GB2326751A

GB2326751A - Interactive travel information system

Info

Publication number: GB2326751A
Application number: GB9813697A
Authority: GB
Inventors: Clive Shayler; Neil Farr
Original assignee: Integrated Transport Information Services Ltd
Current assignee: Integrated Transport Information Services Ltd
Priority date: 1997-06-28
Filing date: 1998-06-26
Publication date: 1998-12-30
Also published as: GB9813697D0; EP0887781A3; GB9713622D0; EP0887781A2

Description

2326751 1 INTERACTIVE TRAVEL INFORMATION SYSTEM The invention relates to

an interactive travel information system which provides a user with information about trouble spots or traffic hold-ups on a transportation network. For example, such a system can provide a user with details of traffic jams on a road network.

It is known to provide a road traffic information service, such as the '7raffic Mastef' (trade mark) system available in the UK. This system requires an array of detectors to be positioned on the road network which detect traffic congestion, detectors for determining the position of a user, and means for communicating with the user in order to provide information about oncoming traffic problems. Such systems, are expensive, due to the number of vehicle detectors and independent communication means which are required. Accordingly, such systems are only available on major roads such as motorways.

The invention seeks to avoid or at least mitigate the problems of the known art and one objective of the invention is to provide a simpler system which is cheaper to set up. In particular, the invention seeks to use an existing traffic problem detection system in combination with a telecommunication system such as cellular mobile communications system in order to interact with the user.

According to one aspect of the invention there is provided a communication system for relaying transportation information to a user; the system comprising a database representative of a transportation network, means for inputting problem points in the transportation network, 2 means for a user to select a route within the network and to enquire about any problem points on the selected route through the network, means for determining if a problem is present on the selected route, means for verbally communicating a relevant problem on the selected route to the user.

In a preferred form the system further comprises means for determining if a problem is relevant to a user based on an estimated position of the user on a selected route to the user.

Preferably, the communicating means comprises a telecommunications or telephone system such as a mobile or fixed telephone line. Preferably, a mobile system is used while the user is in motion enabling the communication system to relay information about relevant problems, whilst the user is travelling. In a preferred form, the user is able to enter a start position and end-position for the selected route. The user may also be able to enter an estimated average speed over the route, or an estimated duration of travel.

For a commonly selected route, the system can store an average of a user's previous journey time. The communication system is therefore able to estimate the approximate position of a user on a selected route at any given time.

Preferably, details of problems on the transportation network can be entered into the communication system using the existing ITIS (Mr. Shayler, please give the full name of this system and provide details such as the size of network and type of detectors which were available), hence, when the system becomes aware of a problem on the road network, it can determine if that is on the selective route of a user, determine if the user is approaching the problem point, and then communicate this information to 3 the user if it is relevant.

As stated above, the communication technique preferable involves telephoning the user using a mobile phone system.

In a further preferred form, the system can also select an alternative route when a problem is determined as being relevant to a user. The alternative route is then communicated to the user.

In a preferred form, messages are not repeated to a user. Also, the system can determine the end of a journey in order that no further messages are relayed to a user. For example, the user's own estimated length of journey could be used for this as well as an additional time factor such as 15 minutes or 1 hour for example in order to determine the end of a given use of a system.

In a preferred form, pre-recorded speech statements are compiled for verbally communicating a message in an audible form to a user. Accordingly, the user hears a human voice.

Another aspect of the invention provides a method of relaying transportation problems to a user comprising the steps of inputting problem points in a transportation network on to a database representative of a transportation network, allowing a user to select a route within the transportation network and type for a proposed journey, determining if a problem exists on the selected route and verbally communicating the relevant problem on the selected route to the user. Preferably the problem is assessed for its relevance based also on an estimated position of the user on the selected route.

4 A preferred embodiment of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 is a schematic flow diagram showing part of the method of operating a system according to the invention; Figure 2 is a further schematic flow diagram of part of the method of operating a system according to the invention, wherein a user selects a stored route; Figure 3 is a further schematic flow diagram of part of the method of operating the system according to the invention, wherein a user creates or modifies a route; and Figure 4 is a further schematic flow diagram of part of a method of operating the system according to the invention, representative of the active callback mode of the system.

Figure 5 is a schematic diagram of a communication system according to the present invention.

