | Navigation Technologies Corp. | Method and system for route calculation in a navigation application |
US6333703B1 (en) * | 1998-11-24 | 2001-12-25 | International Business Machines Corporation | Automated traffic mapping using sampling and analysis |
US6385531B2 (en) * | 2000-04-03 | 2002-05-07 | International Business Machines Corporation | Distributed system and method for detecting traffic patterns |
US6401027B1 (en) * | 1999-03-19 | 2002-06-04 | Wenking Corp. | Remote road traffic data collection and intelligent vehicle highway system |
US20020075171A1 (en) * | 1999-01-21 | 2002-06-20 | Daryal Kuntman | System and method for predicting and displaying wake vortex turbulence |
US6480783B1 (en) * | 2000-03-17 | 2002-11-12 | Makor Issues And Rights Ltd. | Real time vehicle guidance and forecasting system under traffic jam conditions |
US20020173884A1 (en) * | 2001-05-18 | 2002-11-21 | Clawson Keith W. | Distributed track network control system |
US20030073463A1 (en) * | 1997-03-03 | 2003-04-17 | Joseph Shapira | Active antenna array configuration and control for cellular communication systems |
US6567743B1 (en) * | 1999-06-22 | 2003-05-20 | Robert Bosch Gmbh | Method and device for determining a route from a starting location to a final destination |
US6574553B1 (en) * | 2001-12-11 | 2003-06-03 | Garmin Ltd. | System and method for calculating a navigation route based on adjacent cartographic map databases |
US6609063B1 (en) * | 2001-10-12 | 2003-08-19 | Navigation Technologies Corp. | System and method for using a map database with attributed no-outlet and circular segments |
US6611749B1 (en) * | 1998-12-14 | 2003-08-26 | Mannesmann Ag | Binary transmission system |
US6622082B1 (en) * | 1999-08-25 | 2003-09-16 | Vodafone Holding Gmbh | Location-related WAP traffic jam map by associating map excerpts in a traffic information center |
US6636802B1 (en) * | 1998-11-24 | 2003-10-21 | Matsushita Electric Industrial Co., Ltd. | Data structure of digital map file |
US6647251B1 (en) * | 1991-04-19 | 2003-11-11 | Robert Bosch Gmbh | Radio receiver, in particular a vehicle radio receiver |
US6650948B1 (en) * | 2000-11-28 | 2003-11-18 | Applied Generics Limited | Traffic flow monitoring |
US6680674B1 (en) * | 1994-04-13 | 2004-01-20 | Seiko Instruments Inc. | Adaptive geographic mapping in vehicle information systems |
US6735515B2 (en) * | 1999-12-20 | 2004-05-11 | Navigation Technologies Corp. | Method and system for providing an electronic horizon in an advanced driver assistance system architecture |
US6754580B1 (en) * | 1999-09-21 | 2004-06-22 | Benny Ask | System for guiding vehicles |
US6763301B2 (en) * | 2000-08-25 | 2004-07-13 | Navteq North America, Llc. | Method and system for compact representation of routes |
US20040143385A1 (en) * | 2002-11-22 | 2004-07-22 | Mobility Technologies | Method of creating a virtual traffic network |
US20040225436A1 (en) * | 2003-04-18 | 2004-11-11 | Pioneer Corporation | Map information processing device, its system, its method, its program, recording medium storing the program, position information display device, its method, its program and recording medium storing the program |
US6850840B1 (en) * | 1999-11-11 | 2005-02-01 | Volkswagen Ag | Method for describing and generating road networks and corresponding road network |
US20050065711A1 (en) * | 2003-04-07 | 2005-03-24 | Darwin Dahlgren | Centralized facility and intelligent on-board vehicle platform for collecting, analyzing and distributing information relating to transportation infrastructure and conditions |
US6879907B2 (en) * | 2000-08-28 | 2005-04-12 | Trafficsoft, Inc. | Method and system for modeling and processing vehicular traffic data and information and applying thereof |
US20050079878A1 (en) * | 2001-09-13 | 2005-04-14 | Airsage, Inc. | System and method for characterizing traffic conditions by analyzing operational data of a wireless network |
US20050107945A1 (en) * | 2002-01-15 | 2005-05-19 | Andreas Hiller | Method for determining a travel time |
