MXPA97001378A - Navegac information system - Google Patents

Abstract

The present invention relates to a navigation information system comprising a communication system having a fixed part (11 to 20) and at least a mobile part (1 to 10), the fixed part including storage and processing means data (15) to identify the location of a mobile unit, generating appropriate guidance information to that location and transmitting it to the mobile unit. Placing most of the complexity with the service provider, in particular the navigation computer (15) and the geographic database (17), the system can be easily updated and the capital cost of the vehicle system, which in Its simplest form can be a normal cell phone (1), it can be reduced to a minimum. The user makes a request for the guidance information, and the system, having determined the user's present location, then transmits instructions to the user. The present location of the user can be determined by a means such as a Satellite Placement System 8

Description

NAVIGATION INFORMATION SYSTEM DESCRIPTION OF THE INVENTION This invention relates to navigation information systems. It is particularly suitable for use in providing road users with road guidance, but other applications are possible and are discussed below. Navigating a vehicle through a complex, unfamiliar road network is a difficult task. Large amounts of fuel and time are wasted as a result of drivers losing or using an inefficient route. Also accidents can be caused by drivers trying to read maps or complex road signs and lose concentration on the road in front. In addition, a driver may choose an inefficient route as a result of using an outdated map. An additional problem can occur even if a driver knows a route to his destination. That route may be congested or blocked as a result of accidents or maintenance work, so an alternative route could be more efficient.

Several proposals have been made for navigation guidance systems. In some of these proposals, a system that carries the vehicle has a navigation computer and a geographic information system, which is essentially a digitized map stored on CD-ROM. The system gives the driver information and guidance through the screen and / or language display. These systems could be very expensive. Each vehicle requires a navigation computer and a geographic information system. The cost of the complex equipment carried by the vehicle involved is estimated to be in the region of 1000 pounds. The system is complex to operate, and can only be operated safely by the driver while the vehicle is stationary. The geographic information system may require a periodic update, which requires that new discs be distributed to subscribers from time to time. In some proposed systems of this type, the real-time data could be disseminated on a radio system to update the information set, maintained in the geographic information system. In addition, the geographic information system could only be accurate until its last date. In addition, a broadcast channel needs to be located for the update service system.

It has also been proposed that the guide service provider collect statistics traffic flow data, from which predictions of traffic congestion can be made, which are fed into the real-time data to be disseminated. Traffic flow data can be collected using sensors located on the roadsides, or they can be collected by verifying the operation of the mobile user's equipment. The last aspect can only collect data related to system users, but has a lower capital cost. In an alternative aspect, a system of headlights on the edge of the short-range road is used to transmit the guidance information for passing vehicles equipped with simple transceivers. The headlights transmit information to vehicles that pass properly equipped to give instructions of appropriate turns to their chosen destinations. For each lighthouse, the territory that is going to be covered is divided into as many areas as those that exist from the union of the lighthouse with which it is related. The area in which the destination chosen by the user falls is determined, and appropriate instructions are given to that area. In any given lighthouse, all vehicles whose destinations are in the same area, obtain the same instruction. The definitions of the zones depend on the location of the lighthouses, and each zone includes the group of destinations, which can be reached from the lighthouse, taking the direction associated with that area. Each lighthouse only gives instructions to reach the next lighthouse along the route to the destination of the vehicle. For two vehicles that start from the same point of different destinations, for which the routes are initially coincident, the headlights along the route matching section, each one will give both users the same instructions, since for those headlights, both users are traveling towards the same area. Only for the lighthouse at the point of divergence are the two destinations of the users in different zones, and therefore different instructions are given. The headlight program should be modified from time to time by control signals from a central control station, in a manner analogous to remote-controlled signal posts, but in their interactions with the user's equipment, the Beacon is autonomous, identifying which of its zones is the user's desired destination, and transmitting the appropriate "back" information to reach the next beacon on the way. The lighthouse has no knowledge of the rest of the route. Each lighthouse has a detailed map of a small local area (the boundaries of which are, in reality, the adjacent lighthouses), and if the destination is in this area, the lighthouse gives all the information of the route to the destination. Therefore, the system can provide a user with directions to a destination, defined more precisely than the headlight space. However, at the beginning of the tour, a user can not use the system until he finds a lighthouse. This proposed system allows instant updating of the central control and simpler control instructions on the vehicle equipment, but requires a vast capital expense in headlights on the roadside. A problem encountered with both proposed systems described above is that it is difficult for them to provide alternative routes in response to congestion, either current or future, without the risk of creating stronger problems in the alternative routes. Although the predictions of regularly occurring congestion peaks are relatively simple to program in the guidance information, and, at least in the stoppage system, real-time updates on road congestion can also be fed into the programming of the headlights, the control system does not have any information of the movements of the vehicles, from which a future congestion can be predicted. In any case, if the system is in use by a significant fraction of vehicles, the system will tend to produce congestion in the diversion routes. According to a first aspect of the invention, a navigation information system is provided to provide information to a mobile user dependent on the location of the mobile user, the system comprises a mobile communication system having a fixed part and one or more mobile units for communicating with the fixed part, each mobile unit includes means for transmitting to the fixed part, a question about the guide information regarding a destination specified by the user of the mobile unit, and for receiving said guide information from the fixed part, and the fixed part includes: means for determining the location of a mobile unit requesting guidance information, means for generating the guidance information according to the present location and specific destination of the mobile unit, and means for transmitting the guide information thus generated, towards the mobile unit, so the information dependent on the location The specific destination of the mobile unit can be transmitted to the mobile unit. According to a second aspect of the invention, a navigation information system is provided to provide information to one or more mobile users dependent on their locations, the system comprising: means for determining the location of a mobile unit requesting guidance information in relation to a specific destination, means to generate information to guide the user of the mobile unit according to the present location and the specific destination of the mobile unit, and a communication system for transmitting the guidance information thus generated to the mobile unit, whereby the guidance information dependent on the present location and the specific destination of the mobile unit can be transmitted to the mobile unit. According to a third aspect, there is provided a mobile unit for a navigation information system, comprising means for identifying the present position of the mobile unit, means for transmitting, on a communication link, a request for guidance towards a specific destination, and guide instruction means controllable by the guidance instruction information received on the communications link, whereby the guidance instructions between the present location and the specific location can be communicated to the user by means of the means of instruction for guidance. According to a fourth aspect, there is provided a method for providing a navigation guidance information to mobile units of a mobile radio system, the information, being dependent on the locations of the mobile units, the method comprising the steps of: transmitting , from a mobile unit to a fixed part, a navigation guidance request to a specific destination; determine the location of the mobile unit; generate guide information based on the location information, the requested destination, and the navigation data stored in the fixed part; and transmit the guide information of the. fixed part towards the mobile unit; whereby the guidance information relevant to the present location and the specified destination of the mobile unit is transmitted to the mobile unit. This invention has advantages over both prior art systems described above. Significant improvements can be made on the purposes of the prior art navigation system, paying attention to the fixed part of the system. First, you do not need to distribute maps or updates to subscribers, since the data is centrally maintained. New roads can be added to the system, at the moment it is opened. The total capital expenditure is reduced to a minimum, since all users share the same database. In addition, computing resources are used more efficiently, because a system within the vehicle spends most of its time idle, but a centralized system can share time.

