The present paper describes telecommunication plants for tunnels, which can support multiple services in a wide frequency range of VHF and UHF bands. The illustrated systems have a structure employing such techniques as "grading" and signal optical transport, in order to reduce the number of line amplifiers per unit of tunnel length and the amplifier powers.
{"title":"Multiservice communications plants for long tunnels","authors":"A. Coraiola, G. Brambilla","doi":"10.4271/912843","DOIUrl":"https://doi.org/10.4271/912843","url":null,"abstract":"The present paper describes telecommunication plants for tunnels, which can support multiple services in a wide frequency range of VHF and UHF bands. The illustrated systems have a structure employing such techniques as \"grading\" and signal optical transport, in order to reduce the number of line amplifiers per unit of tunnel length and the amplifier powers.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"77 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125923369","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The DRIVE project TARDIS (Traffic And Roads - DRIVE Integrated Systems) has as its main objective the specification of functional requirements of an Integrated Road Transport Environment (IRTE), in order to provide a common framework for technical developments in which the different system operating philosophies in different countries can still be embodied. A framework has been developed for assessing various communication system architectures into which the following RTI/IVHS applications can be integrated: dynamic route guidance advanced traffic control parking management and information public transport management and information fleet management tourist information automatic debiting. Within this framework a simulation model has been developed which allows the analysis of the communications infrastructure necessary to support a particular scenario for integration. The broadly-based TARDIS consortium, which includes national highway authorities, Government research organisations, automotive manufacturers, electronics industry and consultancies, developed a number of integration scenarios for analysis, taking into account the administrative, commercial, practical and technical viability of their implementation. The scenarios have been developed in liaison with preliminary work on the pilot projects expected to form the basis of the successor programme to DRIVE, and the results of the scenario analysis are anticipated to form a major input to the development of the pilot projects. The paper describes the simulation techniques developed within TARDIS and presents the scenarios being analysed, together with some results of the analysis and conclusions about the concept of the IRTE.
{"title":"Scenarios and communications system architectures for integrated RTI/IVHS Applications","authors":"I. Catling, M. Bell, C. Lohfink, J. Kossack","doi":"10.4271/912837","DOIUrl":"https://doi.org/10.4271/912837","url":null,"abstract":"The DRIVE project TARDIS (Traffic And Roads - DRIVE Integrated Systems) has as its main objective the specification of functional requirements of an Integrated Road Transport Environment (IRTE), in order to provide a common framework for technical developments in which the different system operating philosophies in different countries can still be embodied. A framework has been developed for assessing various communication system architectures into which the following RTI/IVHS applications can be integrated: dynamic route guidance advanced traffic control parking management and information public transport management and information fleet management tourist information automatic debiting. Within this framework a simulation model has been developed which allows the analysis of the communications infrastructure necessary to support a particular scenario for integration. The broadly-based TARDIS consortium, which includes national highway authorities, Government research organisations, automotive manufacturers, electronics industry and consultancies, developed a number of integration scenarios for analysis, taking into account the administrative, commercial, practical and technical viability of their implementation. The scenarios have been developed in liaison with preliminary work on the pilot projects expected to form the basis of the successor programme to DRIVE, and the results of the scenario analysis are anticipated to form a major input to the development of the pilot projects. The paper describes the simulation techniques developed within TARDIS and presents the scenarios being analysed, together with some results of the analysis and conclusions about the concept of the IRTE.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"11 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125484706","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
CARMINAT is a European research program conducted under partnership and aimed at integrating a comprehensive information system into motor vehicles. The information may concern the vehicle itself or the traffic situation and other services. It is linked to a navigation and guidance system. Traffic information and services are broadcast by RDS. The route planner takes RDS messages into account to alter the route when necessary. Compatibility with the task of driving is ensured by ergonomic studies and testing. The research phase of Carminat will be followed by large scale pilot programs involving a fleet of vehicles on motorways and in large urban areas.