An overall method of operating a communication system for relaying for relaying transportation problems to a user is shown schematically in the form of a flow chart 10 in Figures 1, 2, 3 and 4. In this method, a user calls the system at step 12 using a mobile or fixed telephone line to the system. The system can recognise the caller by the user's telephone number which is presented digitally to the receiver on the system. This can be achieved even before answering a call enabling the system to route the user to a specific service and access the user's file history. At step 14, the system determines if the call ID is available, in which case the system moves on to step 18. Alternatively, on answering the call, the system asks the user to provide the phone number or other caller ID such as a personal identification (PIN) number. This can be entered using a touch tone keypad on a telephone, for example. By accessing a user's file history, the system can determine if the callback mode is already activated for this user at step 20. That is, if the user has already selected a route and is deemed still to be undergoing the journey, then the callback service will still be in operation. If this is the case, the user is asked if he or she wishes to modify his or her options, check outstanding problems on their current or selected route, or extend their callback time as indicated at step 22. The user telephone number requested at step 16, if it is not already received at step 18, is of course required for the callback service described later, by which the user is informed of problems on a selected route during the user's journey.

However, if the caller is not currently using the system, then the user can select the next stage at step 24 for example from a spoken menu of options. These options here are:

To select a stored route through the transportation network, as indicated at step 26.

2. Create a new route within the transportation network as indicated at step 30.

Start an existing route within the network as indicated at step 34, or Speak to an operator as indicated at step 40.

If the user wishes to select a stored route and for by example responds by pressing number I on a touch tone keypad, the system progresses to step 28 at the beginning of the flow diagram in Figure 2. The user can then enter a route number, for example 6 from a list of routes which have been either selected by the system operator or previously entered by the user. Alternatively, the user can scroll through available routes which might be visible on a display, such as an LCD, on the telephone for example. Having selected a route at step 44, the user is asked whether he or she wishes to start the route, modify the route or delete the route at option step 46. If the user decides to delete the route, for example, because it is no longer relevant to the user, then at step 46, the route is deleted from the database and the user returns to step 44. Alternatively, the user may decide to start a journey along the selected route and accordingly the callback service is activated at step 36. This service is further described in Figure 4. However, if there are no problems on the route to be relayed to the caller at that time, the call is ended at step 38. Finally, if the user decides at step 46 to modify a selected route, then the system moves to step 32 shown at the beginning of Figure 3.

Referring to Figure 3, it can be seen that the user is given the option of entering a route or allowing the system to generate a route. If the user wishes to enter his or her own route, this can be achieved using a touch tone keypad to select the roads from the start to finish points of a route.

For example, an entry 621# can be used to identify the M21 and the star key could be used to finish all entries. The system determines from the series of roads which the user inputs, the relevant junctions and so on in order to have a fixed route within the 7 transportation network. The user is then asked to estimate the approximate time of the journey upon which the callback period of the system can be determined. Having completed this step at option 54, the system adds the selected route to the database of routes at step 64 whereupon the user is given the option at step 68 to start the callback system or end a call. Accordingly, either step 36 (see Figure 4) or the end call step 38 are activated.

However, the user also has the choice at step 50 in Figure 3 to allow the system to generate a chosen route. For example, at step 56, the user can enter a start location via the phone key-pad for example by entering the first few letters of a town, or a postcode. At step 58, the user enters the destination using the same technique and then possibly any stop-over points or some preferred roads at step 60, the system then generates the route from a database representative of the transportation (in this case road) network. The system can also estimate a journey time for the selected route for example from a known average speed for a user gathered from the user's file history, based on a nominal average speed and j ourney distance calculated from the network database or simply from user input. The data is then added to the database of routes at step 64 and again the user is given the option of starting the callback operation or ending the call. As a further alternative, the user has all chosen routes entered by a system operator at step 66.

Referring to Figure 4, the steps involved in an active user callback mode starting at step 36 is shown. At step 70, the system determines if a user journey is completed based on the start operation at steps 34, 46 or 68, and the estimated journey time from steps 54 or 62. Additionally, the system can add an additional time factor such as 15 minutes or up to an hour, or possibly using a sliding scale which depends on the estimated length of journey and a factor such as 15 minutes for a journey of an estimated 1 hour or less, or a factor of up to an hour for j oumeys of 3 hours or more say. If the journey is determined to be completed, then at step 22 the system calls the user to inform them that the callback service is now over.

The user of course has the option of telephoning the system at step 12 to start an existing route at step 34 as previously described. However, if the journey is still in progress at step 70, then the system determines all the roads on the user's selected route at step 74. The system takes information regarding problems input to the system at points on the entire transportation network and compares this with the user selected road to match the two as shown at step 76. If a problem point is matched with the user's selected route, then the system determines at step 78 if the user has already been informed of the problem. If not, the systems adds the problem, and preferably a message compiled from individual recorded segments to a stored message ready to send to a user as indicated at step 80. For example, a message such as "M6, Junction 12, Northbound, multiple pile up causing 12 minutes delay reported at 12.42 pm" could be compiled from individual segments: M6, Junction 12, Northbound, multiple pile up, causing, 12, minutes delay, reported at, 12, 42, pm.

