WO2002018877A1

WO2002018877A1 - Method and device for planning itineraries/routes for road users

Info

Publication number: WO2002018877A1
Application number: PCT/DE2001/003110
Authority: WO
Inventors: Siegfried Bär; Mark Beckmann; Hyung-Nam Choi; Thomas Gottschalk; Martin Hans; Frank Kowalewski; Josef Laumen; Gunnar Schmidt
Original assignee: Siemens Aktiengesellschaft
Priority date: 2000-08-28
Filing date: 2001-08-14
Publication date: 2002-03-07
Also published as: AU2001291599A1; DE10042232A1

Abstract

According to the invention, at least one network capacity utilization criterion (SI1) of an existing radio communications system (FK) is enlisted for planning routes of road users.

Description

(81) Destination countries (national): AU, CA, CN, JP, US. Inventor's Declaration (Rule 4 17 subparagraph iv) for US only

(84) Destination states (regional): European patent (AT, published: BE, CH, CY, DE, DK, ES, FI, FR, GB, GR, IE, IT, LU, MC, - with international search report NL, PT , SE, TR). - before the deadline for changes in claims expires, publication will be repeated if changes

Declarations according to rule 4.17: arrive

- With regard to the applicant's right to apply for and receive a patent (Rule 4 17 Number ιι) for the following explanation of the two-letter codes and the other applicable destination states AU, CA, CN, JP, European abbreviations are used on the explanations ("Guidance Notes on Patent (AT, BE, CH, CY, DE, DK, ES, FI, FR, GB, GR, IE, Codes and Abbreviations ") at the beginning of every regular edition IT, TU, MC, NT, PT, SE, TR) of the PCT Gazette

description

Method and device for route / route planning for road users

The invention relates to a method for route / route planning for road users with the aid of at least one navigation terminal.

The term "telematics" is understood in the broadest sense to mean all areas of application in which information and communication technologies are used in combination. In particular, the field of traffic telematics deals with the intelligent use of these technologies to expand public road traffic and to reduce traffic Traffic telematics systems in the form of navigation systems - so-called "travel pilots" - are preferably used in the respective car or motor vehicle. These "electronic pilots" ensure, in particular, that the respective desired destination for the respective driver Such a road user navigation system for a car generally has a computer, wheel sensors for measuring the respective distance traveled, a database with road maps (for example in the form of a CD-ROM) and so on ie a GPS satellite receiver (Global Positioning System) for the localization / location of the respective vehicle. The operation of such a navigation system is currently preferably based on the following principle: the respective destination is entered before the start of the journey. The distance then traveled by the vehicle is measured with the sensors, for example on the front wheels of the respective vehicle, and reported to the computer of the navigation system. The road map on the CD-ROM is used to calculate the route using the current position of the vehicle determined by GPS and to guide the driver to the destination.

2

During the journey, the respective position of the vehicle can be read from the display of the navigation system and / or the route guidance from the starting point to the destination can be made known by means of a corresponding voice and / or character / image output. With a navigation system of this type, the route is therefore selected only on the basis of predetermined street or map data.

The invention is based on the object of demonstrating a way in which route planning can be carried out better with regard to changing traffic conditions. This object is achieved in a method of the type mentioned in the introduction in that at least one network utilization criterion of an existing radio communication system is additionally provided and used for route planning.

The fact that at least one network utilization criterion of an already existing, i.e. available or installed radio communication system and used for route planning or route determination, dynamic route guidance or route selection is made possible. The route from the respective starting point to the desired destination can be determined in an improved manner depending on the respective level of radio network utilization. This is because, for example, radio cells with insufficient network capacity (= too high capacity utilization) can be avoided when planning the route, so that an alternative route can be provided.

The invention further relates to a device for route planning / route planning for road users with the aid of at least one navigation terminal, which is characterized in that at least one additional coupling unit is assigned to the respective navigation terminal, with the aid of which at least one network utilization criterion is additionally used an existing radio communication system can be used for route planning. Other developments of the invention are given in the subclaims.

The invention and its developments are explained in more detail below with reference to drawings.

Show it:

1 shows a schematic illustration of a navigation

Terminal for carrying out the method according to the invention,

FIG. 2 shows a schematic representation of the signaling for an additional network utilization criterion of an existing radio communication system for the respective navigation terminal in order to be able to include this additional network utilization criterion in the route planning to be carried out there,

3 shows a schematic representation of a radio communication system, in particular a mobile radio system, for route selection according to the invention, for example with the aid of a navigation terminal according to FIG. 1,

4 shows a schematic representation of a mobile radio device, in particular a mobile phone, that can be coupled to the navigation terminal of FIG. 1, or in which the method according to the invention for route / route planning can be carried out independently thereof, and

FIG. 5 shows a schematic representation of the time frame structure of the air interface for data / message signal transmission of the radio communication

4 cation systems according to FIG. 3, with the aid of which at least one network utilization criterion can additionally be transmitted to the respective navigation terminal.

Elements with the same function and mode of operation are provided with the same reference numerals in FIGS. 1 and 5.

FIG. 1 schematically shows a perspective view of a first exemplary embodiment of a navigation terminal for route / route planning according to the invention. This navigation terminal TP is preferably designed as a so-called “travel pilot” for installation in motor vehicles or automobiles. It expediently has a memory / computing unit ST which provides a database with corresponding land or road map data for route planning A reading device CC for CD-ROMs, corresponding chip cards or other storage media is provided for the storage unit ST For the sake of simplicity in the drawing, this reading device CC is only indicated in FIG. 1 as an approximately rectangular slot in the storage unit ST viewed in cross section the respective storage medium is preferably freely accessible from the operator's front in order to be able to simply insert and remove the respective storage medium in the reading device of the storage unit ST The possibility of changing the storage medium largely ensures that f Updated maps or road map data can always be provided for route planning.

