EP0915445B1 - Système de transmission de données de circulation - Google Patents

Système de transmission de données de circulation Download PDF

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Publication number
EP0915445B1
EP0915445B1 EP98118423A EP98118423A EP0915445B1 EP 0915445 B1 EP0915445 B1 EP 0915445B1 EP 98118423 A EP98118423 A EP 98118423A EP 98118423 A EP98118423 A EP 98118423A EP 0915445 B1 EP0915445 B1 EP 0915445B1
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EP
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Prior art keywords
data
traffic
unit
information
message
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EP98118423A
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German (de)
English (en)
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EP0915445A3 (fr
EP0915445A2 (fr
Inventor
Wilhelm Derenne
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Siemens AG
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Siemens AG
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Application filed by Siemens AG filed Critical Siemens AG
Priority to DK98118423T priority Critical patent/DK0915445T3/da
Publication of EP0915445A2 publication Critical patent/EP0915445A2/fr
Publication of EP0915445A3 publication Critical patent/EP0915445A3/fr
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    • 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
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions

Definitions

  • the invention relates to a system for determining on Roads, especially highways-related traffic information, according to the preamble of claim 1.
  • Measuring sections are set up for track-related measuring points, those with traffic sensors, such as induction loops, for vehicle detection and with a traffic data processing device are provided.
  • traffic data like car speed, traffic and traffic density determines and from this certain traffic parameters in one Traffic data processing formed.
  • a measuring section with a specific Length From the traffic data of two such Measuring points are formed traffic characteristics.
  • detectors are known that the Presence and the speed of a moving object can capture. For example, such detectors work after a passive infrared process, which possibly also with Other methods can be combined.
  • So far no procedure is known, nationwide traffic information to record and evaluate. Especially There are no known methods for traffic information variable by route, possibly event-oriented and with low data transfer costs.
  • a low data transfer effort is on the one hand to Implementation of an energy-saving process required on the other hand to be as transparent and easy to maintain Create data stocks.
  • BABSY / X Under the designation Federal Highway System Unix "BABSY / X" is from the company Siemens for testing purposes a traffic management system been installed. It was in the section the A9 between the intersection Neufahrn and the motorway junction Kunststoff-Nord a series of detectors in the form of induction loops arranged and the recorded values online evaluated to determine the current line load. These were then displayed graphically in different colors, where the colors represent a condition code. The System created cost analyzes for different switching states and finally was able to control a line for displaying different variable message signs and driving recommendations to drive.
  • the present invention has the object to provide a nationwide traffic information system that provides reliable and sufficiently meaningful data bases for different traffic information services with simple sensors and low data transmission costs.
  • the system according to the invention is characterized trained that this gathered an archive for and / or processed information, a facility monitoring unit, a data processing monitoring unit as well optionally a time control unit for monitoring of message sequences.
  • the visualization takes place in Windowtechnik and the system includes a dialog mask system.
  • the invention discloses a system for detecting on Roads, especially highways, related traffic information, being local detectors by means of stationary detectors Acquisition cross sections formed, traffic-related measured values recorded, pre-processed by local computer and on a specified data protocol normalized, aggregated and by radio transferred to a higher-level data processing system become.
  • the invention enables the realization of a stepped organized collection and processing system. Thereby can different traffic models to different Steps are applied, which run partly locally, partly centrally.
  • the advantages are that already in the short term results can be achieved by expanding into the individual Stages are consolidated and refined. By the resolution into individual subtasks or stages results in a high Degree of flexibility and reliability through the Formation of fallback levels.
  • Through the local pre-analysis of the Traffic offers opportunities for extremely energy-efficient, Event-oriented data transfer to the parent Data processing systems or centers.
  • stationary detectors positioned at junctions, junctions and the like become.
  • the Arrangement density of the stationary detectors in dependence determined by traffic expectancy estimates are determined by traffic expectancy estimates.
  • traffic engineering critical locations become local detectors and Preprocessing computer arranged, preferably via radio digital technology, the data to higher-level data processing systems or -central forward. There you can then more traffic models are applied to the data.
  • the local acquisition cross section enables the calculation an advanced situation detection.
  • This data can be dynamic State estimates are made to provide improved state estimation in critical sections through connection an adapted system for advanced situation detection to get.
  • the results are detailed distance-related data and finely subdivided situation classifications.
  • information can be a any certainty of the respective estimate.
  • a Correction for very noisy data due to poor data transmission, at longer time intervals or only sporadic data is provided with the invention.