In addition, in contrast to the lighthouse system on the roadside of the prior art, the invention can be implemented with a small development of equipment in the field, thus offering considerable savings in capital cost and maintenance, and allowing rapid installation and modification of the system to satisfy the change requirements. Preferably, the system includes means for determining the location of the moving part relative to a geographic overlay, comprising a plurality of overlay areas, and means for transmitting the information associated with a overlay area, which includes the location of the overlay. the moving part, whereby a moving part within that coating area receives the information associated with that coating area. This allows the information associated with the particular coating area to be transmitted to any mobile unit in that coating area. The system may also comprise means for determining when, a moving part enters a predetermined coating area, and means for transmitting a message to a user other than the moving part, in response to the moving part entering the predetermined coating area. . For example, a coating area may cover part of a road approaching a junction, and the message may be the appropriate instruction for the driver, as the driver approaches the junction, to know which path to take. Each coating area, therefore, sends navigation instructions specific to that coating area. The coating areas may overlap, and may be of any size below the practical minimum of the resolution of the location determination procedure. The large coating areas are suitable for transmitting information in general, while the smaller areas can be used for objective information to users in very precise locations, such as individual elements of a complicated road construction. The coating areas can be delimited in two or three dimensions. An advantage of this preferred arrangement with respect to fixed headlight systems is that the geographical overlay can easily be modified. Advantageously, the system includes means for storing a digital representation of the geographic overlay, and means for modifying the stored representation, so that the configurations of the overlay areas can be selected to satisfy the change requirements. The coating areas can be easily combined or subdivided, or their boundaries otherwise altered to meet the changing circumstances without any modification to the apparatus (hardware), simply reconfiguring the geographic overlay defined in the central database. In addition, unlike the prior art beacon system, discussed above, there is no major cost in the construction of a street and supporting infrastructure, since existing cellular mobile communication systems can be used to transmit the instructions from a central database. If the driver enters a coating area, which is not the route chosen by the system, an error message may be transmitted. Such messages may be transmitted to a different user to the mobile unit, for example, in order to verify the location of valuable loads or of personnel working away from a base. The geographical overlay can also be used to operate an access control system, for example, for site security or to collect taxes. In this provision, if a user enters a coating area, for which he does not have permission, an alert signal can be sent to a system controller, or to a security group on the site, who can intercept the intruder. Means can be provided (either at a fixed location or with the mobile user) to store a value associated with the mobile unit, and means arranged to modify the stored value in response to messages transmitted in accordance with the location of the mobile unit, either to increase the value, for example, for subsequent billing, or to reduce the value, for example, in a stored value device pre-paid. The fixed part may include means for storing map information or other data to be used to provide information, here referred to as guide data, means for updating the stored guide data, means for identifying the moving parts to which the updated data applies. , and means for transmitting said data on the communication system to the moving parts thus identified. This allows the information regarding traffic change situations to be transmitted to all users, who will be affected, without the need to disseminate the details to the other users as might be the case with those systems of the prior art where the update is possible. Although the information transmitted to the user is specific to the location, the information regarding the user can be processed centrally. This allows predictions of short-term traffic to be made. The guidance data transmitted to the mobile units can therefore be based on the position measurements of a plurality of the moving parts. If the moving parts are vehicles, these position measurements will identify the locations of the roads, and an indication of their traffic density. As new roads are constructed or routes are diverted, traffic will move to new routes. The measurement of the traffic position, therefore, will result in the data being updated automatically. To reduce the volume of information transmitted, the fixed part may comprise means for transmitting to the moving part an expected scale of movement information, and for receiving movement measurements outside the expected scale from the moving part, and the moving part comprises means to measure the location and time to derive the movement information, means to compare the movement information with the expected scale received from a fixed part of the system, and means to automatically report to the fixed system the movement measurements outside the expected scale . In this way, only exceptional traffic conditions are reported. The fixed part may include means for generating and maintaining guidance data based on vehicle movement data, derived from measurements of time and position information of a plurality of moving parts and / or estimates of future locations of moving parts, based on the guidance information previously transmitted to the mobile parties. Estimates of future locations of the moving parts can be used based on the guidance information previously transmitted to the moving parts, to make estimates of future traffic situations. The data stored in the data storage means can be updated, for example, in response to changing traffic conditions, accidents or road maintenance. The system may include means to identify the mobile units, to which the updated data are applicable, and transmit amended instructions on the communication system to the moving parts. With the knowledge of the trips already planned by a large number of users, a better demand prediction can be developed for particular roads (and therefore congestion on those roads) this can be more stable than the route planning systems already existing, since the navigation system can take into account the planned trips for other users. Advantageously, the invention can be implemented using a public cellular radio data service, based on an individual tuning, providing a simple mechanism for registration and avoiding the need for a separate radio transmission system. The means for determining the location of the moving part may comprise means for querying the location identification means that are part of the moving mobile part, for example, by means of an estimated point from a known starting point, using an inertial navigation system, or devices to measure distance and direction, such as a compass and an odometer. Alternatively, the means for locating the position may include means for identifying the location of the moving part relative to the elements of the fixed part of the communication system. The location of the mobile part can be determined by a radio location system associated with the radiocell system. In another alternative arrangement, a satellite navigation system may be used. In a preferred arrangement, the fixed part has means for determining the close location of the moving part, and means for identifying the location of the moving part are arranged to answer a question of the location of the interrogation means with a location signal not unique, which, in combination with the nearby location determined by the fixed part, determines a unique location. In a preferred embodiment, the fixed part and the mobile parts each have a satellite navigation system receiver, and the positions of the moving parts, as measured by the satellite navigation system, are compared with those of the fixed part, as measured by the satellite navigation system. The position of the fixed part can be known with great accuracy and provides a reference measurement, which allows the position of the moving part to be determined with greater accuracy than is possible by direct measurement using only the system by means of satelite. Preferably, the fixed part has one or more servers and means to distribute a server to a mobile party, only when it requires service. During practice, only a very small number of mobile units will require service at any given time, so this allows the computing resources of the fixed part to be used more efficiently, and the system can support many more mobile units in total, that the server has capacity. This is in contrast to the prior art system, discussed above, wherein each mobile unit requires a dedicated computer to be carried on board, which is only used for a fraction of time. In addition, all servers can use a common road use database, which can use the route information, which has been planned for mobile users to develop a prediction of road use status in the future, such as points of probable congestion, and develop this towards a guide instruction procedure. For example, the system can be arranged, so that not directly more than a predetermined number of users will use a particular extension of the road at a particular time, and find alternative routes for the users who, otherwise, would be directed to it. along that road at that time. In this way, the system can predict the probable congestion points and take preventive action. The mobile part may include control instruction means controllable by means of the instructions contained in the transmitted guidance information of the fixed part on the communication link, whereby the guidance instructions may be communicated to the user by means of instruction means of guides. For some applications, the vehicle can be controlled directly in response to the guidance information received on the communication link. Nevertheless, for use on a public highway, it is preferred that the guidance information controls the display means, which may be visual or audio or both, to indicate to a driver which direction to take. The guidance instruction means can be programmed from the fixed part on the communication link, either automatically or by a human operator. The guidance instruction means may include a speech synthetizer, which may be located in the fixed part, voice transmission messages for the user on the communication system, or may be located in the mobile unit and controlled by the messages of data of the fixed part. The initial arrangement allows the mobile unit to be simplified, while the latter arrangement requires a smaller signal load. In the described embodiment, the moving part is a vehicle, but it can be a manual device for guiding a pedestrian. In one form, the mobile part may be a conventional mobile radio-cellular unit. This allows a basic service to be provided to the user without the need for any dedicated equipment. The embodiments of the invention will now be described by way of example, with reference to the drawings, in which: Figure 1 shows a moving part and a fixed part of a navigation information system according to an embodiment of the invention; Figure 2 illustrates how the invention can be applied to a simple road aspect; Figure 3 illustrates the division of a territory into zones according to the instructions generated by the system; Figure 4 illustrates an application of the invention to a more complex road arrangement; Figures 5a and 5b illustrate the modification of a coating in response to a change in traffic circumstances; and Figure 6 illustrates a road system, showing coating areas defined by the method of the invention in relation to a radiocell network. According to the embodiment of Figure 1, the navigation system has a fixed part (comprising elements 12 to 19) and a number of moving parts, of which only one is shown (comprising the elements 1 to 10), interconnected by a cellular telephone network 11. The mobile part comprises a mobile telephone 1 having an audio output 2, an audio input 3 and a radio antenna (transmission / reception) 4. Output 2 is connected to a decoder 5 for translating dual tone multiple frequency (DTMF) signals received by the telephone 1 to the data being fed to an interface controller 6. The interface driver 6 also receives inputs from a GPS satellite receiver 7 (Global Placement System). The interface controller transmits data to a DTMF encoder 8, which generates tones to be fed into the audio input of the mobile telephone. The audio output 2 and the input 3 also include a speaker 9 a microphone 10, respectively, to allow the telephone to be used for speaking. The fixed part comprises an interface with a cellular telephone network 11, connected through a decoder 12 DTMF and an encoder 13, and a controlling interface 14 to a computer 15. The computer 15 comprises a number of servers 16, one of the which is distributed to each active mobile unit. The servers 16 have access to a geographic database 17, and a database of normal messages 18. The geographic database 17 can be updated through an update entry 19. The database 17 stores the definitions of a number of coating areas, which together form a geographic overlay for the territory that is to be covered. Examples of the coatings are illustrated in Figures 2, 4, 5a, 5b and 6, which will be described in detail below. The mobile part obtains location information using the GPS receiver 7 and transmits this information, along with a question for the addresses of a specific destination, to the fixed part, where a server 16 relates the location information to its geographic database 17 and obtains the message information associated with the location of the database 18, and transmits the information back to the moving part.