The navigation terminal TP of FIG. 1 has a component GPT as a further component, with the aid of which it is possible to determine the position of the current location of the navigation terminal TP on the earth's surface. A GPS satellite receiver (Global Positioning) is expediently used as such a positioning device in the navigation terminal TP from FIG. 5 tioning system). With this, the current local position of the navigation terminal TP can be determined in a known manner according to the GPS measurement principle. The location coordinates currently determined with the aid of the GPS satellite receiver GPT are transmitted via at least one corresponding data line (which has been omitted in FIG. 1 for the sake of simplicity in the drawing) to an evaluation / computing unit CPU for further evaluation.

The evaluation and calculation of the respective route is carried out with the help of this evaluation / computing unit CPU, which is in operative connection with the storage unit ST and the GPS component GPT.

In addition or independently of this, the computing / storage unit ST is expediently used as a further measured variable to cover the distance traveled by the vehicle on its route from the specified starting point, e.g. AO to the desired destination such as ZO also provided for evaluation. The distance traveled by the vehicle can preferably be measured using sensors e.g. measured on the front wheels of the vehicle and reported to the memory unit ST and / or the computing / evaluation unit CPU via at least one corresponding data line. For the sake of simplicity in FIG. 1, such a displacement sensor SE is indicated by a cuboid shown in dash-dot lines, which supplies a measured variable DD for the distance traveled to the computing / storage unit ST via a data line DL1.

With the help of an input unit ET, the starting point and destination can be entered by the operator and communicated to the computing / evaluation unit CPU. This then calculates a route which is favorable in terms of time and / or distance on the basis of the determined current location, the given road or map data and the distance traveled 6 between the starting point and the destination. The route is visualized to the user by means of a display DP, in particular a liquid crystal display. The current, that is to say the current, location of the vehicle can expediently be marked by a special symbol, for example a filled point PO. It is particularly advantageous to emphasize the current position of the vehicle by means of a flashing sign. The route to be taken in each case is expediently indicated to the user by an arrow WW, so that the user is continuously informed as to which road to follow. In addition or independently of this visual directional display, the respective route to be taken can also be communicated to the respective user by means of a corresponding voice output, if necessary.

It may be expedient if necessary to additionally display the starting location STO, the desired destination ZIO, the total distance DIT between the respective starting location and the desired destination, and the distance DDI covered in the display DP. In FIG. 1, this additional information is shown to the driver by way of example in the upper left corner in a specially provided display field IF within the approximately rectangular display DP.

The display DP of the navigation terminal TP from FIG. 1 also shows, by way of example, the route A4 from a starting point AO to a desired destination ZO on a road map or map.

In order to be able to largely take current and resulting changes in traffic conditions into account when choosing a route, such as sudden, excessive traffic, traffic jams, diversions, etc., at least one network utilization criterion of an existing radio communication system is additionally provided and used for route planning. Such a radio communication ro d 1 1 1 1 rH rH 1 1 d 1 1

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8 tion for the data / message transmission to any existing landline. The radio communication system FK of Figure 3 is preferably designed according to the UMTS standard. In this case, data / message signals are transmitted via at least one predefined air interface between at least one subscriber device, in particular a mobile radio device, and at least one base station, preferably using a time-division multiple access transmission method, e.g. transmitted using a combined TDMA-CDMA multiple access transmission method. (TDMA = Time division multiple access, CDMA = Code division multiple access).

FIG. 3 also shows the route A4 between the starting point AO and the desired destination ZO, as it is determined by the navigation terminal according to a conventional determination method, i.e. would only be determined and proposed solely on the basis of the location by means of GPS, the measured path length as well as the road map data (also compare the display DP on the navigation terminal TP from FIG. 1). Here, in the exemplary embodiment, the recommended route A4 runs from the starting location AO to the desired destination ZO through a total of three different radio cells, namely in the order CE2, CE1, CE3. Before the start of the journey and / or during the journey, at least one network utilization criterion is now at least one of the radio cells to be traversed along the first proposed route, such as A4, used to improve the route selection or route selection. For this purpose, at least one of the plurality of radio cell areas to be traversed is determined along the first

Route A4 carried out at least one status query as to how many subscriber devices, in particular mobile radio devices, are in the respective radio cell. The number of subscriber devices in that radio cell is preferably used as the network utilization criterion, that of the radio cells CE1 with CE3 through which the planned route A4 1 4-1 d 1 1

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10 sisstation BS1 in its respective stay radio cell, e.g. CE1 and forwards this network utilization criterion to the evaluation / computing unit CPU of the navigation terminal TP for evaluation and route planning via a data line, which is not shown in FIG. 1 for the sake of simplicity.

If necessary, it may also be expedient to use the GSMTl transceiver for the radio connection in the send and receive direction to the radio communication network in the respective navigation terminal, e.g. Omit TP of Figure 1 and instead only a coupling device such as to provide in the form of a plug socket SB for a mobile radio device, in particular a mobile phone, of the radio communication network. A mobile radio device can thus be coupled to the navigation terminal device for data exchange via this coupling device. In FIG. 1, this coupling of a mobile radio device to the navigation terminal TP is indicated by dash-dotted lines via its connector strip SB. It may also be advantageous to carry out a wireless coupling of the respective mobile radio device to the respective navigation terminal via a radio or infrared interface instead of a mechanical coupling with the aid of a plug and / or a cable. In this way, the respective navigation terminal can be supplied with information about the network utilization or radio network capacity in at least one of the radio cells to be traversed along the determined route, so that both before the start of the journey and in particular during the journey with current time and / or local changes to the traffic situation, corrections to the route can be made.