  • the local Preprocessing of the data mean value calculations performed determined from the change in the measured values trend factors, and that from the determined data cyclically condition codes be determined. At least vehicle speed, Traffic and cross-sectional occupancy detected.
  • Measured data are delivered, these are preprocessed, for example by averaging calculations, Plausibility checks and trend factor determinations carried out become. From the changes of the data or the data Even then state codes are determined, for example in the form of a numerical value for states such as free flow of traffic, Danger of congestion, stop and go, traffic jam or stoppage, etc. Evaluation cycles, for example, every 1 to 5 minutes to get voted. However, the evaluation cycle can be variable be determined, for example, depending on the condition codes or the traffic conditions. The same applies the data transfer rate, for example, depending on of the determined condition code is applied, for example with free traffic flow every 30 minutes a transmission with averaging every 5 minutes. Depending on the fault condition the transmission density can be increased. It will be the data transfer rates of adjacent acquisition cross sections balanced.
  • the measured values can be detected by lane, but what is not mandatory, it can also other detection cross sections To be defined. It is also basically possible, vehicle type discrimination values, so for example Trucks, cars and the like to capture.
  • the invention proposes that higher-level data processing systems at least for grouped together be assigned adjacent sensing cross sections.
  • a central office for all acquisition cross-sections of a network or for several are assigned to higher-level data processing systems.
  • the network organization can be done in any stages, what which affects flexibility and data security. Here can use economic parameters as a constraint become.
  • source-destination relationships by analyzing the data of all acquisition cross sections a network determines that the route search data, evaluated for the output of traffic line information, subjected to statistical analysis for clarification and that the data is used to submit traffic development forecasts be evaluated.
  • Main task is to provide such data to prepare for the motor vehicle driver and this to provide appropriate information. It can be for example, travel time displays, route displays, traffic forecasts, Traffic jam ads and the like act. In the individual vehicles, for example, information displays arranged on which the motor vehicle driver their planned routes and travel time information is displayed to get. You can then, for example, under different Alternatives choose the fastest route. Additionally or alternatively, indications of congestion developments, Probabilities regarding further development on the upcoming stretch and the like are displayed. The scope of application is extensive.
  • the invention provides an extremely flexible system, with which by linking different traffic models an almost network-comprehensive, nationwide Traffic information system is buildable, which data for provides a variety of information purposes. It can be conventional and already known models and methods used and combined. Forecasts can be baseline-based Forecasts at measuring points, model-based forecasts for Sections and meshes and additions of un measurable effects be using artificial intelligence. For the calculation averages use common formulas.
  • the system can be supplemented with systems that are time-dependent Standard additional information, for example, time-dependent and distance-related travel time information, contribute.
  • a central traffic computer is installed for traffic data collection, traffic data archiving, traffic data visualization and analysis of the traffic situation.
  • an X25 connection for the data transmission with a Modacom network is installed.
  • the central unit receives the data from the external measuring points via this data connection.
  • the hardware of the control center consists of a PC as a communication computer for the interface to the Modacom network (X25 / Modacom) and a workstation as a traffic and visualization computer.
  • the aforementioned computer components are interconnected in a LAN.
  • Data telegrams are identified by data type numbers, Applications by system-unique application and computer numbers.
  • In the distribution table is stored for a data type, to which applications it should be sent.
  • the application is used for data flow control. She gets via the distributor the data telegrams, their data flow too monitor is. In the parameterization file is deposited, which Data types in which time frame should be monitored.
  • the actions that are executed (sending a telegram), if the receipt of a telegram e.g. for one Measuring cross-section longer than through the associated time grid Specified fails are in another file, after Actions for the reporting system and the visualization are separated parameterized, fixed.
  • sending a telegram if the receipt of a telegram e.g. for one Measuring cross-section longer than through the associated time grid Specified fails are in another file, after Actions for the reporting system and the visualization are separated parameterized, fixed.
  • the message system sent a message telegram that indicates the missing data type indicates and indicates for the particular measuring cross-section how long he has not been received.
  • the aggregation module is carried out that way of the telegrams via the distributor and thus the communication system is monitored.
  • the computer clock is daily by a radio clock driver and one connected to a serial port Radio clock synchronized.
  • the cron is the central point of the UNIX system to kick off cyclically executed applications.
  • the message converter mekonv selects from the message system Messages generated with messages out those who have a Statement about the accessibility of an aggregation module do.
  • the messages are converted into special telegrams and sent to the visualization (via the distributor), so that the state in the detail information about measuring cross sections and sections can be displayed. Every message is repeated cyclically (approximately every 15 minutes), so that after a restart of the visualization after some time current States can be displayed.