The computer 15 can transmit messages in DTMF code, using the encoder 12, or it can generate voice messages, which are transmitted through a voice output 20 to the cellular network 11. The DTMF signals are used to transmit the position of the speech. vehicle to computer 15, which can then offer information and guidance to either the vehicle or a third party in demand. In the following discussion, variations on the basic apparatus shown in Figure 1 will also be described, wherein certain elements are modified or replaced. The system is operated as follows: At the start of a journey, the driver requests service by activating a pre-dialing control in the telephone 1. This service is transmitted to the control interface 14 over the telephone network 11. The control interface 14 then places a free server 16 to answer the call and interrogate the GPS receiver 7 of the vehicle to determine its geographical position. The encoder 8 takes the latitude and longitude data and translates the numbers into DTMF tone pairs, in the manner described below. The cell phone couples this audio signal to its language input path. This is easy to do with a cell phone mounted on the hands-free vehicle, since the microphone is accessible, or alternatively, a small transducer can be mounted near the microphone 10. A DTMF 5 receiver coupled to the speaker 9 (again acoustically or electrically) decodes the supervisor data (again in a DTMF format). ) returning from server 16 to acknowledge receipt of location messages. If no acknowledgment is received from the DTMF unit, then the data message is repeated. The fixed end of the system comprises a DTMF decoder 12 and an encoder 13 coupled to a serial data interface 14 of the server computer 15. This computer, on the one hand, can call the mobile party, which will respond automatically and then provide its location using a DTMF signaling system, or, on the other hand, may receive an unsolicited call, which could include the coded identity DTMF to the mobile unit and could also provide the location of the vehicle, using the DTMF interface 6. Then, the server 16 captures the actual position of the user, and identifies the area of coating within which the position falls. The server also captures any permanent information, specific to the user, such as the type of vehicle, which may be relevant to the route to be selected, for example, due to height and weight restrictions. The user can code those requirements, which are not permanent; but they are specific to the present information request, (in particular its destination), using the telephone board in response to voice prompts. However, in a preferred arrangement, the call is presented to a human operator for the capture of this data. This allows the user to receive help to identify their desired destination to the system, and also allows the driver to talk about their requirements, keeping their hands and eyes free to drive. The operator then remotely programs the interface 6 on the vehicle with the system data, identifying the destination of the vehicle, to be used in subsequent updating procedures, and instigating the generation of voice, giving directions and instructions to the driver through a subsystem of language generation of the server 16 of the computer. Fixed positions can be made at regular intervals, for example, every two minutes, or every kilometer. Alternatively, the fixed part may request the mobile unit to send its next position fix after a specific interval or distance. As the driver follows the route, more instructions can be sent automatically as the driver enters a new coating area, and the driver can be alerted if the route has been left or if any new traffic problems are detected. they could affect the individual driver. The system is arranged so that when the system locates a mobile unit that enters a coating area that has a message defined by it, for example, the following return instruction (or a message error, if the mobile unit has left the selected route), that the message is transmitted. The system may also be arranged to transmit messages to different users to the mobile unit in question, for example, to verify the progress of valuable loads. At any time, the driver can call the human operator, if a change of service requirements or additional help is needed. Since a central database is used, all movements of the vehicle can be inspected. Traffic models can be used to optimize traffic flows and reduce travel times. The system can also ensure that by itself it does not cause congestion, limiting the number of vehicles it directs to use the same road at the same time. The control system can use the location data to calculate and record the motion vectors from these vehicles.