US20050140524A1 (en) * | 2003-10-08 | 2005-06-30 | Manabu Kato | Method and apparatus for communicating map and route guidance information for vehicle navigation |
US20050197763A1 (en) * | 2004-03-02 | 2005-09-08 | Robbins Daniel C. | Key-based advanced navigation techniques |
US20050228584A1 (en) * | 2002-03-29 | 2005-10-13 | Shinya Adachi | Map matching method, map matching device, database for shape matching, and shape matching device |
US20060099981A1 (en) * | 2000-08-14 | 2006-05-11 | Mckenna Daniel B | Communique system with active feedback for cellular communication networks |
US20060100779A1 (en) * | 2003-09-02 | 2006-05-11 | Vergin William E | Off-board navigational system |
US20060106534A1 (en) * | 2002-10-22 | 2006-05-18 | Yukihiro Kawamata | Map data delivering method for communication-type navigation system |
US20060142933A1 (en) * | 2002-11-18 | 2006-06-29 | Lumin Feng | Intelligent traffic system |
US20060161344A1 (en) * | 2004-12-02 | 2006-07-20 | Pioneer Corporation | Information updating device, information distributing device, information processing system, method thereof, program thereof, and storage medium storing the program |
US7142979B1 (en) * | 2000-06-21 | 2006-11-28 | Magellan Dis, Inc. | Method of triggering the transmission of data from a mobile asset |
US7146274B2 (en) * | 2002-03-01 | 2006-12-05 | Daimlerchrysler Ag | Process for updating map data and navigation system |
US20060276150A1 (en) * | 2005-06-07 | 2006-12-07 | Denso Corporation | Wireless broadcast receiving device for vehicle |
US20060282214A1 (en) * | 2005-06-09 | 2006-12-14 | Toyota Technical Center Usa, Inc. | Intelligent navigation system |
US20070093960A1 (en) * | 2005-10-04 | 2007-04-26 | Denso Corporation | Road map data generation method, road map data update system, and road map data management device |
US20070142050A1 (en) * | 2005-12-19 | 2007-06-21 | Nortel Networks Limited | Method and system for handover in cellular wireless using route programming and training processes |
US20070208495A1 (en) * | 2006-03-03 | 2007-09-06 | Chapman Craig H | Filtering road traffic condition data obtained from mobile data sources |
US20070208496A1 (en) * | 2006-03-03 | 2007-09-06 | Downs Oliver B | Obtaining road traffic condition data from mobile data sources |
US20070208494A1 (en) * | 2006-03-03 | 2007-09-06 | Inrix, Inc. | Assessing road traffic flow conditions using data obtained from mobile data sources |
US20070208493A1 (en) * | 2006-03-03 | 2007-09-06 | Inrix, Inc. | Identifying unrepresentative road traffic condition data obtained from mobile data sources |
US7274332B1 (en) * | 1996-09-09 | 2007-09-25 | Tracbeam Llc | Multiple evaluators for evaluation of a purality of conditions |
US20070225912A1 (en) * | 2006-03-21 | 2007-09-27 | Bernard Grush | Private, auditable vehicle positioning system and on-board unit for same |
US20070233359A1 (en) * | 2006-03-30 | 2007-10-04 | Ferman Martin A | System and method for aggregating probe vehicle data |
US20090005958A1 (en) * | 2007-06-27 | 2009-01-01 | Gm Global Technology Operations, Inc. | Traffic probe in-vehicle map-based process to reduce data communications and improve accuracy |
US7526492B2 (en) * | 2003-08-26 | 2009-04-28 | Mitsubishi Denki Kabushiki Kaisha | Data structure of map data, map data storage medium, map data updating method and map data processing apparatus |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DK1402457T3 (en) | 2001-06-22 | 2011-05-02 | Caliper Corp | Traffic data management and simulation system |
KR100506220B1 (en) | 2002-02-27 | 2005-08-05 | 삼성전자주식회사 | Map matching apparatus and method for single path or multi paths to navigation service |
CN100468480C (en) | 2004-11-19 | 2009-03-11 | 林贵生 | Traffic dynamic and static management and intelligent monitoring & alarming commanding system |
US20070032245A1 (en) | 2005-08-05 | 2007-02-08 | Alapuranen Pertti O | Intelligent transportation system and method |
-
2007
- 2007-07-16 US US11/778,293 patent/US7447588B1/en not_active Expired - Fee Related
-
2008
- 2008-03-19 CA CA002626619A patent/CA2626619A1/en not_active Abandoned
- 2008-10-01 US US12/285,281 patent/US20090048769A1/en not_active Abandoned