{"title":"CARMINAT—An integrated information and guidance system","authors":"P. Challe","doi":"10.4271/912746","DOIUrl":"https://doi.org/10.4271/912746","url":null,"abstract":"CARMINAT is a European research program conducted under partnership and aimed at integrating a comprehensive information system into motor vehicles. The information may concern the vehicle itself or the traffic situation and other services. It is linked to a navigation and guidance system. Traffic information and services are broadcast by RDS. The route planner takes RDS messages into account to alter the route when necessary. Compatibility with the task of driving is ensured by ergonomic studies and testing. The research phase of Carminat will be followed by large scale pilot programs involving a fleet of vehicles on motorways and in large urban areas.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"476 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122616224","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The development of a robust, unified systems architecture is an important problem in IVHS technology. This paper presents a sketch of a general architectural framework within which IVHS systems can carry out a wide range of management and control functions. The most important aspect of the work reported here is the definition of two parallel and compatible architectures suitable in the first case for ATMS and ATIS functions, where the driver controls the vehicle, and in the second case for AVCS functions, where the vehicle is under automatic control. The tasks that must be accomplished within either architecture are differentiated across four dimensions: • function - the functions range from stabilizing individual vehicles along nominal trajectories to adapting traffic flows to changing demands; • time scale - the frequency of decisions and responses varies from under 1 s for continuous control of vehicles to several hours for network flow optimization; • spatial scope - the impact of a control action can vary from a single vehicle to the traffic in the entire network; • information span -- satisfactory accomplishment of the task will require information ranging from that referring to a single vehicle to that which spans system-wide flows. The architecture that we outline incorporates a hierarchy of five layers. This hierarchy helps to formulate a structured, modular approach to the development of IVHS because: • The hierarchy satisfactorily resolves all four dimensions of difference in the tasks. • Each layer presents a standard reference model to the layer above it. This provides a, "clean" interface between layers, and the design of each layer can proceed independently using the reference model of the layer below. When standardized, the reference model serve as IVHS open systems architecture. • Communication takes place only between adjacent layers and between peer layers. This will help specify the communication capabilities needed to support the control system. For the ATMS and ATIS functions, in which the driver is in control of the vehicle the tasks are arranged in the following five layers: the physical, regulation, planning, link and network layers. For the most advanced AVCS functions, in which driving tasks are fully automated, the five layers are: physical, vehicle regulation, coordination, link and network. The corresponding layers in the two architectures are functionally similar, although the reference models are significantly different. The functions and the information requirements of the two architectures are sufficiently similar that we strongly urge that future work aimed at successive refinements of either architecture should insist on a graceful transition to the other architecture. In practice, this is most likely to mean that the ATMS and ATIS systems should be designed to accommodate the extensions to the additional features envisaged in a fully automated AVCS system. The modular, hierarchical nature of the architectural
{"title":"Sketch of an IVHS systems architecture","authors":"P. Varaiya, S. Shladover","doi":"10.4271/912838","DOIUrl":"https://doi.org/10.4271/912838","url":null,"abstract":"The development of a robust, unified systems architecture is an important problem in IVHS technology. This paper presents a sketch of a general architectural framework within which IVHS systems can carry out a wide range of management and control functions. The most important aspect of the work reported here is the definition of two parallel and compatible architectures suitable in the first case for ATMS and ATIS functions, where the driver controls the vehicle, and in the second case for AVCS functions, where the vehicle is under automatic control. The tasks that must be accomplished within either architecture are differentiated across four dimensions: • function - the functions range from stabilizing individual vehicles along nominal trajectories to adapting traffic flows to changing demands; • time scale - the frequency of decisions and responses varies from under 1 s for continuous control of vehicles to several hours for network flow optimization; • spatial scope - the impact of a control action can vary from a single vehicle to the traffic in the entire network; • information span -- satisfactory accomplishment of the task will require information ranging from that referring to a single vehicle to that which spans system-wide flows. The architecture that we outline incorporates a hierarchy of five layers. This hierarchy helps to formulate a structured, modular approach to the development of IVHS because: • The hierarchy satisfactorily resolves all four dimensions of difference in the tasks. • Each layer presents a standard reference model to the layer above it. This provides a, \"clean\" interface between layers, and the design of each layer can proceed independently using the reference model of the layer below. When standardized, the reference model serve as IVHS open systems architecture. • Communication takes place only between adjacent layers and between peer layers. This