9 The system returns to step 24 to assess all the roads on a user's route against possible problems and having assessed all the roads along the user's route, the system then moves to step 82 and calls the user to "read" the relevant problems to the user. The system then returns to step 70.

In a preferred form, the system estimates a user's position along the selected route. For example, the estimated position could be based on the start time of the j oumey and simply taking the average speed of say 25 per miles, that is, slower than the real speed of the user in order to ensure that the user is informed of problems which might be relevant to him or her and the system does not assume that the user is too far advanced along the selected routes.

Accordingly, a system according to the invention comprises means for inputting problems on a transportation network into the system, and a network database representative of a transportation network, such as roads. From the database, the system is able to calculate distances between points, junction numbers along roads, establish the names of towns at different positions within the database, and so on. The information input from the transportation problem detectors identifies specific points within the transportation network and accordingly, within the database representative thereof. Preferably, a user database is provided which can be identified by a user's telephone number or caller ID. The user database can comprise the user's telephone number for use in the callback mode, a selection of routes for the user and include other information such as estimated journey times for each of the routes, or average speeds through sections of the route. Accordingly, the system can estimate the position of a user based on a start time and position on a route. The system can also comprise a database of routes not specific to a given user, from which the user can select his or her own routes. Other features of the system are of course apparent from the above description, wherein means for providing each function can of course be provided.

Beneficially, the system can be operated using premium rate telephone numbers such that the user simply pays for the service by choosing a route and activating the call back service using the premium rate telephone line.

The system is not limited to road networks and can include information about rail services, shipping or ferry services, or indeed any transportation system over a network which can be represented by a database on a computer system.

Figure 5 shows a diagrammatic representation of the communication system (1) of the present invention which includes a database (2), a telephone (3) and a means for inputting problems points in the transportation network database (4).

11

Claims

A communication system for relaying transportation information to a user; the system comprising a database representative of a transportation network, means for inputting problem points in the transportation network database, means for a user to select a route within the network and to enquire about any problem points on the selected route through the network, means for determining if a problem is present on the selected route, and communicating means for verbally communicating a relevant problem on the selected route to the user.
2. A communication system as defined in Claim 1 in which the system further comprises means for determining if a problem is relevant to a user based on an estimated position of the user on the selected route of the user.
3. A communicating system as defined in Claims 1 or 2 in which the communicating means comprise a telecommunications or telephone system.
4. A communication system as defined in any preceding claim in which a mobile system is used while the user is in motion enabling the communication system to relay information about relevant problems, whilst the user is travelling.
A communication system as defined in any preceding claim in which the user is able to enter a start position and end position for the selected route.
6. A communication system as defined in any preceding claim in which the user may also be able to enter an estimated average speed over the 12 route, or an estimated duration of travel.
7. A communication system as defined in any preceding claim in which for a commonly selected route, the system can store an average of a user's previous journey time.
8. A communication system as defined in any preceding claim in which details of problems on the transportation network can be entered into the communication system electrically.
9. A communication system as defined in preceding claim in which details of problems on the transportation network can be entered into the communication system manually.
10. A communication system as defined in Claims 8 or 9 in which the details of problems on the transportation network are entered using at least one of the following detection sources:- video surveillance cameras, radar detection, the Police, the general public.
11. A communication system as defined in any preceding claim in which when the system becomes aware of a problem on the road network, it can determine if it is on the selected route of a user, determine if the user is approaching the problem point, and then communicate this information to the user if it is relevant.
12. A communication system as defined in Claim 11 in which the system selects an alternative route when a problem is determined as being relevant to a user.
13.

A communication system as defined in Claim 11 in which the 3 alternative route is then communicated to the user.
14. A communication system as defined in any preceding claim in which the verbal communication of a relevant problem on the selected route is not repeated to a user.
15. A communication system as defined in any preceding claim in which the system can determine the end of a journey.
16. A communication system in which verbal communications of relevant problems on the selected route are relayed to a user.
17. A communication system as defined in Claim 15 in which the end of a journey is determined by the user's own estimated length of journey plus an additional time factor.
18. A communication system as defined in any preceding claim in which prerecorded speech statements are compiled for verbally communicating a message in an audible form to a user.
19. A method of relaying transportation problems to a user comprising the steps of inputting problem points in a transportation network on to a database representative of a transportation network, allowing a user to select a route within the transportation network for a proposed journey, determining if a problem exists on the selected route and verbally communicating the relevant problem on the selected route to the user.
20. A method of relaying transportation problems to a user as defined in Claim 19 in which the problem is assessed for its relevance based also on f 4 an estimated position of the user on the selected route.
21. A communication system as hereinbefore defined with reference to or as shown in Figures 1 to 4 of the accompanying drawings.