Patent Citations (56)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6647251B1 (en) * | 1991-04-19 | 2003-11-11 | Robert Bosch Gmbh | Radio receiver, in particular a vehicle radio receiver |
US5506587A (en) * | 1991-07-01 | 1996-04-09 | Gp & C Systems International Ab | Position indicating system |
US5521826A (en) * | 1991-12-18 | 1996-05-28 | Honda Giken Kogyo Kabushiki Kaisha | Travel guiding apparatus for vehicle |
US6680674B1 (en) * | 1994-04-13 | 2004-01-20 | Seiko Instruments Inc. | Adaptive geographic mapping in vehicle information systems |
US5815161A (en) * | 1995-06-16 | 1998-09-29 | U.S. Philips Corporation | System for joining elements to complex junctions and links in road network representation for vehicles |
US5812069A (en) * | 1995-07-07 | 1998-09-22 | Mannesmann Aktiengesellschaft | Method and system for forecasting traffic flows |
US5999126A (en) * | 1996-08-06 | 1999-12-07 | Sony Corporation | Position measuring apparatus, position measuring method, navigation apparatus, navigation method, information service method, automotive vehicle, and audio information transmitting and receiving method |
US7274332B1 (en) * | 1996-09-09 | 2007-09-25 | Tracbeam Llc | Multiple evaluators for evaluation of a purality of conditions |
US20030073463A1 (en) * | 1997-03-03 | 2003-04-17 | Joseph Shapira | Active antenna array configuration and control for cellular communication systems |
US6154152A (en) * | 1997-10-16 | 2000-11-28 | Toyota Jidosha Kabushiki Kaisha | Road data maintenance system and on-vehicle terminal apparatus compatible therewith |
US6298303B1 (en) * | 1998-03-25 | 2001-10-02 | Navigation Technologies Corp. | Method and system for route calculation in a navigation application |
US6333703B1 (en) * | 1998-11-24 | 2001-12-25 | International Business Machines Corporation | Automated traffic mapping using sampling and analysis |
US6636802B1 (en) * | 1998-11-24 | 2003-10-21 | Matsushita Electric Industrial Co., Ltd. | Data structure of digital map file |
US6611749B1 (en) * | 1998-12-14 | 2003-08-26 | Mannesmann Ag | Binary transmission system |
US20020075171A1 (en) * | 1999-01-21 | 2002-06-20 | Daryal Kuntman | System and method for predicting and displaying wake vortex turbulence |
US6401027B1 (en) * | 1999-03-19 | 2002-06-04 | Wenking Corp. | Remote road traffic data collection and intelligent vehicle highway system |
US6567743B1 (en) * | 1999-06-22 | 2003-05-20 | Robert Bosch Gmbh | Method and device for determining a route from a starting location to a final destination |
US6622082B1 (en) * | 1999-08-25 | 2003-09-16 | Vodafone Holding Gmbh | Location-related WAP traffic jam map by associating map excerpts in a traffic information center |
US6754580B1 (en) * | 1999-09-21 | 2004-06-22 | Benny Ask | System for guiding vehicles |
US6850840B1 (en) * | 1999-11-11 | 2005-02-01 | Volkswagen Ag | Method for describing and generating road networks and corresponding road network |
US6735515B2 (en) * | 1999-12-20 | 2004-05-11 | Navigation Technologies Corp. | Method and system for providing an electronic horizon in an advanced driver assistance system architecture |
US6480783B1 (en) * | 2000-03-17 | 2002-11-12 | Makor Issues And Rights Ltd. | Real time vehicle guidance and forecasting system under traffic jam conditions |
US6385531B2 (en) * | 2000-04-03 | 2002-05-07 | International Business Machines Corporation | Distributed system and method for detecting traffic patterns |
US7142979B1 (en) * | 2000-06-21 | 2006-11-28 | Magellan Dis, Inc. | Method of triggering the transmission of data from a mobile asset |
US20060099981A1 (en) * | 2000-08-14 | 2006-05-11 | Mckenna Daniel B | Communique system with active feedback for cellular communication networks |
US6763301B2 (en) * | 2000-08-25 | 2004-07-13 | Navteq North America, Llc. | Method and system for compact representation of routes |
US6879907B2 (en) * | 2000-08-28 | 2005-04-12 | Trafficsoft, Inc. | Method and system for modeling and processing vehicular traffic data and information and applying thereof |