Using the data collected by this method, it is possible that the central system derives a digital map of valid routes. The following data can be derived automatically; valid travel lanes; address or allowed directions of flow; allowable returns; average travel times; trends in travel times according to time in a day and other factors. The system could automatically update the map to show permanent changes (new road junctions, changes to a system, etc.). The closures of temporary lanes by road workers, etc. They could also be registered. It may be necessary to manually update the data (for example, to alert the system to a new bypass opening) before the system acquires the information from the vehicle data streams, to ensure that the vehicles are routed over the new road initially. Any approximations in the pre-entry data could be automatically corrected by the system described here. The system can be further enhanced to include any other information that may be relevant to drivers, through a combination of manual or automatic data entry, for example, the location of bus stops, public telephones and other aspects of streets, and proximity to companies such as stores, banks or offices. The variation of the transit time is directed according to the time of day, for each junction, it can be used to derive a congestion prediction model, as the basis for the route guidance. The system can verify the progress of the mobile units along the routes selected by them, to identify any area of traffic congestion etc., comparing the actual transit times between predetermined locations. This can be done by the fixed system that verifies the location updates of the individual units, or it can be done by the mobile unit, in cooperation with the fixed unit. In the latter case, the fixed part transmits an expected scale of transit times, within which the mobile unit is expected to reach a predetermined location. If the mobile unit reaches the location outside this scale, it reports the fact to the fixed part. "Reporting by exception" the data that is processed later can be reduced considerably. However, these systems can become unstable if many drivers have access to the route guidance based on information regarding actual or predicted congestion. To avoid these instabilities, route plans have been created and updated centrally and passed on to individual vehicles. The impact of these vehicles using the suggested routes is then added to the prediction. The more cars that use the system, the prediction produced can become more accurate. The derived routes can be passed to the vehicles (via a mobile data link, or possibly a short-range communications link or other temporary access to the fixed telecommunications network, before departure). Then the vehicle could operate autonomously, unless road conditions vary significantly from those predicted. If the central system detects a problem (from vehicle data or other sources), which has a severe impact on the predictions, enough to cause a change to the message already given, then the central system can transmit news of the problem, so that those affected vehicles can automatically call the mobile data communications link to receive a new route from their present location to their destination. If the vehicle system encountered unexpected traffic times along its scheduled route, you can send a report to the central system. The data that flows through the system will therefore be allowed to be "learned" more from the characteristic congestion behavior of the road network, for example, through the use of neural network techniques, and to select routes for traffic, which avoid using routes at the time when they are probably congested. In addition, the system can generate digital road maps or other data automatically, based on the position measurements of the vehicles that use the roads. A particular advantage of this system is the ability to forecast unusual patterns of congestion of route guidance information requested by users. Since the route guidance is centrally generated, the system can verify the number of requests for information on destinations at a given location. Determining the predicted arrival times for each user (which will depend on their starting points and the time of the beginning of the route), a convergent traffic development in a particular location, at a particular future time (for example, for a sporting event greater) can be detected. Traffic to other destinations, which have been routed by way of this location, can then be diverted to other routes. The system described above uses an analogue telecommunication link, where DTMF codes can be used. For a DTMF analog radio-cellular network, it is an ideal signaling medium when only short-term messages are to be transmitted. It can survive in the fading of severe signal and noise from the environment of the mobile unit, which frequently prevents the use of fast phase or modulation of frequency change data. Another advantage is the ability to coexist with language. For example, a DTMF data signal containing vehicle location data may be sent at the beginning of a call and at intervals during the call. Simple coded DTMF messages can also be transmitted to indicate emergencies, provide simple indications to the driver (for example, illuminated arrows to turn left or right), or activate a synthetic language generated by another subsystem in the vehicle. The DTMF coding described above is suitable for an analogous system. In a digital cellular network, digitized data can be transmitted over an associated packet data system, such as the GSM Short Message Service (SMS) (Global System for Mobile Communications), or the Radio General Packet Service (GPRS) proposed for GSM. In the embodiment described above, the language generation subsystem is part of the server 16. Alternatively, it can be carried on the vehicle board. In this arrangement, the subsystem has several stored language commands, which are controlled from the interface 6 in the vehicle, in response to the commands transmitted from the fixed part. This arrangement reduces the traffic signaling required on the radio link 11, but increases the complexity of the equipment within the vehicle. The location determination system will now be described in more detail. GPS satellite navigation receivers (Global Positioning System) are now becoming less expensive and more available with serial data output. These can provide latitude and longitude data within a tenth of a second of an arc (defining the position in 3 meters, which is enough to identify in which lane, of a two-lane road, the user is located). Satellite positioning systems, such as the Global Positioning System (GPS), are prone to small systematic errors, for example, as a result of instabilities in the orbits of satellites. The accuracy of the measurement of the position can be improved by a process known as "Differential GPS", where a number of fixed reference points are used, whose positions are determined with greater precision, for example, using recognition techniques. GPS is used to obtain a measurement of the position of one or more fixed reference points. This dimension is compared to the known location, real, to generate a correction value, which can be used to correct the position of the mobile unit measured by GPS. The position data received from the satellite positioning system may include some redundant data. If the system is only operated within a boundary area of the planet, the most significant digits of the position data are redundant, and do not need to be transmitted from the mobile unit to the fixed part. For example, any point in Germany can be uniquely defined by the digits of the units of its latitude and longitude, and that this country is fully between 45 and 55 degrees North, and between 5 and 15 degrees east . It is also possible to define any point in the United Kingdom in this way, although in this case, a deviation of 10 degrees in length can be applied, to avoid duplication of the East and West longitudes in the zero meridian. For larger territories, for example, a European emergency system, or one that covers the United States, this simple method of data reduction is impractical. However, it is possible to reduce the data requirements by dynamically defining the territory. After an initialization step using the total location, the system selects as a new location, the candidate closest to the previous one. For example, if the mobile unit was finally reported in 99 degrees 0 and the units digit of the latitude is now 0, the user will take 100 degrees 0 instead of, say, 90 degrees or 110 degrees. If location updates take place frequently enough, that the user's position can not be changed by more than half a degree, the digit of units of degrees can also be transmitted, and the location given only in minutes and seconds of arc. The more frequent the updates, the more digits can be transmitted. An alternative method to obtain the broadest position location is to request the cellular radio system operation system to identify the cell r ^ which the user is currently located. The sizes of the cells can be up to approximately 40 km (although they are usually much smaller, thus identifying the cell that can identify the user's location within 40 km, which defines latitude better than half a degree (1 degree of latitude = 111 km) The separation of longitude lines varies with the cosine of the latitude, but even in the Arctic Circle (66 degrees North) a resolution of 40 km will identify the length in the closest total degree (1 degree longitude = 111 km (cosine latitude) = approximately 45 km at 66 degrees North) When truncating the position data to the left, omitting the digit of degrees, a basic position message could consist, therefore , of 10 decimal digits (minutes, seconds and tenths of seconds) .The altitude data that give the altitude in meters, could require four additional digits, since all the points on the surface of the Earth lie within an esc wing of 10,000 meters, but this data can also be truncated to the left, since