If, for example, the traffic density on vehicles in one of the radio cells such as CE3 (see FIG. 3) increases during the journey from the starting point AO to the destination ZO, a corresponding alternative route, such as A4 *, from the computing / evaluation unit CPU of the navigation device can can be determined and be shown to the user on the display TP visually or in some other way, for example by voice output. In the Such an alternative route A4 * is currently proposed to the vehicle at the location position PO on its route A4 through the radio cell CE1 because a traffic jam STA has suddenly occurred along the originally determined route section in the radio cell CE3 still lying ahead of it. Thus, while there was still no traffic jam STA in the radio cell CE3 at the start of the journey AO, the traffic situation on the route section to be traveled through on the route section of the originally selected route route changed during the route section through the radio cell CE1. The navigation terminal responded to this by receiving and evaluating the at least one additional network utilization criterion. This network utilization criterion SI1 is expediently transmitted from the base station BS1 in the radio cell CE1 of the navigation terminal TP to its radio reception unit in which the vehicle with the navigation terminal TP is currently located. In FIG. 3, the avoidance route A4 * which bypasses the traffic jam STA is shown in dash-dot lines. Starting from the radio cell CE1, it also leads to the destination ZO via the radio cell CE2 and the radio cell CE3. The alternative route A4 * is expediently chosen such that the total length of the route between the starting point AO and the destination ZO remains essentially the same. The avoidance route A4 * is preferably determined on the basis of the road map data in such a way that the traffic jam STA can be avoided with all possible route variants with the shortest possible additional path length.

In order to be able to take continuous changes in the traffic situation on the route ahead for dynamic route guidance by the navigation terminal during the course of the journey, one or more network utilization criteria are expediently continuously transmitted to the via the air interface of the base station in the current stay radio cell during the journey respective navigation device such as TP transmitted. Figure 2 illustrates this signaling of the additional network utilization 12 criterion SI1 of the base station BSl to the radio paging unit GSMTl of the navigation terminal TP at the position PO in the radio cell CEl of FIG. 3. At the same time, the navigation terminal TP shares the base station BSl via the air interface by means of a transmission / reception unit GSMTl by means of a distinction criterion SI2 that it is a navigation terminal and not another mobile radio device.

The base station in the current location radio cell of the vehicle preferably sends corresponding information about the network capacity to the navigation terminal at regular intervals in order to enable continuous route planning. In contrast, it is sufficient for the navigation terminal of the base station to send the distinction criterion only once in the respective radio cell, whether it is a road user or another radio system user.

If necessary, it can also be sufficient

Omit type distinguishing feature such as SI2 for the identification of navigation terminals and only use the entirety of all subscriber devices in the respective radio cell when checking the radio network utilization. A distinction between two groups of subscriber devices, namely navigation terminals in vehicles and the other mobile radio devices in the radio network, is therefore not made in this exemplary embodiment. Even then, dynamic route planning or route selection can be improved compared to previous route navigation, which does not include a network utilization criterion. In particular, on trunk roads, in particular motorways, which lead through sparsely populated areas, a sufficiently precise connection between the radio network utilization in the radio cells along the planned route and the possibly too strong increase in road traffic density can be made. Because on such cross-country trips the number of radio 13 network-registered subscriber devices in the respective radio cell on the planned route largely with the number of vehicles in this radio cell. In such rural areas, most of the radio subscriber devices are usually assigned to the vehicles, while the number of other mobile radio devices is largely negligible.

The respective network utilization criterion such as SI1 in FIG. 2 is expediently distributed from the base station to the navigation terminals in the respective stay radio cell via a so-called broadcast channel BCH. In general, the broadcast channel BCH - especially in UMTS - is used to transmit so-called cell-specific information. The broadcast channel is designed as a so-called common channel, which is constantly heard by all mobile radio devices located in the respective radio cell. In particular, the broadcast channel is used to transmit so-called cell-specific information, such as user identifications, cell IDs, etc. In an extension of its function, at least one additional network utilization criterion can now advantageously be transmitted to the respective navigation terminal device in addition to the cell-specific information , With the help of this additional information, the respective navigation terminal can react dynamically to traffic conditions that may change in time and / or location and propose an adapted route guidance even while driving. For the transmission of this additional information, it is advantageously sufficient that the transmitter / receiver unit of the respective navigation terminal is only in the so-called idle mode. Since the transmitting / receiving unit, such as GSMT1 from FIG. 1, corresponds to the respective navigation terminal of the transmitting / receiving unit of a mobile radio device, in particular a cell phone, of the radio communication network, this means that in idle mode there is no active communication connection for the transmission of message signals to the base station in the Residence radio cell exists. Generally considered 14 namely there are a mobile radio device in several modes. One of them is known as idle mode. In this, the mobile device is switched on, but there is no active connection to the base station. This is the case, for example, when the user of the mobile radio device is waiting for a call. Via at least one, in particular several, so-called common channels, data can be exchanged between the mobile radio device and the base station of the stay radio cell without an active connection having to exist. These common channels are used to establish an active connection. The so-called forward access channel (FACH) exists in the downlink direction (ie from the base station to the respective mobile radio device). All activated mobile devices receive this and try to find information that is specifically addressed to them. All other information is usually ignored. The base station of the respective stay radio cell can thus transmit data to a particular activated mobile radio device in its supply radio cell to which there is no active connection. This is used, for example, to notify a particular mobile device that there is an incoming call. Conversely, the so-called random access channel (R CH) exists as a common channel in the upward direction (uplink = from the respective mobile radio device to the assigned base station in the stay radio cell) so that the respective mobile radio device transmits data to the base station of its current stay Radio cell can transmit if there is no active connection. In this way, the mobile radio device can, among other things, notify the base station in its stay radio cell that the user wants to call someone. These two channels RÄCH, FACH are standardized in particular in GSM (global system for communication) and UMTS (universal mobile telecommunications system).