US6650948B1 (en) * | 2000-11-28 | 2003-11-18 | Applied Generics Limited | Traffic flow monitoring |
US20020173884A1 (en) * | 2001-05-18 | 2002-11-21 | Clawson Keith W. | Distributed track network control system |
US20050079878A1 (en) * | 2001-09-13 | 2005-04-14 | Airsage, Inc. | System and method for characterizing traffic conditions by analyzing operational data of a wireless network |
US6609063B1 (en) * | 2001-10-12 | 2003-08-19 | Navigation Technologies Corp. | System and method for using a map database with attributed no-outlet and circular segments |
US6574553B1 (en) * | 2001-12-11 | 2003-06-03 | Garmin Ltd. | System and method for calculating a navigation route based on adjacent cartographic map databases |
US20050107945A1 (en) * | 2002-01-15 | 2005-05-19 | Andreas Hiller | Method for determining a travel time |
US7146274B2 (en) * | 2002-03-01 | 2006-12-05 | Daimlerchrysler Ag | Process for updating map data and navigation system |
US20050228584A1 (en) * | 2002-03-29 | 2005-10-13 | Shinya Adachi | Map matching method, map matching device, database for shape matching, and shape matching device |
US20060106534A1 (en) * | 2002-10-22 | 2006-05-18 | Yukihiro Kawamata | Map data delivering method for communication-type navigation system |
US20060142933A1 (en) * | 2002-11-18 | 2006-06-29 | Lumin Feng | Intelligent traffic system |
US20040143385A1 (en) * | 2002-11-22 | 2004-07-22 | Mobility Technologies | Method of creating a virtual traffic network |
US20050065711A1 (en) * | 2003-04-07 | 2005-03-24 | Darwin Dahlgren | Centralized facility and intelligent on-board vehicle platform for collecting, analyzing and distributing information relating to transportation infrastructure and conditions |
US20040225436A1 (en) * | 2003-04-18 | 2004-11-11 | Pioneer Corporation | Map information processing device, its system, its method, its program, recording medium storing the program, position information display device, its method, its program and recording medium storing the program |
US7526492B2 (en) * | 2003-08-26 | 2009-04-28 | Mitsubishi Denki Kabushiki Kaisha | Data structure of map data, map data storage medium, map data updating method and map data processing apparatus |
US20060100779A1 (en) * | 2003-09-02 | 2006-05-11 | Vergin William E | Off-board navigational system |
US20050140524A1 (en) * | 2003-10-08 | 2005-06-30 | Manabu Kato | Method and apparatus for communicating map and route guidance information for vehicle navigation |
US20050197763A1 (en) * | 2004-03-02 | 2005-09-08 | Robbins Daniel C. | Key-based advanced navigation techniques |
US20060161344A1 (en) * | 2004-12-02 | 2006-07-20 | Pioneer Corporation | Information updating device, information distributing device, information processing system, method thereof, program thereof, and storage medium storing the program |
US20060276150A1 (en) * | 2005-06-07 | 2006-12-07 | Denso Corporation | Wireless broadcast receiving device for vehicle |
US20060282214A1 (en) * | 2005-06-09 | 2006-12-14 | Toyota Technical Center Usa, Inc. | Intelligent navigation system |
US20070093960A1 (en) * | 2005-10-04 | 2007-04-26 | Denso Corporation | Road map data generation method, road map data update system, and road map data management device |
US20070142050A1 (en) * | 2005-12-19 | 2007-06-21 | Nortel Networks Limited | Method and system for handover in cellular wireless using route programming and training processes |
US20070208495A1 (en) * | 2006-03-03 | 2007-09-06 | Chapman Craig H | Filtering road traffic condition data obtained from mobile data sources |
US20070208496A1 (en) * | 2006-03-03 | 2007-09-06 | Downs Oliver B | Obtaining road traffic condition data from mobile data sources |
US20070208494A1 (en) * | 2006-03-03 | 2007-09-06 | Inrix, Inc. | Assessing road traffic flow conditions using data obtained from mobile data sources |
US20070208493A1 (en) * | 2006-03-03 | 2007-09-06 | Inrix, Inc. | Identifying unrepresentative road traffic condition data obtained from mobile data sources |
US20070225912A1 (en) * | 2006-03-21 | 2007-09-27 | Bernard Grush | Private, auditable vehicle positioning system and on-board unit for same |