  • AM A ggregierungs m odule. Evaluation unit for aggregating the detector measured values and processing the data transmission to the control center.
  • AM-ID A ggregierungs m odul- Id ent ChesNot, unique system-wide application resources program-specific settings that are evaluated by means of functions of the X Window System. Must conform to certain conventions and are defined in application resource files.
  • BABSY / X B UNDES a uto b ahn Sy stem based on UNI X Cadis: C omputer
  • a ided dis patcher here server computer for Modacom communication
  • DAFL D ata fl usskontrolle Detector: smallest physical detection unit
  • DE / DE-channel D ata e nd réelle, smallest logical acquisition unit
  • DT data t yp
  • Kommod Kom munikations mod ul
  • LLI L ogical L ink I dentifier
  • Modacom Mobile data com munication, radio service DeTeMobil.
  • the communication module is for data transmission between the Modacom server on the gateway machine and the others Components of the central computer responsible, as shown in Figure 2 is shown.
  • the Modacom server of the gateway computer handles independently communication with the Modacom network via Datex-P / X.25. It represents the data received from the aggregation modules, reduced by appropriate protocol information about the TCP / IP socket interface available to the communication module.
  • the traffic data will be according to AM-ID, the one in the data block Acquisition time and DE a collection interval assigned and stored in the internal data image. there is determined by the DE-Nr. also the assigned measuring cross section determined.
  • the receiving Applications Via the current and end telegram no. can the receiving Applications detect if there is more data for one Acquisition cycle are expected.
  • the status of the DE contained in the data block is stored internally Image carried. Results from the received data If there is a change, this will be a telegram data type Error status of lanes.
  • the communication module reports the status hourly to the reporting system for reconciliation of the message image with the internal image.
  • the status the ASIM detectors reported by them to the SiAM and also contained in the status byte, is from the communication module prepared for a message and to the message manager Posted.
  • the communication module After the startup of the communication module, it sends to each AM a query telegram to determine the traffic engineering Parameters and status codes of the AM, if the first received telegram of an AM is not a status telegram. The for further processing see 'Status data of an AM'.
  • the received raw traffic data are using traffic engineering Process evaluated.
  • the goal is the investigation selected traffic parameters.
  • the evaluation takes place in three separate stages. The steps differ in the complexity of the procedures used and thus in quality and type of the calculated traffic parameters.
  • the recorded traffic data two ways further processed.
  • the Raw data manipulated by a module for single track simulation shown in Figure 4.
  • the simulation raw data generated in this way are then evaluated parallel to the online data. Online and simulation area of traffic models work independently of each other.
  • the input values of all stages are the measured values of the acquisition cross sections.
  • the transmitted value for q cars is not evaluated. This value is calculated by the traffic models from q car - q trucks .
  • Traffic Model Level 1 (shown in FIG. 5)
  • the missing MQ values are not interpolated. The model then works as if this MQ is not present in the system. If the missing MQ is the only one in a section Thus, the section is treated as a section without MQ.
  • Traffic Model Level 2 (shown in Figure 6)
  • the missing MQ values are not interpolated. The model then works as if this MQ is not present in the system. If the missing MQ is the only one in a section Thus, the section is treated as a section without MQ.
  • Traffic Model Level 3 (shown in Figure 7)
  • Track section is the distance between two nodes. "Segment” is part of the route between two Measuring cross sections.
  • ESE advanced situation detection
  • ESE refers to sections of Extend the measuring cross section to the measuring cross section.
  • these sizes are transferred to stretch sections that refer to the area between two nodes.
  • the message manager shown in FIG. 8 as a structogram is responsible for the receipt, processing and distribution of Responsible for messages sent by processes to the reporting system become. He serves as the central administrator of Data that is correct or incorrect to the operator and observer Show works of the system.
  • the message texts to be output are identified by message number, parameter to replace actual parameters into a basic of message texts defined in the message text file.
  • the message manager consists of the components message processing (MEAU) and message distribution (MEVT). Between these Applications, the message log system MESALOG is interposed, that responsible for the processing of the message texts is. MEAU transfers the message frames of the applications the SIPAX BW.KOM interface contrary and prepares in it contained actual parameters for the transitions to MESALOG on.
  • MEAU transfers the message frames of the applications the SIPAX BW.KOM interface contrary and prepares in it contained actual parameters for the transitions to MESALOG on.
  • MEVT feeds the finished message texts for further processing into the system.
  • the visualization is used to display the results online the different models for determining travel time bands (Cruising speed in the section) and densities, to Display of detailed information of the sections and measuring sections, as well as for the presentation of traffic and operational messages.