it is remote that any multi-level road system, can exceed 100 meters in height (or if so, that a GPS system could work effectively for any receiver at lower levels). This gives a total of twelve digits, which can be transmitted by DTMF in less than 2 seconds. If the data is truncated to the left as described above, the "broad" data is added by the interface controller 14, referring to the previous position or the radiocell operation system. When the computer 15 receives a location message, it stores the location and then searches its database for a coating area within which that location is located. Coating areas are defined in the database by latitude and longitude coordinates, and have associated attributes, which define messages that can be based on mobile subscribers within the defined coating area. In some cases, height information (altitude), also available using satellite positioning systems, can be used, for example, to distinguish between levels at a multi-level road intersection. When a DTMF location message has coordinates, which are within a coating area having an associated message, the message is then transmitted to the moving part as a computer synthesizes the language message, a coded message of DTMF (to activate other subsystems) or as a conventional high-speed data message. If the mobile unit is within the same buffer area in the previous location update, and the message associated with that cover area ieptc nc is changed, message transmission may be suspended. The frequency at which location updates are requested by the system can be designed to the size and nature of the current coating area. For example, a complicated road layout may comprise a large number of small coating areas, requiring frequent location updates to ensure that a user does not miss an instruction, passing through its associated area between two updates. However, a long stretch of unbonded roads can be covered by a single overlay area, so less frequent upgrades are appropriate. The speed with which a vehicle is probably moving, which will differ between urban, rural, and highway environments, can also be used as a factor in determining when to request the next location update. As suggested above, there are several circumstances when a satellite positioning system can be unusual, for example, in tunnels or development areas, where a line of sight view of the satellites may be impossible to obtain. Alternative arrangements to identify and update the location of the moving part, which is not based on a satellite receiver, can be used, either by themselves, or interpolated between points where a satellite system can be used. In a variant, a navigation system based on an estimated point can be used. In such systems, the user identifies their initial location and the on-board system measures the movement of the system, for example, by means of magnetic bearing measurements, distance counters and inertial navigation means, such as gyrocompasses and accelerometers. Such systems are independent, but require knowledge of the starting point. This can be obtained, for example, from a satellite positioning system. In another variant, a location method can be used, which is based on the propagation characteristics of the cellular radio system used for communication with the central control station. Examples of such systems are described in the specifications of German Patent DE3825661 (Licentia Patent Verwaltungs) and DE3516357 (Bosch), United States Patent 4210913 (Newhouse), European Patent specification EP0320913 (Nokia), and International Patent Applications W092 / 13284 (Song) and WO 88/01061 (Window). By comparing a signal strength or other characteristics of several cellular Dase stations, a position fixation can be determined. In this arrangement, location measurement can be made directly by the fixed system. This allows the mobile part of the system to be modalized by a conventional cell phone, with entries being provided by language, or by DTMF tones generated by the board, and instructions to the user that are transmitted by voice commands. Examples of the type of navigation information that can be stored in the database 17 will now be described, with reference to Figures 2 to 6. In summary, Figure 2 shows a junction J having four aspect roads 21, 22, 23, 24; each having associated a coating area 21a, 22a, 23a, 24a, respectively. In this figure, and in all the other figures that illustrate road distributions, the roads are shown ready to run to the left, as is used, for example, in the United Kingdom, Japan, Australia, etc. Figure 3 shows part of a road network surrounding junction J, including cities A, B, C and an M highway. Each of the roads 21, 22, 23, 24 has an associated destination area 21z, etc. . Figure 4 shows a separate joint of complex grade inter-linking four roads N, S, E, O. The joint has super-imposed on it a coating having twelve coating areas, Na, Ni, Nd. Sa, Yes, Sd, Ea, Ei, Ed, Oa, Oi, Od. Figure 5a shows a small region having a main road 33 and a side road 30. The main road 33 has two associated covering areas 31, 32. Figure 5b is similar to Figure 5a, but an obstruction X is present on the main road 33, and the coating area 32 has been subdivided into two coating areas 32a, 32b, separated by the obstruction. Figure 6 shows a coating comprising ten coating areas 40-49 superimposed on a cellular radio coverage region comprising five cells 50-54. In more detail, the junction of road J (Figure 2) has four approach roads 21, 22, 23, 24. On each road, in the approach to the junction, a covering area is defined (21a, 22a, 23a, 24a). These coating areas have directional information associated with them, giving return instructions or other navigation information. As shown in Figure 3, all the territory covered by the navigation system can be divided into four zones 21z, 22z, 23z, 24z, each comprising the group of all the locations for which the roads 21, 22, 23 , 24 corresponding ones must be taken from junction J. In this particular example, highway 24 leads directly to city A and is only used for local destinations (zone 24z ', highway 23 leads to city B (zone 23z), highway 22 leads to city D (zone 22z) and highway 21 leads to highway M, for all other destinations including city C and part of city A. These zones are defined differently for each union: For example, different directions for cities A and C are appropriate in junction J ', so that these cities fall in different zones with respect to the areas of coverage in that junction.The zones can still be defined differently for different nts areas of coating in the same union. For example, if U turns are not possible at junction J, any traffic that reaches junction J via highway 22 and that requires going to city D (perhaps as the result of a previous error, or a change of plan) must be directed by roads 21, M, and 25. Thus, for the coating area 22a, there are only three zones: 24z, 23z and 21z / 22z combined, corresponding to the three allowed outputs 21, 23, 24. The zones can be redefined according to the circumstances. For example, when the M highway is congested, the best route from junction J to city C may be through city B. In such circumstances, zones 21z and 23z are redefined so that city C now falls within the 23z city. However, it should be noted that the total number of zones continues to be the number of exit routes from the relevant overlay area. Coating areas 21a, 22a, 23a and 24a must be large enough to ensure that any vehicle approaching the junction reaches at least one location update while in the relevant coating area, and therefore so much the relevant instruction is sent back. As shown in Figure 2, these coating areas are discrete, and can be considered equivalent to the cover areas of the headlights of the prior art system, discussed above. However, they can be made contiguous, as shown in Figures 4, 5a, 5b and 6. Figure 4 shows a more complex union, separated in degree, where there are twelve coating areas. Each road N, E, S, O intersecting at the junction, has a corresponding approach coating area Na, Ea, Sa, Oa, (Oa shown in shadows), and an exit coating area Nd, Ed, Sd , Od (Ed shown in shadows). There are also four intermediate coating areas Ni, Ei, Si, Oi (If shown in shadows). Near the height information F (altitude) of the overpass obtained from the GPS system, it can be used to determine at what level, and therefore in which area the user is currently covered. ^ a. Coating, approach and intermediate areas, each one ends in a decision point Pl a P8. In the database 17, each coating area has the address information associated with it, providing instructions in order to know which branch to take at the associated decision point. For example, the address information associated with the zone If you instruct users for the destinations served by road N to go straight over point Pl, and users for destinations served by roads E, S, and O to turn the left. It can be seen that the traffic using the intersection will pass through an approach coating area, an exit coating area, and may also pass through one or more intermediate coating areas. There may also be information associated with the output coating areas Nd, Sd, Ed, Od, for example, warning of the dangers that lie ahead. The exit coating areas can be continuous with the approach coating areas for the next joint in each direction. As a user approaches the junction on the road S, a location update identifies the user's equipment as being within the coating area Sa. If the coordinates of the user's destination are within the area served by road O, the user is sent an instruction to turn left at point P2. If the user obeys the instruction, he will enter the coating area Od and in the next location update he will send the relevant information of that coating area (if any). If the coordinates of the user's destination are within the area served by the road N, the user in the covering area Sa is sent an instruction to continue straight over the point P2. If the user obeys this instruction, he will enter the coating area Si.

For a user in the overlay area Yes, if the coordinates of the user's destination are within the area served by the road N, the user is sent an instruction to continue straight over the point Pl. By obeying this instruction, you will enter the Nd coating area and in the next location update you will be sent the relevant information of that coating area (if any). If the coordinates of a user's destination in the coating area If they are in the area served by the roads E, S or O, the user will be sent an instruction to turn left at point Pl. By obeying this instruction, you will enter the Oi coating area. Similar information is associated with the other coating areas. Providing the appropriate instructions », when the user negotiates a succession or :. ? e p-r junctions. decision), the user can be directed to any destination. It should be noted that all users who are going to be directed to the same exit from the union, are given the same instruction, whatever their final destination. Figures 5a and 5b illustrate the reconfiguration of the coating areas to meet the circumstances of change. Initially (Figure 5a), a coating area 31 is defined for approaching a junction between a main road 33 and a side road 30, and a second covering area 32 is defined for that part of the main road 33 beyond the Union. The information associated with the coating area 31 includes the return information to instruct the traffic for the area served by the side road 30 to stop. The information may also be associated with a coating area 32. In Figure 5b, the main road 33 has been blocked at point X. In order to adapt to this, the coating area 32 has been subdivided into two areas of coating 32a, 32b. The information (if any) associated with the coating area 32b is the same as that previously associated with the coating area 32. The traffic in the coating area 32a is given new information, preventing it from being detected. i.a.r.ás adelar. and. The information associated with the coating area 31 is modified, so that all traffic is now instructed to stop on the side road 30. (Indeed, this means that the destination areas associated with the coating area 31 become one. ) Figure 6 shows how the coating areas can be defined for a road system. In this example, there is a coating area 40, 41, 42, 43, 44, 45, 46, 47, 48, 49, corresponding to each side of each section of the road. The appropriate information for each direction of travel in each section, is therefore available to users through the relevant section. Superimposed in this coating is a radiocell system, five cells of which are shown (50, 51, 52, 53, 54). The position of the user, as determined for example by means of a satellite positioning system, determines which coating area is appropriate for the user. The information is transmitted to the service control center through the cellular radio system. Deliveries between cell-based stations occur conventionally at the cell boundaries. These deliveries are, however, not related to the boundaries between the coating areas 40-49. c > Although the described modalities refer to the provision of a route information guide, other information may be provided depending on the location, or rather, such information regarding local facilities, tourist attractions, weather forecasts, information public transport, etc. The term "guide information", as used in this specification, covers any type of information related to this.

Claims (48)

1. A navigation information system for providing information to a mobile dependent user at the mobile user's location, the system is characterized in that it comprises a mobile communication system having a fixed part and one or more mobile units for communicating with the fixed part, each mobile unit including means for transmitting to the fixed part, a request for guidance information regarding a specific destination by the user of the mobile unit, and for receiving such guidance information from the fixed party, and the fixed part including means for determining the location of a mobile unit requesting the guidance information, means for generating the guidance information according to the present location and specific destination of the mobile unit, and means for transmitting the guidance information, thus generated, to the mobile unit, so the information depends on the location and the specific destination of the unit Mobile d can be transmitted to the mobile unit.

2. A system according to claim 1, characterized in that the fixed part includes means for determining the location of the moving part in relation to a geographic covering comprising a plurality of coating areas, and means for transmitting the information associated with an area of coating, which includes the location of the moving part, whereby a moving part within that coating area receives the information associated with that coating area.

3. A system according to claim 2, characterized in that it includes means for storing a digital representation of the geographical overlay, and means for modifying the stored representation, so that the configurations of the overlay areas can be selected to satisfy the change requirements.

4. A system according to claim 2 or 3, characterized in that it includes means for determining when a moving part enters a predetermined coating area, and means for transmitting a message to the moving part in response to the moving part entering the area of default coating.

5. A system according to claim 2, 3 or 4, characterized in that it includes means for determining when a moving part enters a predetermined coating area, and means for transmitting a message, to a user different from that of the moving part, in response to the moving part that enters the • predetermined coating area.

6. A system according to claim 4 or 5, characterized in that it includes means for storing a value associated with the moving part, and means for modifying the stored value in response to the message.

7. A system according to any of the preceding claims, characterized in that it has means for locating the position of the mobile part by radio location.

8. A system according to claim 7, characterized in that the means for positioning the location comprise a satellite navigation system receiver and / or means for identifying the location of the moving part relative to the elements of the fixed part of the system. communication.

. A system according to any of the preceding claims, characterized in that the means for determining the location of the moving part comprises means for interrogating the location identification means that are part of the moving part.

10. A system according to claim 9, characterized in that the fixed part has means for determining the close location of the moving part, and wherein the location identification means of the moving part are arranged to respond to a location request. by the interrogation means, with a non-unique location signal, which, in combination with the nearby location determined by the fixed part, determines a unique location.

11. A system according to any of the preceding claims, characterized in that the moving part has means to locate its position by an estimated point.

12. A system according to any of the preceding claims, characterized in that the fixed part includes means for generating and maintaining the guidance data based on the movement data of the vehicle, derived from the measurements of time and position information of a plurality of the moving parts and / or estimates of future locations of the moving parts based on the guidance information previously transmitted to the moving parts.

13. A system according to any of the preceding claims, characterized in that the fixed part comprises means for transmitting to the moving part an expected scale of movement information, and for receiving from the moving part, movement measurements outside the expected scale, and the mobile part comprises means for measuring the location and time to derive the movement information, means for comparing the movement information with the expected scale, received from a fixed part of the system, and means for automatically reporting the measurements to the fixed system. movement outside the expected scale.

14. A system according to any of the preceding claims, characterized in that the fixed part includes means for storing guide data, means for updating the stored guide data, means for identifying the moving parts to which the updated data are applicable, and means for to transmit such data about the communication system to the moving parts thus identified.

15. A system according to any of the preceding claims, characterized in that the mobile part includes guide instruction means controllable by means of the instructions contained in the transmitted guide information of the fixed part on the communications link, whereby the guidance instructions they can be communicated to the user by means of guidance instruction means.

16. A system according to any of the preceding claims, characterized in that the fixed part has input means operable by a human operator to input the instructions for guidance instruction to the fixed part.

17. A navigation information system for providing information to one or more mobile users depending on their locations, the system is characterized in that it comprises: means for determining the location of a mobile unit requesting guidance information in relation to a specific destination, means to generate the user guidance information of the mobile part according to the present location and the specific destination of the mobile unit, and a communication system to transmit the guidance information thus generated to the mobile unit, so that the information The guidance depends on the present location and the specific destination of the mobile unit that can be transmitted to the mobile unit.

18. A system in accordance with the claim 17, characterized in that it includes means for determining the location of a mobile unit in relation to a geographical covering comprising a plurality of coating areas, and means for transmitting information associated with a coating area, which includes the location of the unit mobile, so that a mobile part within the coating area receives the information associated with that coating area.