US20070233359A1 (en) * | 2006-03-30 | 2007-10-04 | Ferman Martin A | System and method for aggregating probe vehicle data |
US20090005958A1 (en) * | 2007-06-27 | 2009-01-01 | Gm Global Technology Operations, Inc. | Traffic probe in-vehicle map-based process to reduce data communications and improve accuracy |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8164488B2 (en) * | 2008-01-22 | 2012-04-24 | Cisco Technology, Inc. | Apparatus and method for generating a message based on traffic flow |
US8914225B2 (en) * | 2012-12-04 | 2014-12-16 | International Business Machines Corporation | Managing vehicles on a road network |
US9008952B2 (en) | 2012-12-04 | 2015-04-14 | International Business Machines Corporation | Managing vehicles on a road network |
US10169529B2 (en) | 2014-11-28 | 2019-01-01 | International Business Machines Corporation | Method and apparatus for determining a road network partitioning border line |
IT201800020929A1 (en) | 2018-12-21 | 2020-06-21 | Telecom Italia Spa | STATISTICAL TRACKING OF THE DYNAMICS OF A POPULATION ON AN AREA |
WO2020127920A1 (en) | 2018-12-21 | 2020-06-25 | Telecom Italia S.P.A. | Statistical tracking of population dynamics over an area |
CN113724279A (en) * | 2021-11-01 | 2021-11-30 | 深圳市城市交通规划设计研究中心股份有限公司 | System, method, equipment and storage medium for automatically dividing traffic cells into road networks |
Also Published As
Publication number | Publication date |
---|---|
CA2626619A1 (en) | 2009-01-16 |
US7447588B1 (en) | 2008-11-04 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US7447588B1 (en) | Method and system for partitioning a continental roadway network for an intelligent vehicle highway system | |
US7433889B1 (en) | Method and system for obtaining traffic sign data using navigation systems | |
US5933100A (en) | Automobile navigation system with dynamic traffic data | |
US7499949B2 (en) | Method and system for obtaining recurring delay data using navigation systems | |
US5610821A (en) | Optimal and stable route planning system | |
US7174154B2 (en) | System and method for providing information to an operator of a motor vehicle | |
CN102622877B (en) | Bus arrival judging system and method by utilizing road condition information and running speed | |
ES2303910T3 (en) | APPARATUS AND PROCEDURE TO PROVIDE TRAFFIC INFORMATION. | |
US20120158285A1 (en) | Method and Apparatus for Route Searching | |
US20070135990A1 (en) | Navigation route information for traffic management | |
US20030065442A1 (en) | Navigation system and travel coordinator with dynamic traffic data | |
US20130162449A1 (en) | Traffic Routing Using Intelligent Traffic Signals, GPS and Mobile Data Devices | |
EP1582841B1 (en) | Route search server, system and method | |
CN102243811B (en) | Vehicular navigation system and recommendation paths search method | |
JP2012168796A (en) | Probe information management system, on-vehicle terminal, and probe information management apparatus | |
JP2003050136A (en) | System and program for informing traffic trouble | |
JPH11272983A (en) | Route planning device, arrival time predicting device, travel recording and storing device, and route plan/ arrival time prediction system | |
WO2022193995A1 (en) | Map updating method, and map-based driving decision-making method and apparatus | |
JP2009009282A (en) | Demand information transmission device | |
JP3816735B2 (en) | Information display system and wireless information device | |
CN103000040B (en) | Road condition crowding suggesting method | |
US20220165150A1 (en) | System and method for determining dynamic road capacity data for traffic condition | |
CN102208136A (en) | Vehicle navigation system | |
JP2002092784A (en) | Traffic flow detecting method, mobile station device and traffic flow detecting station device | |
JP2000258176A (en) | Dynamic map data updating system |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: WENSHINE TECHNOLOGY, LTD., CANADA Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:XU, YIWEN;XU, XINYI;REEL/FRAME:022040/0619 Effective date: 20070709 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |