EP0292897B1 - Méthode d'évaluation du temps de voyage mesuré dans des véhicules au moyen d'un dispositif de guidage et d'informations dans un système de guidage et d'informations - Google Patents

Méthode d'évaluation du temps de voyage mesuré dans des véhicules au moyen d'un dispositif de guidage et d'informations dans un système de guidage et d'informations Download PDF

Info

Publication number
EP0292897B1
EP0292897B1 EP88108163A EP88108163A EP0292897B1 EP 0292897 B1 EP0292897 B1 EP 0292897B1 EP 88108163 A EP88108163 A EP 88108163A EP 88108163 A EP88108163 A EP 88108163A EP 0292897 B1 EP0292897 B1 EP 0292897B1
Authority
EP
European Patent Office
Prior art keywords
traffic
route
time
guidance
travel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88108163A
Other languages
German (de)
English (en)
Other versions
EP0292897A2 (fr
EP0292897A3 (en
Inventor
Romuald Dipl.-Ing. Von Tomkewitsch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to AT8888108163T priority Critical patent/ATE104788T1/de
Publication of EP0292897A2 publication Critical patent/EP0292897A2/fr
Publication of EP0292897A3 publication Critical patent/EP0292897A3/de
Application granted granted Critical
Publication of EP0292897B1 publication Critical patent/EP0292897B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096805—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route
    • G08G1/096811—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
    • G08G1/096844—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route where the complete route is dynamically recomputed based on new data