In particular, the number of radio channels used by one or more base stations in those radio cells along the planned ones can be used as the network utilization criterion 1 1 1 d 1 1

1 SH: rd 1, d d

-rl φ SH 1 -H o -r | -H 1

Φ Φ 1 4-1 in 4-> TJ 1 φ 4-1 TJ Φ 1 d 1 Φ 4-1 iH A> SH d 1 CQ

A> 4H Di Φ -H 4-> Di Φ CQ fd in SH ri rd Φ: TJ Di Φ 4H SH in φ co dd Φ Φ bi rl • rl d -H rH 4-> Φ O: rd CQ 4-1 iH φ 4-> A d CQ p O -ri fd

-H Φ rd in rH rl A & Φ d J 4-1 rd CO TJ d 1 d a r-H -H CQ: rd g t l X Φ rH

Φ ri Φ φ Φ u 0 X CQ rd rd rd PAP ^• H CQ rl p -H

• Φ

TJ r-i d d A Di g CQ d -rl rl o -. -H Φ d AS Φ rH N rd SH rd -rl Φ Φ TJ φ -H o Φ φ Φ O 4-> A SH d -H 4-> φ -rl d CQ N Φ X TJ a AN • OAP rl 4 -1 -HAP ω rl N 4-1 rH to Φ Φ Φ Φ rd AA - rd d 4-1 d SH Φ cd d 4 O Φ φ P TJ A = P

^Q Xi X d: rd φ φ d A CQ 4-1 = P υ Φ PQ Φ 4 P Φ Φ Di rd to Λ • 4-1 OON.

H rd d fd dd 4H rH: Φ Φ to co CQ rt ^• H Pn TJ rH d rH • rl - SH 4-1 -H SH CQ SH 4-1 d UN d rH rd -H -H -rl CQ CQ Φ Φ rl O in: rd SH Φ rd rl Φ oil rl A co p φ Φ

Pn Φ • H -rl 4-> Di D) φ

£ a X Φ Φ Φ A d <λ ° d Φ rH ε d O> Φ: U (Ö T d T

Φ X ri EH N Φ Φ to: rd -H d Φ U φ fd T -t -H φ> • rt CO -rH TJ X SH d oil dd: rd d oil s rd rl g -} -H rl CQ 4 -1 o X Φ XT Φ rH D) Φ co d Φ

Φ Φ P O d 4-1 Φ A in CQ Φ p: rd Φ φ rl N CΛ X D) N rd SH φ d rl d r-t P £

-H Di SH Pn -rl rd -rl SH rd Φ Di -H g A φ 4-1 d d X g O r-l • H O P to D) rd Cn

TJ -H φ 4-1 X ε O Di SH TJ rl, _ TJ OA d TJ d fd d £ ri Φ> 4-1 d -rl 4-1 d J d rd X 4-> -rl Φ d φ ud = P dd Pn rl d Φ Φ CO: Q-3 4-1 d Φ J φ Φ 4J d rl Φ: rd Q-3 J PQ 4-1 φ fd φ Φ d 4-1 Cn -rl d tsl CQ φ rd: rd SH φ TJ

T1 Oil 4-1 to d A SH iH: rd 1 -rl 4-1 -rl φ A d d TJ Φ X CQ r-i rH Φ g A d rH

-H rl d tsl CQ Cn φ Φ Φ g d CQ rt tsl CQ TJ -i in φ φ d 4-1 d rd rH to d __? : P Φ φ φ fd 4-1 -H Λ A D) __? o d i d: rd r- rl φ D) 4-J d J Φ P -rl υ 4H TJ

TJ -i P to d SH O o> O CO A tsl 4-> d Φ rd -. 4-1 -rt -rl Cn N rd φ • Φ ε φ

Φ 4-1 P rd Φ Φ Φ φ -rH Di υ A rd TJ d A d φ rd rl - J N 4-> d d Dl

SH d d Φ CQ M> Φ g r-i 4-> d P d ü X Φ N -rl A J d 4-1 4-1 SH N φ o

Φ o φ A rd to co N fd rd d cd Φ -rl X r-t A 4-1 φ τ3 4-1 u φ d P φ: rd Φ r-t> 4-1

TJ • rl SH A d Φ φ d D ⁾ 4-1 Di dd A ü d O Φ CQ d Φ Cn £ SH -H o rH: rd d 4-1 dd Φ N o -rl dd D) - l co co -H d rd CQ do rl • HA Φ rl CO φ rl SH

⁽ ti Φ o TJ 4-1 -rl TJ rt d • rl> rd φ d A Pn N -H Φ φ φ d φ φ φ ^ H d bi φ rH tsl φ Φ rH S 4->H> Φ P 4 -1 -H rd to fd ri Φ ü ^ φ 10 rH -r-ι d rd TJ Φ Λi CQ S CQ d TI O ds & A Di Φ A Di Φ φ TJ d rd X TJ Di tsl φ d rH = d The d co 4-1 d φ do TJ