19. A system in accordance with the claim 18, characterized in that it includes means for storing a digital representation of the geographical overlay, and means for modifying the stored representation, so that the configurations of the overlay areas can be selected to satisfy the change requirements.

20. A system according to claim 18 or 19, characterized in that it includes means for determining when a mobile unit enters a predetermined coating area, and means for transmitting a message to the mobile unit in response to the mobile unit that enters the default coating.

21. A system according to claims 18, 19 or 20, characterized in that it includes means for determining when a mobile unit enters a predetermined coating area, and means for transmitting a message, to a user different from that of the mobile unit, in response to the mobile unit that enters the predetermined coating area.

22. A system according to claim 20 or 21, characterized in that it includes means for storing a value associated with the mobile unit, and means for modifying the stored value in response to the message.

23. A system according to any of claims 17 to 22, characterized in that the means for determining the location of a mobile unit comprises means for interrogating the location identification means of a mobile cooperation unit to determine its position.

2 . A system according to any of claims 17 to 23, characterized in that the means for locating the position comprise means for identifying the location of the mobile unit with respect to the elements of the fixed part of the communication system.

25. A system according to claim 24, characterized in that the means for locating the position comprises means for determining the close location of the mobile unit, means for receiving a non-unique location signal from the mobile unit, and means for combining the information of the mobile unit. Nearby location with non-unique location information to determine a unique location.

26. A system according to any of claims 17 to 25, characterized in that it includes means for generating and maintaining guide data based on the vehicle movement data, derived from the measurements of time and position information of a plurality of parts. mobile

27. A system according to any of claims 17 to 26, characterized in that it has means for transmitting to the moving part an expected scale of movement information, and for receiving movement measurements outside the expected scale from the moving part.

28. A system according to any of claims 17 to 27, characterized in that it includes means for storing guide data, means for updating the stored guide data, means for identifying the mobile units to which the updated data are applicable, and means for transmit such data about the communication system to the mobile units thus identified.

29. A system according to any of claims 17 to 28, characterized in that it has input means operable by a human operator to input guiding instruction requests.

30. A mobile unit for a navigation information system, characterized in that it comprises means for identifying the current position of the mobile unit, means for transmitting, on a communication link, a guidance request for a specific destination, and guidance instruction means controllable by means of the guidance instruction information received on the communications link, whereby the guidance instructions between the present location and the specific location can be communicated to a user by means of the guidance instruction means.

31. A mobile unit according to claim 30, characterized in that it comprises means for measuring the location of the mobile unit, and the time, for deriving the movement information, means for comparing the movement information with an expected scale received from a fixed part. of the system, and means to automatically report the. fixed system, movement measurements outside the expected scale.

32. A method for providing navigation guidance information to the moving parts of a mobile radio system, the information being dependent on the locations of the mobile units, the method is characterized in that it comprises the steps of: - transmitting, from a mobile unit to the part fixes a request for the navigation guidance to a specific destination; - determine the location of the mobile unit; generate guidance information based on the location information, the requested destination, and the navigation data stored in the fixed part; and - transmitting the guidance information of the fixed part to the mobile unit; whereby the guidance information relevant to the present location and the specific destination of the mobile unit is transmitted to the mobile unit.

33. A method in accordance with the claim 32, characterized in that the location of the mobile unit is determined in relation to a geographic covering comprising a plurality of coating areas, generating information associated with a coating area, which includes the location of the moving part, and transmitting the information associated with the relevant coating area towards the moving part, whereby a moving part within said coating area receives associated information with respect to that coating area.

34. A method in accordance with the claim 33, characterized in that it includes the step of storing a digital representation of the geographic overlay, and modifying the stored representation, so that the configurations of the overlay areas can be selected to satisfy the change requirements.

35. A method according to claim 33 or 34, characterized in that it comprises the additional steps of determining when a mobile unit enters a predetermined coating area, and transmitting a message to the mobile unit in response to the mobile unit entering the mobile area. default coating.

36. A method according to claim 33, 34 or 35, characterized in that it includes the additional steps of determining when a mobile unit enters a predetermined coating area, and transmitting a message to a user different from that of the mobile unit in response to the mobile unit that enters the predetermined coating area.

37. A method according to claim 35 or 36, characterized in that it includes the additional step of modifying a stored value associated with the mobile unit in response to the message.

38. A method according to any of claims 32 to 37, characterized in that the position of the mobile unit is identified by a radio location method.

39. A method according to claim 38, characterized in that the position of the mobile unit is determined by means of a satellite navigation system and / or by identifying the location of the mobile part with respect to the elements of the fixed part of the mobile system. communications.

40. A method according to any of claims 32 to 39, characterized in that the fixed unit interrogates the mobile unit to identify its location.

41. A method according to claim 40, characterized in that the fixed part determines the close location of the moving part, and wherein the moving part responds to a request for location of the interrogation means with a non-unique location signal which, in combination with the nearby location determined by the fixed part, it determines a unique location.

42. A method according to any of claims 32 to 41, characterized in that the mobile unit identifies its position by an estimated point.

43. A method according to any of claims 32 to 42, characterized in that it includes the steps of generating and maintaining the data based on the data of the vehicle movement, derived from the measurements of time and position information of a plurality of moving parts and / or estimates of future locations of the moving parts based on the guidance information previously transmitted to the moving parts.

44. A method according to any of claims 32 to 43, characterized in that the fixed part transmits to the moving part an expected scale of movement information, and the mobile part measures the location and time to derive the movement information, compares the movement information with the expected scale received from the fixed part of the system, and reports to the fixed system the movement measurements outside the expected scale.

45. A method according to any of claims 32 to 44, characterized in that it includes the additional steps of updating the stored data, identifying the mobile units to which the updated data are applicable and transmitting such data on the communication system to the moving parts applicable.

46. A method according to any of claims 32 to 45, characterized in that the guidance information transmitted to the mobile unit controls the guidance instruction means that are part of the mobile unit, whereby the guidance instructions can be communicated to the mobile unit. user of the mobile unit.

47. An apparatus substantially as described, with reference to the accompanying drawings.

48. A method substantially as described, with reference to the accompanying drawings.