Definitions

  • the invention relates to a method for evaluating the travel time measured in vehicles by means of a guidance and information device in a guidance and information system for individual traffic, with digitized road network map that can be stored in a location and navigation computer of the guidance and information device, two of which A route section is formed in the nodes of the road network and a partial route is formed from two guidance points, each with its own address, and the travel time is measured with a travel time measuring device of the guidance and information device.
  • Traffic management and information systems are generally known. With such a control system, individual vehicles can be guided individually from a respective starting point to a destination that can be entered.
  • the European patent specification 00 21 060 describes a guidance system for individual traffic, in which guidance information for all the vehicles in question is radiated from individual guidance beacons to all passing vehicles. The recommendation for a specific destination is selected in the vehicle.
  • the guide beacons are each arranged at greater distances from one another. The routes between them are described as a sequence of path vectors. It is provided that guidance beacons are given to the vehicles in the form of a chain of guidance vectors.
  • EP-A-0 025 388 describes a traffic management and information system which has the aim of detecting the occurrence of traffic jams. For this purpose, two parameters are recorded, on the one hand the ratio of the sum of all vehicle lengths on a certain lane section to the length of this lane section and on the other hand the average speed of the vehicle in a certain period T on this lane section.
  • European Patent 00 29 201 describes a method for recording traffic data in a guidance and information system for individual traffic.
  • the known method describes a travel time measuring device in the vehicle with which the travel time is measured individually between the individual guide points of a guide vector chain. The travel time within a section or section of a route is made up of several times.
  • a standstill which may be due to traffic, such as is caused, for example, by traffic jams or stops before traffic signals.
  • the standstill can also not be due to traffic, as can be caused, for example, by stopping with the engine running, because quick cigarettes or a newspaper are fetched or because, for example, a taxi driver pays the passenger with the engine running.
  • Falsified travel times determined in this way are, however, not meaningful if travel time forecasts and situation-related route optimizations are to be created with the aid of a central control computer.
  • it has already been proposed to reduce such false travel times by averaging the measured values of several vehicles.
  • smoothing inevitably requires longer reaction times to real traffic jams. Delays in reaction are undesirable, however, because the benefits of a system for dynamic traffic control depend to a large extent on its ability to react quickly to unexpected traffic jams.
  • the congestion time contained in the travel time per partial route is calculated from the sum of all time intervals at which the vehicle speed is below a predetermined limit speed that the number of deceleration processes in the location and navigation computer Limit speed is measured for each section and a weight factor is formed from it, that the respective weight factors associated with the congestion times are transmitted to a central traffic and information control computer, that the respective travel and congestion time is evaluated as a function of the size of the weight factor, and that with These evaluated travel and traffic jam times, on the one hand, new alternative route recommendations are worked out and, on the other hand, they are evaluated for traffic light control systems.
  • an analysis of the vehicle movement forms a weight factor that describes the credibility of a traffic jam message.
  • the measured congestion times are evaluated depending on the size of the associated weight factor and only congestion times with sufficiently large weight factors are used for further processing in the host computer.
  • control and information system for dynamic traffic control can respond to real traffic jams relatively early by giving special route recommendations to the individual vehicles or by better adapting the switching program of a traffic light system to the actual traffic volume in order to reduce the length of traffic jams .
  • the weight factor For the method according to the invention, it is expedient to form a plurality of speed classes to form the weight factor, which, for example, comprise a speed range of 5 km each per hour. Six speed ranges result in a limit speed of 30 km per hour.
  • the weighting factors for evaluating the measured congestion time are standardized by dividing the number of transitions from one speed range to a next lower one in the area of a partial distance by the number of transitions that are necessary for a stopping process from a speed exceeding the limit speed is inevitably given. If the standardized weight factor is greater than or equal to a limit value, for example two, the associated congestion time is assessed as the real congestion time. If the normalized weight factor has a value which is below this limit value, for example two, the congestion time can be evaluated in a known manner by running averaging.
  • the weight factors added to the traffic jam time measurements are used to assess the credibility of travel times.
  • the congestion times are measured separately for each section, which are limited by two control points, which are generally two signaling systems. Travel times are generally measured for entire sections of the route, ie routes between two nodes in the main node network. They can contain several control points or light signal systems.
  • the addition of the weight factors of all congestion times of a route section in the central control computer makes sense, because the weight factors are nothing else than the number of (standard) deceleration processes during the slow movement of a pent-up column.
  • the functional principle of the control and information system is shown schematically in FIG.
  • the vehicle FZ there is a guidance and information device LIE, which has a locating device O with a magnetic field probe MS and a wheel pulse generator RIG, and a navigation device N with an operating device BG, with a travel time measuring device RZM and with an infrared transmitter SF and an infrared receiver EF.
  • the operating device BG has an input keyboard ET, a target memory ZSp and, for example, a direction indicator ANZ.
  • the common travel and congestion times, including the weighting factors, are transmitted via the vehicle transmitter SF of the vehicle FZ to the beacon LB, which is mounted on the roadside, for example on a mast SM on a light signaling system LSA.
  • beacon LB is connected to the beacon electronics BE, which can be accommodated in the traffic switching device VSG.
  • the traffic switching device VSG is connected to the traffic and information control computer VLR, which is located in a traffic control and information center VLZ, via a data line DL.
  • VLR traffic and information control computer
  • Fig. 2 shows the scheme of a road network in a limited area.
  • the intersections or nodes K1, K2 and K3 are shown, each with a beacon.
  • their functions of sending control information (LB1, LB2) and receiving time measurements (MB1, MB2, MB3) are shown separately.
  • a vehicle FZ1 approaching the node K1 receives the guidance recommendation from the beacon LB1 to use the route to the node K2 described by the guidance point LP1, LP2 to LP5.
  • the control and information device LIE in the vehicle FZ measures the respective travel times between the mentioned control points LP1 to LP5.
  • it passes through the node K2 it transmits the measured travel times to the measuring beacon MB2, which in turn forwards it to the traffic control computer VLR.
  • the vehicle FZ3 is routed from the node K1 via the through the control points LP1, LP2, LP3 and LP7 to the node K3 and there reports the measuring beacon MB3 which sections and which times it has in common on these. Further details of the known travel time measurement are described in European patent specification 00 29 201.
  • the speed v (km / h) is plotted over the distance s covered in meters (m).
  • the congestion time tSt per section is determined from the sum of all time intervals tStn, tSt (n + 1) at which the vehicle travels at a speed which is below a certain limit speed vSt.
  • FIG. 4 also shows a speed profile of a vehicle over the distance s using an example of a measurement run in the backflow area in front of an overloaded traffic light system.
  • the travel time tR is also plotted as a function of the path s in FIG.
  • the path s is plotted in meters (m) on the abscissa, the zero point being entered on the right and the stop line HL being drawn in on the left of the zero point (traffic signal system).
  • the speed v is plotted on the right ordinate in kilometers per hour (km / h).
  • the travel time tR in seconds (sec) is plotted on the left coordinate.
  • FIG. 5 also shows a speed profile, for a test run of a vehicle that stops once and then has to wait a second time in front of a traffic light system at the stop line HL, it can be seen that a completely different situation must exist.
  • the vehicle also stops about 520 m in front of the stop line using the example of FIG. 5.
  • it only starts again after a time of approx. Four minutes (240 sec), until it finally has to wait in front of the traffic light system (HL) to continue driving after about 40 more seconds.
  • the travel time is approximately 360 seconds.
  • the control system In the first case (Fig. 4) it is due to traffic, in the second case (Fig. 5) it is most likely due to other reasons.
  • the control system In the first case, the control system must recognize a traffic-related traffic jam and react accordingly, in the second case this would be wrong and an alternative route recommendation is unfounded.
  • the typical difference between the two routes is striking.
  • the speed profile v in FIG. 4 is characterized by a relatively large number of acceleration and deceleration processes.
  • the speed curve v shown in FIG. 5 even runs through a larger speed range between the two stops, but has significantly fewer changes.
  • the method according to the invention therefore measures the number of transitions from one speed class to the next lower one and uses this as a weight factor for evaluating the measured congestion time.
  • a standardized weighting factor GN In order to obtain smaller and clearer numerical values, it is advisable to form a standardized weighting factor GN.
  • Each congestion time TSt which is measured by the navigation computer ONR and the travel time measuring devices RZM in the vehicles FZ, is supplemented with a weight factor G or GN.
  • the weight factors can be calculated relatively easily from the temporal density of the path impulses in the vehicle navigation computer. Measurements with normalized weighting factors of 0 and 1 are expediently dealt with by continuous averaging, as is already known. In green waves, the frequency of occurrence of standardized weighting factors GN ⁇ 1 can be used for a first rough assessment of the quality of the green wave.
  • Weight factors of GN ⁇ 2 mean that vehicles entering the backwater area of an intersection when there is a red signal cannot pass through the next green. Weight factors of GN ⁇ 2 are therefore used to record traffic jam time lines in the traffic control computer for all the entrances to the traffic light system in question. Significantly different weighting factors for the traffic flows at an intersection can be a clear indication, in contrast to the normally measured congestion time, that the green time distribution no longer corresponds to the actual traffic volume.
  • the measured travel time is also evaluated using the weight factors added to the traffic jam time measurements.
  • the congestion times are measured separately for each section, which is limited by two control points.
  • the travel time is for entire sections of the route, i.e. the distance between two nodes in the road network, measured.
  • the travel times can include several guiding points or light signal systems.
  • the weighting factors of all congestion times of a section of the route are added in the central control computer. An addition makes sense because the weight factors are nothing other than the number of (standard) deceleration processes in a pent-up column.
  • the length of a traffic jam can also be derived indirectly if one assumes that the speed curve v shown is typical for a pent-up column according to FIG. 4, and that a switching cycle of the signal system of e.g.
  • the weight factor GN increases by one value in each 100 m of stowage length.
  • the sum of the weight factors for a route section or a partial route can therefore serve as an indirect measure of the amount of the pent-up vehicles on this route.

Claims (5)

  1. Procédé d'évaluation la durée du voyage (TR), mesurée dans des véhicules (FZ) à l'aide d'un dispositif de guidage et de transmission d'informations (LIE), dans un système de guidage et de transmission d'informations pour le trafic individuel, avec un plan numérisé du réseau routier, qui peut être mémorisé dans un ordinateur de repérage et de navigation (ONR) du dispositif de guidage et de transmission d'informations (LIE), chaque deux noeuds de trafic (K1,K2,...) du réseau routier maillé formant une section de trajet et chaque noeud de trafic (K1,K2) comportant des balises de guidage (LB1, LB2) destinées à émettre des informations de guidage, et chaque deux points de guidage (LP1, LP2, ...) forment un trajet partiel, et, aux points de guidage (LP1,LP2), des informations de guidage pour le trajet partiel immédiatement suivant, auquel est associée une adresse particulière, étant présentées au conducteur du véhicule, et, en outre, la durée du voyage (TR) étant mesurée à l'aide d'un dispositif (RZM) de mesure de la durée du voyage du dispositif de guidage et de transmission d'informations (LIE),
    caractérisé en ce qu'il consiste, pour chaque trajet partiel, à calculer la durée d'attente Tst, qui fait partie de la durée du voyage TR, à partir de la somme de tous les intervalles de temps tSt1, tSt2, ..., pendant lesquels la vitesse du véhicule est inférieure à une vitesse limite prescrite, à mesurer, dans le calculateur de repérage et de navigation (ONR), le nombre des décélérations en-dessous de la vitesse limite vSt et à en former pour chaque trajet partiel un facteur de pondération G, à transmettre les facteurs de pondération G respectifs, associés aux durées d'attente TSt en même temps que ces durées à un ordinateur central de guidage du trafic et d'envoi d'informations (VLR), à évaluer chaque durée de voyage et d'attente en fonction de la valeur du facteur de pondération, et, au moyen de ces durées évaluées de voyage et d'attente, à élaborer d'une part de nouvelles recommandations d'autres itinéraires et d'autre part à les exploiter pour commander des installations à feux de signalisation.
  2. Procédé suivant la revendication 1, caractérisé par le fait que, pour former le facteur de pondération G, on forme un nombre n de classes de vitesse v1 à vn, et on détermine le nombre ü des passages dans chaque classe de vitesse immédiatement inférieure, le nombre ü des passages correspondant au facteur de pondération G.
  3. Procédé suivant la revendication 2, caractérisé par le fait qu'à partir du nombre n+1 de passages limites ü des classes de vitesse v1 à vn et à partir du facteur de pondération G (G = ü), on calcule un facteur de pondération normalisé GN conformément à la relation
    Figure imgb0004
     et que des facteurs de pondération normalisés GN, qui sont supérieurs ou égaux à une valeur limite déterminée (par exemple 2), ont la durée d'attente associée TSt en tant que durée d'attente vraie, et, de ce fait, déclenchent une réaction immédiate de l'ordinateur de guidage de trafic (VLR) destinée à influencer des installations à feux de signalisation.
  4. Procédé suivant la revendication 3, caractérisé en ce qu'il consiste à évaluer les durées d'attente TSt mesurées par un facteur de pondération normalisé associé GN, qui est inférieur à la valeur limite déterminée (par exemple 2), au moyen d'une formation continue de la valeur moyenne, de manière à limiter une influence indésirable de processus d'arrêt non dus au trafic.
  5. Procédé suivant l'une des revendications précédentes, caractérisé en ce qu'il consiste à évaluer la durée du voyage TR mesurée dans une section de trajet par les facteurs de pondération G et GN des durées d'attente TSt associées, en additionnant les facteurs de pondération de toutes les durées d'attente des trajets partiels dans l'ordinateur de guidage du trafic et d'envoi d'informations (VLR), et à accélerer la réaction de l'ordinateur central de guidage du trafic (VLR) à des durées de voyage excessives en fonction de la valeur de ce facteur somme calculé, pour la sélection d'autres itinéraires.
EP88108163A 1987-05-25 1988-05-20 Méthode d'évaluation du temps de voyage mesuré dans des véhicules au moyen d'un dispositif de guidage et d'informations dans un système de guidage et d'informations Expired - Lifetime EP0292897B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT8888108163T ATE104788T1 (de) 1987-05-25 1988-05-20 Verfahren zur bewertung der in fahrzeugen mittels einer leit-und informationseinrichtung gemessenen reisezeit in einem leit- und informationssystem.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3717550 1987-05-25
DE3717550 1987-05-25

Publications (3)

Publication Number Publication Date
EP0292897A2 EP0292897A2 (fr) 1988-11-30
EP0292897A3 EP0292897A3 (en) 1990-05-09
EP0292897B1 true EP0292897B1 (fr) 1994-04-20

Family

ID=6328343

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88108163A Expired - Lifetime EP0292897B1 (fr) 1987-05-25 1988-05-20 Méthode d'évaluation du temps de voyage mesuré dans des véhicules au moyen d'un dispositif de guidage et d'informations dans un système de guidage et d'informations