A CQ Φ rH Φ Λ EH ddddd φ A TJ N rH d ^• H Φ rt PQ Oil co P d

CQ -rl tsl A d A -H -H oo Φ rd rd Φ ^ H φ Φ ü d Φ Φ PA -H Φ 1 Φ Pn SH CQ d OX rd -H d £ 5 Φ to ^• H • rl NX TJ SH rd -H CQ CQ o D) N rH 4-J rd 4-J to φ Φ 1

H rd d N Φ P Dl 4-J T 4-1 rd A TJ -rl -H CQ -rl X: rd CQ TJ 4-1 d rH 4-J Φ TJ co

PQ d s J -H g • -H -. rd Φ A g £ H φ rH φ H d d rd d -H O H CQ SH d

• Pn SH Tj g TH 4-1 gd £ up N rH CQ £ rd A • rl d td -i N -H ε -H Φ -r | Φ d O d -H od -rl A SH rd -H -H Φ D) cn X CQ φ Cn X cn ^• H SH 4-1 N TJ o -H

Φ Φ d φ £ rt i4 -H Φ ü O to H rl ε 4-> d Di -rt d 5 X P TJ d φ cd X 4-1 d> A

A TJ Φ 4-1 CQ -H 4H O rH TJ φ Φ CO -H d CO • H φ SH d td d φ A bi d: rd fd φ rH Q-3 Φ 4H d φ Φ d O fd d 4- 1 TJ 4-1 TJ N> 1 • - (-> Φ P rH H oil: P -H d ü -. Di

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A rd ~ φ 4-1 d d SH cd CO A d co Dl TJ d

Φ X> • rl co ä 4H Φ d ffi Φ 4->> d - dP TJ Φ rd d -rl fd £ -H rd TJ Φ Φ CQ Φ CQ

AX TJ φ 4-> TJ fd Tj CQ 4-1 P d A SH AX -H Φ A Cn d bi -rl d Φ -n rd d φ A SH CQ rt 4-1 CQ SH 4-1 CQ 4-1 Φ u Φ O ri -t φ Φ P -H TJ fd 4-1 Φ TJ

Φ d -rl φ to to A 4-1 -H to Φ Φ 4-1 A CQ r-i co TJ in i d D) Φ d H A Öl d SH rH p -rl

4-1 Pn TJ X d r-H -H -rl £ d TJ £ -H r-i fd A -H rd 0 • H 4-1 -rl Φ ü cd bi -H Oil d O TJ d

P ü H rd Φ CO d d Φ r-i: rd H -rl CQ N -H 4-> d 4-> rH d 4H φ d -H ff! rd ϊ - od - Φ d rl o Φ 4-1 AO to rd φ rt d 4-1: rd o A CQ o -rl Di P & P Φ r- SH φ 4-> SH • Φ o Φ co SH A SH u PAA rd rd fd g in O 4-1 cn φ d rd φ φ

90 d

Φ CQ • rd l 90 4-> 4-J Φ 4-> + JN> A Φ UP -r rH 4-1 X 4 -rl ε Φ d ^■ 1-1 A Φ 4-1 TJ Φ -H SH NJ o to d. co Φ -H 4-> TJ tsl N CQ _^ fd CQ υ rl -. Φ φ CQ 4-1 J rd Di o Di 5 A 4-1 d D) -H Φ φ dd Φ rl SH 4H rl 4-1 1 4-> i ε CQ Φ A dd φ cn SH ε 4H -i Φ do rd d Φ Φ Φ rl -H Φ Φ -H a Φ d -H Φ d A cn φ -rl -rl ^• ä rd Φ Φ • rl -H rd -H φ ε ri -H φ d

O Pn d £! S CD TJ 4-> 4-1 TJ CQ d P Ϊ3 O a ^• H ε X CQ CO Cn 4H A φ TJ rH & TJ P <Di Di 4-1

16 soft routes such as A4 * from FIG. 3 is therefore expediently chosen as far as possible in such a way that it radio cells with radio network loads such as e.g. CE3 bypasses.

An optimal route selection can in particular be carried out in such a way that the total sum of the radio channels used by the base stations is formed in the radio cells to be traversed along different route variants. The route that is assigned the largest number of radio channels used is deleted by the navigation terminal as the recommended route and instead a route through radio cell areas is proposed in which there is a smaller total of used radio channels.

Furthermore, it can be expedient to use the number of radio channels used by the base station of the radio cell that has the largest number of radio channels used by the radio cells along the planned route as the network utilization criterion. This radio cell is then removed from the route planning and a corresponding alternative route is chosen around this radio cell with excessive radio utilization by neighboring radio cells.

Corresponding to the number of radio channels used by the base station, the number of subscriber devices can be used in a corresponding manner as a network utilization criterion in the radio cells to be traversed along the planned route.

Furthermore, it may be expedient to design a mobile radio device, in particular a mobile phone, as a navigation terminal with the functions explained above. Such a mobile radio device CP is shown schematically in FIG. 4. A dynamic route guidance adapted to the traffic conditions can then be indicated on its display DP * in accordance with the principles specified above. The route / route planning can be as 17 menu item in the service of the mobile radio device CP and can be selected using the keyboard ET.

As a further variant, the data exchange in the idle mode of the respective navigation terminal or mobile radio device can also be carried out in such a way that an active connection (via so-called dedicated channels) is set up for this purpose.

The radio communication system FK preferably works according to the so-called GSM (global system for communication) or according to the UMTS standard (Universal mobile telecommunications system). In UMTS mode, message signals are transmitted via at least one air interface between the respective subscriber device, in particular a mobile radio device, and at least one base station of at least one radio cell of the communication system, in particular using a combined TDMA / CDMA multiple access transmission method. In order to be able to carry out a subscriber separation, to put it simply, in radio transmission over the air interface of the respective subscriber device to the assigned base station (and vice versa), the message signals are divided into a plurality of successive time slots of a predefinable time period with a predefinable time frame structure. Several subscribers who communicate in time in the same radio cell with the base station there are, in combination with the time division multiplex division, expediently separated from one another in terms of their messages by orthogonal codes, in particular according to the CDMA principle (code division multiple access).

/ Data connections separated. In the GMS system, the message signals are exchanged using a TDMA / FDMA multiple access method.

FIG. 5 shows an example of such a time frame TF5, which shows a plurality of individual successive time slots SL11 with SL25 each 1 g 1 SH d N in cd 1 1 1 p N φ -H Φ 1 O 4-1 Di 1 1 1 d 1 dd SH φ o 4-1 CO d 1 -rl Φ TJ d • rl 1> -rl d 1 1: dt • H d

^ Φ A m Φ SH Φ 4H -rl _^ ~~ ^• ä H ^• H Φ X TJ tsl P Φ dd Pn CQ r- d rl to 1 rd> Φ gu ε d 4-1 φ co 4-1 rH Φ • d A \ ri P

-H d> 1 CM Xi Φ Di φ D) Φ 4-1 PQ fd A

-rl rj Di d • «. A 4-1 d rd .0 A & 1 -H u TJ rd -rl d CQ EH U -H rd CQ d Di: rd £ ü

SH A Di Cn rd φ J -i iH Φ -rl -H 1 φ φ d P -H P> d • 4-1 4-J rl in -rl φ Φ CQ ff! o 4-1 U -rl 4-1 d rl CO Di A co rH 4H Φ p ε rH D)> P PQ -H CO SH rl O Φ Di A Φ ω • H rd Cn -rl d φ a 4-1 -H φ Φ rl CO § A Di d P -rl • rH -rl • Φ d Φ O> TJ Φ T d

Q Φ £ φ O bi P A Φ 4J X -rl Φ Φ o Φ Φ A TJ 4-> H 4-1 tsl N Φ A> φ d φ

H co rl IM> OJ Φ ε d P -rl Di d P d • TJ 4-1 d CO rd g: P TJ A CQ φ CQ u Φ CQ 4-J -H φ Φ d 1: rd φ rH A d rl Φ d X Φ dr {• rl 1 SH ri co α. Φ Φ T co in d CQ 4-1 TJ> • d d rl A TJ • H Φ o TJ Φ • • ri • rl -H rd Φ A -rl in cn O rH φ

A TJ φ Pn CQ o Φ d 1 d -H Φ EH υ d Φ TJ co P CQ d ^< > Φ -H £ Φ d Φ Φ TJ υ d TJ EH Φ -HA II -rl X -rl -U 4- 1 -rl P EH Φ CJ 4-> • d 4-1 TJ TJ TJ o Di N rH • ri • H d CQ - Φ d φ d A Φ H -. φ A ^^ Φ N 4-1 CQ -H g -rl d A co o Φ φ CQ -H -rl m -H CQ ou Dl TJ 1 Φ d ri d Di g: ιd d Φ rl - p ε 4- JN d co co A 4-J TJ d φ> Pn d N rH A -rl -H Φ X Φ rd dd Φ o φ CO: 4-> -rl Φ rd d fd cn d Φ -rl EH Φ 4-1 p 4-J SH is -rl d Φ 4H d td Φ A • rl A φ 4-> 4H rH

• d Di D) Pn TJ

TJ -H CQ in TJ N -H | g rH -rl A d A -rl • ri D) d rl u £ A Di CQ CQ rH φ -rl -H -H 1

4-1 d _cj d • 4-1 rH o r-i Φ U • H O P A φ -rl φ A CQ d TJ Φ Φ N Φ 4-> Φ> H CQ P

CQ φ o TJ rd 4-1 φ CQ -rl A P Φ A rd Φ CQ 1 Φ CO Di rd • rl g d d TJ d d 4-1 -rl rd -H 4-1 CQ

-H 4H φ d X ε • rH ü 4-1 td £ SH a S D) d o 4H d Cn CQ d -rl rd CQ iH d £ Φ r-i

Φ d -H P 4-1 d -H N A to CQ TJ Φ Φ P P φ CQ rl A -rl 1 -H φ Di Φ A -H rd -.

£ rd P -H rl 4-> ü 4-> φ Φ Φ d 4-1 • tsl 4-1 φ u iH CQ to ε oil CO Φ Φ A 4-J

4H rH Di φ 4-1 Φ cn -rl TJ Dl A -H -H d rl rt A SH> Φ φ Φ d CQ SH A Di d Di "n 4-> φ d 4-1 • d CO co 11 - H 4-> φ o 4-1 ü Tj Φ d φ A d ü Φ 1 4-1 4-> TJ O TJ d Φ rd d Φ • rl d TJ rd rl rd 1 -H IST -H -HT φ Φ • ri A £ ?! X -rl -H ^ H Φ TJ d TJ -t rl Φ do φ 4H CQ 4-1 P Φ 1 Φ CO TJ rl d A o ^ dgd SH Φ 4-1 -H 4-1 O 10 4-1 d -rt φ 4-1 φ

4H TJ

Ξ Φ P s φ OP Φ tsl SH X rl rl φ o Di rl rl AP d A rH rd £ CQ g CQ: rd Φ J d co d TJ rH EH g φ d Φ d -HA> d φ d υ -H o 4H cn rH Di Φ Φ p fd 4-1 &

, ! φ rd CO cd m TJ -rl A φ -ϊ: dd> P rd Φ Di Φ -H -. TJ CQ -rl rH CQ Φ d Di rd A dg rl in -i φ rH rH Di ddo £ A ε rl d 4->> dd -H rl OA ^• ri O d

TJ -rl rd d ^ J Pn -n a • o φ A d d φ Φ rd Φ φ d CQ rd Φ -rl φ φ d rd> Φ CQ

4-1 TJ φ 4-> Φ rl 1 co P £ A J ü d Φ -P iH Φ TJ TJ TJ 4-1 4-1 £ d

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CO φ cd X Φ d EH td -H TJ 1 Dl φ -H Φ Φ Φ o d H d Di A Φ A Φ I r-H d -H

> d 4-1 CO rd 4-1 A 4-1 φ P -H 5 Φ rl £ N TJ rd -H CQ A -H 4-1 co £ d Φ Φ TJ d -rl Di d co -H 4- J dgd -HP TJ P d AX SH d φ du rH dd Di d rd 4-1 φ CO d C4 Φ co -H rd -H Φ Φ ^■ 5 EH Φ CO -H ü Φ d Φ d rd CQ -HN Di Lfl d φ φ OO ε d

4-1 CQ d φ £ 1 PQ cn Φ Di -H 1 r-t Φ rd -rl d £ φ o N 4-J Φ • ri d Di Di Φ 4-J

A £ TJ Pn CQ> 4-1 4H & d Cn 4-1 • H -rl rH 4-1 ε rd d Φ Di -rl -rl CQ co φ A d> CO co fd N rd φ P bi • bi fd d rl φ EH Di ü 4-> - • ri Φ d Φ Φ d CQ ri 04 ^• • fd • r | co

4-> X d _^ - co PD) Φ g S d rl D) d 4H dd φ _* -. £ P "π Di d oil rd • ri: rd dd Φ 4

CQ P 4-1 Xi • N P d d fd CO rd p d P H Φ P Φ Φ CQ cd -H -H r-i Φ ε rd A TJ: rd d CO rl 4-1 Φ • rl. ^ φ Di P o TJ rd A rH to CO d Φ to SH Pn to rH A ü o Φ co φ O ε g in 4-J rl Pn ε rd 4H HHD) Φ -H -rl rd 4-1 ro d Φ Φ A od φ

X -H A H 4-1> -rl rj φ CM SH -rl • rl rl Di Φ 0 d υ Φ TJ TJ rl rH d rd -ro Dl d 4-1 -rl Di

Φ: -rl d td CO P Φ. φ A d φ: -H to to N Ü φ P P N Φ d 4H J

- A d φ Φ 4-1 CO rl • ri co AA ^• ä A rl Φ 4H A rl rd O rl d A CO 4-1 CQ SH Cn dddd rd Φ <: TJ A Φ 4-J Φ ON φ gd - H Φ d O d Φ rd: d Φ rd PP PQ

Φ TJ 4-1 Φ Φ O g -rl £ 4-1 TJ A -t A g φ Di φ TJ φ> Φ Φ A • in £ P dd • rl 1 r-- A rd -n Di -rl rd Φ CO -rl SH Φ: do N d tsl Di rt 4-1 M rH CQ Cn -H φ Φ 4-1 CQ r-- rt d P d SH rl co bi ε: p -, d -rl dd 4-1 PA dd -. a CQ Cn • EH CQ • 4-1 -H

90 rd d 90 Φ Φ - ^ A rd a Cn d 4H 4-> Φ a φ Φ -rl A ü -H rd to -H Φ CM in N Φ 4-1 Φ r-H TJ 4-1 P

CO Di 1 ü co 1 II NH g CQ 4-1 Di rH A -rl 4H φ 4-> TJ CO d • to iH CQ rH co -H ϊ rt ri d SH in 4-1 PH in φ rj -rl rd SH A ü φ D) & TJ rH d iH ε Di Φ CQ Φ Φ -rl Φ SH cn 4-1 o Φ O φ d Cn d P φ o P Φ -rl rd Φ P oo -rl rH • rl ε od -rl P Φ -rl -H • -rl -H Φ 4-1 φ -rl approx

O TJ 4H 4-> TJ EH φ EH ε> TJ X CQ> cn ff! D) 4-1 Φ J ε ε Di 4-1 Cn ^• 5 N TJ> £ CQ A CQ bi

19 / Evaluation unit can continuously check whether the selected route is still optimal.