will help specify the communication capabilities needed to support the control system. For the ATMS and ATIS functions, in which the driver is in control of the vehicle the tasks are arranged in the following five layers: the physical, regulation, planning, link and network layers. For the most advanced AVCS functions, in which driving tasks are fully automated, the five layers are: physical, vehicle regulation, coordination, link and network. The corresponding layers in the two architectures are functionally similar, although the reference models are significantly different. The functions and the information requirements of the two architectures are sufficiently similar that we strongly urge that future work aimed at successive refinements of either architecture should insist on a graceful transition to the other architecture. In practice, this is most likely to mean that the ATMS and ATIS systems should be designed to accommodate the extensions to the additional features envisaged in a fully automated AVCS system. The modular, hierarchical nature of the architectural ","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"88 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121426505","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
T. Dingus, J. T. Carpenter, F. Szczublewski, M. Krage, L. Means, R. Fleischman
The TravTek vehicle provides an information-rich multifunction environment for the driver, necessitating extensive teamwork in human factors engineering the displays and controls for efficient and safe operation. Example map and text screens are presented.
{"title":"Human factors engineering the TravTek driver interface","authors":"T. Dingus, J. T. Carpenter, F. Szczublewski, M. Krage, L. Means, R. Fleischman","doi":"10.4271/912821","DOIUrl":"https://doi.org/10.4271/912821","url":null,"abstract":"The TravTek vehicle provides an information-rich multifunction environment for the driver, necessitating extensive teamwork in human factors engineering the displays and controls for efficient and safe operation. Example map and text screens are presented.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"53 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123468693","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper will present results from two sources; questionnaires conducted among drivers equipped with route guidance as part of the Berlin LISB trial and analysis of decisions made by users of the interactive route guidance simulator known as IGOR. The results from Berlin show a high level of commitment by participants in the trial but nevertheless show a general reduction in usage of the equipment over time. Adherence to advice is not high on regular journeys and reflects a low opinion of the quality of routes recommended by the system for such journeys. For finding new destinations or travelling in unfamiliar areas, opinions and usage are much higher. Overall driver behaviour has not been much influenced by LISB. Our surveys provide useful information on drivers' reasons for ignoring advice and their suggestions for system enhancement. The IGOR results provide strong quantitative evidence that acceptance of an item of advice is closely correlated with objective measures of its quality. It is also a function of the drivers' familiarity with the network, his previous experience of the reliability of advice and the degree of corroboration of advice by "external" evidence such as the orientation of the advice route relative to the destination, the absence of congestion and the behaviour of other drivers.
{"title":"Driver compliance with route guidance advice: The evidence and its implications","authors":"Peter W Bonsall, M. Joint","doi":"10.4271/912733","DOIUrl":"https://doi.org/10.4271/912733","url":null,"abstract":"This paper will present results from two sources; questionnaires conducted among drivers equipped with route guidance as part of the Berlin LISB trial and analysis of decisions made by users of the interactive route guidance simulator known as IGOR. The results from Berlin show a high level of commitment by participants in the trial but nevertheless show a general reduction in usage of the equipment over time. Adherence to advice is not high on regular journeys and reflects a low opinion of the quality of routes recommended by the system for such journeys. For finding new destinations or travelling in unfamiliar areas, opinions and usage are much higher. Overall driver behaviour has not been much influenced by LISB. Our surveys provide useful information on drivers' reasons for ignoring advice and their suggestions for system enhancement. The IGOR results provide strong quantitative evidence that acceptance of an item of advice is closely correlated with objective measures of its quality. It is also a function of the drivers' familiarity with the network, his previous experience of the reliability of advice and the degree of corroboration of advice by \"external\" evidence such as the orientation of the advice route relative to the destination, the absence of congestion and the behaviour of other drivers.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"32 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125243549","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Transport problems in metropolitan areas, like the Greater Munich Area, can no more be solved via a demand oriented extension of the road network. The general objectives can best be met by an integrated approach of all modes of transport based on the cooperation of the partners involved. The paper reports on the genetic design of a Cooperative Transport Management based the application of advanced transport control systems and a more detailed approach proposed for the Northern Sector the Greater Munich Area. A demonstration field is planned for testing integrated transport control systems in a real metropolitan environment and of system introduction of advanced communication and control technologies at sites which require immediate relief of existing transport problems.
{"title":"Concept of cooperative transport management for the greater Munich area","authors":"H. Keller, H. Schlichter, W. Wolters","doi":"10.4271/912745","DOIUrl":"https://doi.org/10.4271/912745","url":null,"abstract":"Transport problems in metropolitan areas, like the Greater Munich Area, can no more be solved via a demand oriented extension of the road network. The general objectives can best be met by an integrated approach of all modes of transport based on the cooperation of the partners involved. The paper reports on the genetic design of a Cooperative Transport Management based the application of advanced transport control systems and a more detailed approach proposed for the Northern Sector the Greater Munich Area. A demonstration field is planned for testing integrated transport control systems in a real metropolitan environment and of system introduction of advanced communication and control technologies at sites which require immediate relief of existing transport problems.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"358 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115942891","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Recent developments of the second generation automotive navigation and route guidance systems have posed more restrictive requirements for vehicle positioning accuracy. Only after accurate current vehicle locations are available can appropriate maneuver instructions be generated from the route guidance algorithm. Dead-reckoning systems and GPS are two commonly used techniques for vehicle navigation systems. While both methods suffer from different drawbacks, superior performance can be obtained by combining these two techniques. In this paper we present a vehicle positioning system that integrates both the GPS and the dead-reckoning method. This system uses the GPS signals to adaptively calibrate the dead-reckoning sensors as well as to "rescue" the system from unexpected position errors. On the other hand, the dead-reckoning method, through the use of map-matching algorithm, provides feedbacks for calibrating the GPS position errors. Experimental results using the ZEXEL NavMate Navigation and Route Guidance System demonstrate the effectiveness of the integrated positioning system.
{"title":"Integration of GPS and dead-reckoning navigation systems","authors":"W. Kao","doi":"10.4271/912808","DOIUrl":"https://doi.org/10.4271/912808","url":null,"abstract":"Recent developments of the second generation automotive navigation and route guidance systems have posed more restrictive requirements for vehicle positioning accuracy. Only after accurate current vehicle locations are available can appropriate maneuver instructions be generated from the route guidance algorithm. Dead-reckoning systems and GPS are two commonly used techniques for vehicle navigation systems. While both methods suffer from different drawbacks, superior performance can be obtained by combining these two techniques. In this paper we present a vehicle positioning system that integrates both the GPS and the dead-reckoning method. This system uses the GPS signals to adaptively calibrate the dead-reckoning sensors as well as to \"rescue\" the system from unexpected position errors. On the other hand, the dead-reckoning method, through the use of map-matching algorithm, provides feedbacks for calibrating the GPS position errors. Experimental results using the ZEXEL NavMate Navigation and Route Guidance System demonstrate the effectiveness of the integrated positioning system.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"5 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115361448","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A concept is presented for creating a measurement system that can quantify the specific motions which vehicles exhibit as they move in traffic, under the full array of traffic operations. Such quantification is seen as crucial to the development of automatic collision prevention systems and has spinoff utility for the study of many other issues in human factors and vehicle and highway engineering. This study has addressed the experimental and analytical challenges involved in wide-area sensing, large-volume data processing, and both deterministic and statistical analyses of the data which will characterize this so-called, "Vehicle Motion Environment" (VME). The basic concept which appears to be feasible for such measurements involves a remote sensor which is installed at the roadside, probably on a tall pole, and which produces electro-optic images of the traffic stream and converts them into a permanent data file of the quantified trajectory for each motor vehicle passing through the field of view. The paper covers the performance specifications for the VME measurement system plus considerations for the measurement package and the subsequent processing needed for deriving the variables of interest. Various applications of the VME system are also addressed.
{"title":"Quantitative characterization of the vehicle motion environment (VME)","authors":"R. Ervin, C. MacAdam, K. Gilbert, P. Tchoryk","doi":"10.4271/912854","DOIUrl":"https://doi.org/10.4271/912854","url":null,"abstract":"A concept is presented for creating a measurement system that can quantify the specific motions which vehicles exhibit as they move in traffic, under the full array of traffic operations. Such quantification is seen as crucial to the development of automatic collision prevention systems and has spinoff utility for the study of many other issues in human factors and vehicle and highway engineering. This study has addressed the experimental and analytical challenges involved in wide-area sensing, large-volume data processing, and both deterministic and statistical analyses of the data which will characterize this so-called, \"Vehicle Motion Environment\" (VME). The basic concept which appears to be feasible for such measurements involves a remote sensor which is installed at the roadside, probably on a tall pole, and which produces electro-optic images of the traffic stream and converts them into a permanent data file of the quantified trajectory for each motor vehicle passing through the field of view. The paper covers the performance specifications for the VME measurement system plus considerations for the measurement package and the subsequent processing needed for deriving the variables of interest. Various applications of the VME system are also addressed.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"22 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115445803","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper describes the Electro-Multivision map navigation software mounted in the Toyota Soarer (1991). The following functions are required of on-board map navigation software: 1. Indication of the exact position of the vehicle to the driver. 2. Determination of the optimum path to the destination and presentation of this route to the driver in the simplest way. 3. Accommodation of a wide variety of destinations and settings for different users. The following gives some examples of how these functions are achieved and outlines the associated technologies. 1. Path finding and associated display technology Path finding algorithm and technology for displaying the calculated on the map; construction of a data base on CD-ROM. 2. Technology for determination of the current position utilizing map matching and the global positioning system(GPS). A method with improved reliability based on two current position outputs obtained using map matching and the GPS and the mutual compensation method. 3. Software vendor participation technology Utilization of CDCRAFT and methods of determining and setting the destination devised by software vendors. Finally, an outline is given of the course of future development of on-board navigation systems.
{"title":"Map navigation software of the electro-multivision of the '91 Toyoto Soarer","authors":"K. Ishikawa, M. Ogawa, S. Azuma, T. Ito","doi":"10.4271/912790","DOIUrl":"https://doi.org/10.4271/912790","url":null,"abstract":"This paper describes the Electro-Multivision map navigation software mounted in the Toyota Soarer (1991). The following functions are required of on-board map navigation software: 1. Indication of the exact position of the vehicle to the driver. 2. Determination of the optimum path to the destination and presentation of this route to the driver in the simplest way. 3. Accommodation of a wide variety of destinations and settings for different users. The following gives some examples of how these functions are achieved and outlines the associated technologies. 1. Path finding and associated display technology Path finding algorithm and technology for displaying the calculated on the map; construction of a data base on CD-ROM. 2. Technology for determination of the current position utilizing map matching and the global positioning system(GPS). A method with improved reliability based on two current position outputs obtained using map matching and the GPS and the mutual compensation method. 3. Software vendor participation technology Utilization of CDCRAFT and methods of determining and setting the destination devised by software vendors. Finally, an outline is given of the course of future development of on-board navigation systems.","PeriodicalId":126255,"journal":{"name":"Vehicle Navigation and Information Systems Conference, 1991","volume":"63 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1991-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115671343","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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