Country Status (3)

Country Link
EP (1) EP0292897B1 (fr)
AT (1) ATE104788T1 (fr)
DE (1) DE3889144D1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19917154B4 (de) * 1999-04-16 2013-09-05 Deutsche Telekom Ag Verfahren zum Erkennen von Stausituationen auf Straßen und Fahrzeuggeräte mit einer Einheit zur Durchführung des Verfahrens
DE19964644B3 (de) * 1999-04-16 2015-02-05 Deutsche Telekom Ag Verfahren zum Erkennen von Stausituationen auf Straßen und Fahrzeuggeräte mit einer Einheit zur Durchführung des Verfahrens

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2642875B1 (fr) * 1989-02-03 1994-02-18 Urba 2000 Systeme de collecte et de diffusion d'informations pour automobilistes
EP0516215B1 (fr) * 1991-05-27 1997-10-01 Koninklijke Philips Electronics N.V. Procédé pour collecter de l'information routière et dispositif pour la mise en oeuvre de ce procédé
KR920022001A (ko) * 1991-05-27 1992-12-19 프레데릭 얀 스미트 교통 정보 수집 방법 및 이 방법을 수행하기 위한 시스템
EP0815547B2 (fr) † 1995-03-23 2006-08-30 T-Mobile Deutschland GmbH Procede et dispositif de determination d'informations dynamiques sur la circulation
EP0849718A1 (fr) * 1996-12-16 1998-06-24 MANNESMANN Aktiengesellschaft Procédé et dispositif pour transmettre des informations routières relatives à un réseau de transport et représentant des situations routières d'un centre de trafic à un terminal dans un véhicule
EP0992031A1 (fr) 1997-06-24 2000-04-12 Siemens Aktiengesellschaft Procede pour determiner la duree d'un trajet en fonction du moment de la journee
DE19942847A1 (de) * 1999-09-08 2001-03-15 Bosch Gmbh Robert Verfahren zum Betrieb eines Navigationssystems für ein Kraftfahrzeug
DE10015936C2 (de) 2000-03-30 2002-06-13 Bosch Gmbh Robert Verfahren zur Strassenklassenbewertung in Navigationssystemen
JP2002190091A (ja) 2000-12-20 2002-07-05 Pioneer Electronic Corp 走行時間設定方法および装置並びにこれを利用した経路計算方法および装置
AT500265A1 (de) * 2004-05-03 2005-11-15 E & C Engineering & Consulting Verfahren zur bemessung von mautgebühren
AU2005100125B4 (en) * 2005-02-11 2006-11-30 Mojarrabi, Bahram Mr Scale free network of urban traffic
DE102005035205B3 (de) * 2005-07-27 2006-12-28 Siemens Ag Verfahren, System, sowie Steuereinheit zur Navigation eines Fahrzeugs in einem Straßennetz
DE102005035431B3 (de) * 2005-07-28 2007-04-19 Siemens Ag Navigationsverfahren
CN113903169B (zh) * 2021-08-23 2022-10-28 深圳市金溢科技股份有限公司 一种交通优化方法、装置、电子设备及存储介质

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2923634C2 (de) * 1979-06-11 1985-01-17 Siemens AG, 1000 Berlin und 8000 München Leitsystem für den Individualverkehr
FR2465283A1 (fr) * 1979-09-07 1981-03-20 Thomson Csf Dispositif de mesure du trafic routier, et systeme de signalisation comportant un tel dispositif
DE2945852A1 (de) * 1979-11-13 1981-05-21 Siemens AG, 1000 Berlin und 8000 München Verfahren zur verkehrserfassung in einem leit- und informationssystem fuer den individualverkehr

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19917154B4 (de) * 1999-04-16 2013-09-05 Deutsche Telekom Ag Verfahren zum Erkennen von Stausituationen auf Straßen und Fahrzeuggeräte mit einer Einheit zur Durchführung des Verfahrens
DE19964644B3 (de) * 1999-04-16 2015-02-05 Deutsche Telekom Ag Verfahren zum Erkennen von Stausituationen auf Straßen und Fahrzeuggeräte mit einer Einheit zur Durchführung des Verfahrens

