1、 Reference number ISO/TR 17384:2008(E) ISO 2008TECHNICAL REPORT ISO/TR 17384 First edition 2008-04-15 Intelligent transport systems Interactive centrally determined route guidance (CDRG) Air interface message set, contents and format Systmes intelligents de transport Guidage routier dtermin centrale
2、ment interactif (CDRG) Jeu de message dinterface dair, contenu et format ISO/TR 17384:2008(E) PDF disclaimer This PDF file may contain embedded typefaces. In accordance with Adobes licensing policy, this file may be printed or viewed but shall not be edited unless the typefaces which are embedded ar
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7、witzerland ii ISO 2008 All rights reservedISO/TR 17384:2008(E) ISO 2008 All rights reserved iii Contents Page Foreword iv Introduction v 1 Scope . 1 2 Abbreviations 1 3 Definitions of special terminology 2 4 The concept of interactive CDRG 3 4.1 Goals 3 4.2 Basic system functions 3 4.3 Secondary eff
8、ects. 4 4.4 The possibility of multi-mode route guidance. 4 5 Message set Contents and format 4 5.1 Comments on message set . 4 5.2 Outline of contents . 5 Annex A (informative) Realization of interactive CDRG The case of Japan 21 Bibliography . 25 ISO/TR 17384:2008(E) iv ISO 2008 All rights reserve
9、dForeword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a
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13、al Standard (“state of the art”, for example), it may decide by a simple majority vote of its participating members to publish a Technical Report. A Technical Report is entirely informative in nature and does not have to be reviewed until the data it provides are considered to be no longer valid or
14、useful. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO/TR 17384 was prepared by Technical Committee ISO/TC 204, Intelligent transport systems. I
15、SO/TR 17384:2008(E) ISO 2008 All rights reserved v Introduction The interactive CDRG system provides a driver with a recommended route to his or her destination. The recommended route is sent as a route object that is utilized to display the route on the navigation map or to produce driving directio
16、n instructions. This recommended practice, however, only describes the transferring information, such as route object, that is required for CDRG. How the transferred information is used onboard is left to the in-vehicle unit designer. Because, in some countries, interactive CDRG systems are being de
17、veloped and implemented using beacon or cellular phone technologies, we recognize the necessity for standardizing message sets for interactive CDRG. By the standardized interactive CDRG message set, drivers will be able to receive CDRG service on the same in-vehicle unit regardless of which CDRG ser
18、vice area the in-vehicle unit has entered. To help understand the functional and technical aspect of the interactive CDRG, implementation experiments of such a system are explained in Annex A. TECHNICAL REPORT ISO/TR 17384:2008(E) ISO 2008 All rights reserved 1 Intelligent transport systems Interact
19、ive centrally determined route guidance (CDRG) Air interface message set, contents and format 1 Scope This Technical Report describes the message contents and format of the air interface between the infrastructure and the in-vehicle unit in the Interactive CDRG system. The scope of standardization w
20、ork will be the message set requirements for the air interface. a) The air interface message set for route guidance information in the interactive CDRG system in this Technical Report is applicable to both vehicles equipped with an onboard map database and those which are not equipped (i.e. those eq
21、uipped with simplified graphic output and/or text message display functions). b) This Technical Report covers media independent systems. In this Technical Report, messages required for both cellular phone-based CDRG and beacon-based CDRG have been taken into account. c) The size of each message is d
22、efined by considering the “In-vehicle Navigation Systems Communication Device Message Set Requirements”. d) When applying this Technical Report, which is recommended practice to the implementation of any CDRG system, any values less than the defined field size values are allowed, as great importance
23、 is attached to the communication efficiency, and the order of description of messages proposed in the message set of this Technical Report might not necessarily be observed. 2 Abbreviations CDRG Centrally Determined Route Guidance LDRG Locally Determined Route Guidance SRG Static Route Guidance MDR
24、G Multi-mode Determined Route Guidance OD Origin-Destination ISO/TR 17384:2008(E) 2 ISO 2008 All rights reserved3 Definitions of special terminology Table 1 lists definitions of special terminology. Table 1 Special terminology Term Definition/explanation Connecting network information By indicating
25、how the links and major roads ahead of the vehicles present position are configured, connecting network information realizes Interactive CDRG even for vehicles not equipped with onboard map databases. Downlink The downlink refers to that portion of a communications link used for the transmission of
26、information from the infrastructure to each in-vehicle unit. Infrastructure The infrastructure handles communications with each vehicle. Installed alongside the road, the infrastructure collects data from each vehicle, provides data to the vehicle and performs any related information processing. Int
27、eractive two-way communication Following the reception of destination and related information from the in-vehicle unit, the infrastructure provides the in-vehicle unit with information that defines the recommended route, describes route conditions, and provides an estimated travel time to the destin
28、ation. LDRG Under LDRG, the vehicle follows a route in the routing information generated by the in- vehicle unit mainly using link travel time data received from the infrastructure. Link A link is defined as the roadway section between two nodes such as intersections and has directivity with respect
29、 to the flow of traffic. Link travel time Travel time of a specific link. Local street Local streets are all roads other than major roads. Major roads Major roads are subject to route guidance by the Interactive CDRG system. These are roads on which management personnel at the traffic control centre
30、 consider important such as national highways and other arterial roads with large amounts of traffic. Multi-mode route guidance Multi-mode route guidance provides route guidance under the combined operation of the Interactive CDRG, LDRG and SRG systems. Node The node refers to the starting point or
31、ending point of a link in a road network. Basically, it is an intersection, a diverging point or a merging point. For conveniences sake, however, any other point may be taken as a node. OD The OD information includes both the departure and destination points. Recommended route The recommended route
32、is a route calculated by the CDRG infrastructure and sent to the in- vehicle unit. SRG Under SRG, the vehicle follows a route generated by the in-vehicle unit using only fixed information such as distance and other data stored in onboard map databases. Traffic assignment Traffic assignment is the di
33、stribution of traffic in response to the needs of both the traffic situation and the intents of management personnel at the traffic control centre in order to realize a safe, smoothly flowing traffic environment. Traffic control centre The traffic control centre comprises necessary buildings, facili
34、ties and personnel to effectively execute traffic management and control. Travel time Travel time is the actual time required for a vehicle to pass through a specific roadway section in a route. Uplink The uplink refers to that portion of a communications link used for the transmission of informatio
35、n from each in-vehicle unit to the infrastructure. ISO/TR 17384:2008(E) ISO 2008 All rights reserved 3 4 The concept of interactive CDRG 4.1 Goals 4.1.1 Promoting Smooth Traffic Flow a) An interactive CDRG system is intended to secure a more smooth flow of traffic through improved traffic management
36、 based on the high-precision prediction of traffic flow generated from OD information collected by the system. b) In the future when in-vehicle units have become more widespread, the interactive CDRG system will help reduce traffic congestion through traffic assignment. 4.1.2 Securing traffic safety
37、 and improving the traffic environment a) By providing a recommended route based on the drivers destination and preference for travel, the interactive CDRG system assists the driver with probable routing and travel times to his or her destination. Consequently, the system relieves the drivers stress
38、. Moreover, for drivers travelling in an unfamiliar region, interactive CDRG will prevent accidents caused by drivers who are lost or have made a sudden route change. b) By shortening both travel times and travel distances, the Interactive CDRG system will decrease the probability of accidents and r
39、educe the environmental degradation caused by fuel consumption and noise pollution associated with vehicular traffic. 4.1.3 Promoting onboard unit market This Technical Report assumes the use of an onboard navigation unit as the interactive terminal for CDRG. a) Standardizing the message sets brings
40、 on benefits both to users, by realizing interchangeable onboard units, and to manufacturers, by standardized production. b) Standardizing the message sets enables manufacturers to use interchangeable components for the applications that result in expanding the market. 4.2 Basic system functions a)
41、The system includes facilities for interactive two-way communication between the vehicle and the infrastructure. b) Using data received from vehicles, traffic management administrators and other sources, the service provider determines a route to the vehicles destination. c) This recommended route,
42、determined by the service provider is based on the drivers and/or providers preference for that trip. Minimizing the predicted travel time to arrive at the drivers destination may be one such preference. d) In the future when in-vehicle units have become more widespread, the system will determine re
43、commended routes in such a way that its traffic assignments may alleviate traffic congestion. e) The system will provide service to both vehicles equipped with map databases and those which are not equipped. f) Portable navigation devices that could be brought into vehicles are not considered in thi
44、s Technical Report. ISO/TR 17384:2008(E) 4 ISO 2008 All rights reserved4.3 Secondary effects a) Because the driver can find his or her desired routing recommended by the system, based on predicted travel times and related traffic information, he can choose a route best suited to dynamic traffic cond
45、itions. Lacking this capability for prediction, it is difficult for LDRG and SRG to choose routes best suited to dynamic traffic conditions. b) Because the recommended route is based on the drivers destination and preference for his trip, the amount of data provided to the in-vehicle unit is relativ
46、ely small and the communication efficiency between the vehicle and the infrastructure can be increased. c) As a result of b), the system can provide route information for distant destinations with a minimum amount of data that does not require wide bandwidth of the media for communication. d) Becaus
47、e the infrastructure calculates recommended routes, the computational load on the in-vehicle unit can be reduced. e) It is unnecessary to update the in-vehicle units software for routing calculation. f) By shortening travel times, personal travel expenses can be reduced with positive economic conseq
48、uences. 4.4 The possibility of multi-mode route guidance a) In-vehicle units with map databases can provide more effective route guidance by skilfully combining information provided by the interactive CDRG with LDRG and/or SRG functions of the in-vehicle unit. b) Both the LDRG and SRG can choose rou
49、tes based on the local streets information included in the road network data stored in the onboard database. If the in-vehicle unit with LDRG function receives link travel time information from the infrastructure, the in-vehicle unit combines these data with the above road network data to arrive at its routing decision. However, accurate route selection based on prediction is difficult. c) By providing routing information based on prediction, interactive CDRG is intended to handle links on major roads on which traffic is