In summary, the inclusion of at least one network utilization criterion in at least one of the radio cells to be traversed when choosing a route means that the quality of the routing (route guidance / route selection) compared to conventional route planning methods that is only static, ie time-invariant given data, can be improved. Because conventional navigation devices essentially only use the data on CD-ROMs, on the maps, street maps, city maps with one-way streets, prohibition of turning, pedestrian zones, airports, train stations, restaurants, petrol stations, workshops, shopping centers as well as public and cultural Facilities etc. are stored. However, since this data is subject to constant changes, the data on the CD-ROM is often out of date and can no longer be used in practice. Because of the outdated data, an incorrect route selection is made. On the other hand, by taking additional consideration of at least one network utilization criterion of an already existing radio network when selecting the route, the previously missing dynamics of the processed data can be included, so that a more optimal routing can be achieved. While in the previous technology, traffic jams are avoided by the driver entering data into the navigation system about an existing traffic jam (about which he learns, for example, from information via traffic radio), whereupon the system recalculates the route to the destination In principle, the route re-determination is carried out automatically on the basis of the transmitted network utilization criteria of an existing radio network. The principle according to the invention can also be easily integrated into the air interface concepts of existing radio communication systems without too much effort. The danger of radio cell overloads, as is the case with newer known navigation systems 20 systems that have permanent radio connection to a mobile radio system, such as GSM, can access traffic databases to recalculate the route are largely avoided. Because with such a known navigation system, there may be capacity problems in the mobile radio network, for example if all participants in a 20 km traffic jam want to call up traffic information via GSM at the same time.

In contrast, the principle according to the invention allows dynamic route guidance / route selection depending on the current PLMN capacity (public land mobile network). Capacity information of an existing mobile radio network is therefore used for the routing of the navigation system. This enables optimal network utilization of the mobile radio network; Capacity problems in the mobile radio network are largely avoided, since it is largely avoided that an excessive number of subscriber devices in a certain radio cell want to make radio contact with the associated base station at the same time, since they are already using the dynamic route planning according to the invention in advance via alternative routes to less frequented radio cells be directed. A critical concentration of radio traffic participants that could lead to radio cell overload is thus largely avoided from the outset.

The method according to the invention for route / route planning takes advantage in particular of the technical possibilities of the mobile radio networks available today, such as the GSM networks which are widespread in Europe. In Germany, the GSM networks have an area coverage of approx.

95% with a steadily growing number of participants. The GSM networks are cellular mobile radio networks, according to which the entire coverage area is divided into radio cells. The size of a cell is essentially determined by the propagation properties of the radio waves and the desired capacity. The cell size can range from a few 100 meters to 35 kilometers. If a cell phone subscriber 21 leaves the coverage area of one cell and enters the area of a second, the handover principle means that it is passed on by the system in the network so that it can still be reached.

The routing principle according to the invention is a new approach for routing a navigation system. The goal is in particular to guide a driver quickly and safely to the desired destination. For this purpose, the network utilization in a mobile radio network is now included in the route planning as an additional criterion. Although this often means that the shortest route is not selected, an improved, largely constant accessibility of a mobile radio subscriber in the radio network is ensured in this way. In addition, the routing principle according to the invention allows a network operator to geographically control the utilization of his mobile radio network.

For a further exemplary embodiment for route planning according to the invention, an existing navigation system in particular is equipped with a GSM terminal. In this way, the system has information about the PLMN radio capacity in the respective radio cell in which the mobile radio subscriber is located. As before, the destination is entered before the journey. In addition to the road map on the CD-ROM and the current position of the vehicle determined via GPS, the PLMN capacity information for route guidance / route selection is now taken into account. If, for example, the driver has two different routes to the destination to choose from, which are roughly the same length or whose passage takes approximately the same length, it is expedient to select the route which has a larger network capacity (= lower capacity utilization). This also largely ensures that the radio network is largely optimally utilized for the benefit of the network operator. This also largely achieves that the mobile radio subscriber in the PLMN (= Public Land Mobile Network), ie in the respective radio network 22 remains available at all times. In addition, the mobile network is used geographically evenly.

Claims

23Patentansprüche

1.Procedures for route / route planning for road users with the help of at least one navigation device (TP), so that at least one network utilization criterion (SIl) of an existing radio communication system (FK) is provided and used for route planning (A4).

2. The method according to claim 1, so that the network utilization criterion (SIl) is transmitted to the respective navigation terminal (TP) via at least one so-called common channel of the radio communication system (FK).

3. The method as claimed in one of the preceding claims, that the number of radio channels used by the base station (BSl) of the radio cell (CEl) used by the radio cells (CE2, CEl,

CE3), through which the planned route (A4) leads, has the largest number of radio channels used.

4. The method according to any one of the preceding claims, characterized in that the number of communicating subscriber devices in that radio cell (CEl) is used as the network utilization criterion (SIl), that of the radio cells (CE2, CEl, CE3) through which the planned route (A4 ) has the largest number of communicating subscriber devices.

5. The method according to any one of the preceding claims, characterized in that the network utilization criterion (SIl) is the number of subscriber devices and / or the number of radio channels used in that radio cell (CEl) of the radio communication system (FK) 24 is used in which the respective navigation terminal (TP) is currently located.

6. The method according to any one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that a mobile radio terminal, in particular mobile phone (CP), is used as the navigation terminal.

7. The method according to any one of the preceding claims, characterized in that, based on the network utilization criterion (SIl) sent, a route (A4 *) is selected in each case by that radio cell (CE3) which has a larger radio network capacity than that of the current stay radio cell (CEl) is.

8. The method according to any one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the data of at least one map or street map are used as additional parameters for route planning.

9. The method according to any one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the determination of the current location position of the respective navigation terminal is used as an additional parameter for route planning.

10. Device for route / route planning for road users with the aid of at least one navigation terminal (TP), in particular according to one of the preceding claims, since you are characterized in that the respective navigation terminal (TP) has at least one additional coupling unit (GSMTl) is assigned, with the help of which at least one network utilization criterion (SIl) of an existing radio communication system (FK) can be used for route planning (A4, A4 *).