Also Published As

Publication number Publication date
EP0292897A2 (fr) 1988-11-30
DE3889144D1 (de) 1994-05-26
EP0292897A3 (en) 1990-05-09
ATE104788T1 (de) 1994-05-15

Similar Documents

Publication Publication Date Title
EP0292897B1 (fr) Méthode d'évaluation du temps de voyage mesuré dans des véhicules au moyen d'un dispositif de guidage et d'informations dans un système de guidage et d'informations
DE69917543T2 (de) Verkehrsinformationübermittlungssystem
EP1695317B1 (fr) Identification d'etat du trafic par un procede de valeurs seuils
EP3042368B1 (fr) Procede, systeme d'evaluation et vehicule pour anticiper au moins un parametre d'un bouchon
EP0931301B1 (fr) Procede et dispositif pour la transmission de donnees pour l'evaluation de la situation du trafic
EP0740280B1 (fr) Méthode de détection des pertubations pour trafic routièr
EP0750774B1 (fr) Procede de detection du trafic et de situations de trafic sur des axes routiers, de preference sur des autoroutes
EP2826031B1 (fr) Procédé pour la détection d'un embouteillage au moyen d'une communication sans fil voiture-à-voiture
DE19611379C2 (de) Fahrzeugsteuersystem
DE112010005667B4 (de) Ampelzyklusschätzvorrichtung und Ampelzyklusschätzverfahren
EP0020939A1 (fr) Procédé et dispositif pour le guidage de véhicules terrestres
EP1303845B1 (fr) Procede de determination d'informations relatives a la situation du trafic
DE102008007481A1 (de) Kollisionsvermeidungssystem und -verfahren zum Detektieren von Überführungsorten unter Verwendung einer Datenzusammenführung
EP1061491B1 (fr) Procédé de filtrage de données du trafic pour déterminer la vitesse sur les routes
EP0789341A1 (fr) Détection de bouchon de circulation embarquée dans le véhicule
DE3830598C2 (fr)
DE19725556A1 (de) Verfahren und Vorrichtung zur Verkehrszustandsprognose
DE69932287T2 (de) Detektionssystem von bewegenden Einheiten
DE102008025707A1 (de) Verfahren und Vorrichtung zum Bestimmen einer Verkehrsführungsinformation für ein Fahrzeug
EP1262934B1 (fr) Méthode pour la detection de la situation du trafic routier
DE4041149C1 (en) Vehicle type classification within traffic flow - comparing vehicle silhouette with patterns stored in memory
DE10133001A1 (de) Verfahren zur Ermittlung von Verkehrslageinformationen
EP3096305B1 (fr) Procédé de calcul de vitesse de véhicules et vérification autonome de plausibilité
EP0024010A1 (fr) Système de transmission d'informations pour véhicules
EP1249811A2 (fr) Procédure pour afficher l'intervalle de temps d'un véhicule au véhicule de devant

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE CH DE FR GB IT LI NL

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE CH DE FR GB IT LI NL

17P Request for examination filed

Effective date: 19901026

17Q First examination report despatched

Effective date: 19921208

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE CH DE FR GB IT LI NL

REF Corresponds to:

Ref document number: 104788

Country of ref document: AT

Date of ref document: 19940515

Kind code of ref document: T

REF Corresponds to:

Ref document number: 3889144

Country of ref document: DE

Date of ref document: 19940526

ITF It: translation for a ep patent filed

Owner name: STUDIO JAUMANN

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 19940627

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 19960515

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 19960821

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: AT

Payment date: 19970512

Year of fee payment: 10

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19970531

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19970531

Ref country code: BE

Effective date: 19970531

BERE Be: lapsed

Owner name: SIEMENS A.G.

Effective date: 19970531

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19980520

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20010511

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20010514

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20010522

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20010720

Year of fee payment: 14

REG Reference to a national code

Ref country code: GB

Ref legal event code: IF02

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20020520

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20021201

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20021203

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20020520

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20030131

NLV4 Nl: lapsed or anulled due to non-payment of the annual fee

Effective date: 20021201

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20050520