  • the visualization system becomes existing components used in the BABSY / X standard system and modified if necessary or extended.
  • Process Image Manager Create and initialize the process image Receiving the data telegrams in internal format Enter the net data into the process image Send the update prompt to GUI
  • the process image is created when the visualization starts and with the static information from the runtime files provided.
  • All data sent during operation for visualization are stored by the PAM in the process image.
  • the process image is kept in a shared memory. All processes resulting from this pool information and data need to have this shared memory in their address space integrated.
  • Pipes are used for interprocess communication within the visualization system: Pipe define source aim description appl_to.dapo Q_APPL_DAPO PBM DAPO Start Telegram appl_to.gui Q_APPL_GUI PAM, MEM GUI Update, messages appl_to.mem Q_APPL_MEM all applications MEM internal visualization messages gui_to.pbm Q_GUI_PBM GUI PBM Start Telegram dapi_to.pam Q_DAPI_PAM DAPI PAM Telegrams in internal format
  • GUI Graphic Process
  • the input data is visualized in the following form:
  • Assigned route section is set with the Color colored for misrecognition.
  • the detailed info mask displays the error status.
  • the raw traffic data is displayed in alphanumeric (table) and graphical (Traffic data recorder) form displayed. If the message mask is displayed when receiving new data, the display is updated.
  • the message text appears in the message line and the message overview entered for operating messages. Is the message as acknowledged receipt, is additionally a receipt form displayed. Is the parameterized number simultaneously opened message window, so be new incoming acknowledged messages buffered. Only after acknowledgment of a message, the next message from the buffer.
  • the message text appears in the message line and the message overview registered for traffic information. Is the Message marked as requiring acknowledgment will be added a receipt form appears. Is the parameterized Number of simultaneously opened message windows reached, so newly arriving acknowledged messages are buffered. Only after acknowledgment of a message becomes the next one Message from the buffer displayed.
  • the data is written in alphanumeric Form displayed. Is the message mask when receiving new data is displayed, the display is updated.
  • the assigned section in the "Cruise Standard” and “Density Standard” overviews are colored according to the thresholds and color codes that have been set.
  • the detailed infomask displays the data in alphanumeric form. If the message mask is displayed when receiving new data, the display is updated.
  • the archive receives via message queue data and message frames and writes them in archive files that are stored in the so-called "archive area" the hard disk.
  • a backup mechanism activates the data of the previous day compressed.
  • the compressed data can be on DAT tape be secured. The initiation of a backup is done manually through the operator.
  • the directory structure is structured as follows: For the online data: / ⁇ ARCHIVE root> / ⁇ data type> / ⁇ date> / ⁇ ID> For the simulation data: ./ ⁇ ARCHIVE root> / SIM / ⁇ data type> / ⁇ date> / ⁇ ID>
  • the Einspurer linear of traffic data is by feeding simulated by manipulated raw data (see Figure 10). To a lane is selected for each MQ from the recorded data, from whose data the traffic data of the total cross section be extrapolated. The thus determined data record is distributed to the traffic models and processed there. The Processing of extrapolated data in traffic models is no different from editing online data.
  • Archived data can be read in on an offline computer and the traffic models are fed back (see FIG 11).
  • the processing differs in the traffic models not from the processing in the online case.
  • the time range to be simulated is controlled by a flow control module selected.
  • the operation of the offline simulation is controlled at the shell level.
  • An X-Window system is a graphical standardized window system and thus an international defacto standard for UNIX systems. It is a computer and operating system independent Window system with graphical user interface, the simultaneous working with several processes allows. It is color graphics capable, works object oriented and mouse assisted.
  • the client / server concept can be used by applications on other UNIX machines, while the data entry and output for these processes at the local workstation he follows.
  • the users communicate with each other via windows the operating system and applications.
  • the interface is divided into a menu bar, two interaction areas and a message line.
  • About the menu bar can the operator selects the individual graphs, Get detailed information, display messages, etc.
  • In one Interaction area will be the results of each procedure shown graphically.
  • the message line will show the last incoming traffic or operating message displayed.
  • the representation in an interaction area takes place in form a schematic overview in Figure 12 on the highway network in the Cologne / Bonn area.
  • the highways are in the area subdivided into sections of the test area due to the inputting data in stages.
  • a map can be inserted into the background of the interaction areas (menu item Graphics ⁇ Map ).
  • the results of the various Models for determining travel time bands (Cruising speed in section) and densities shown online The presentation can be based on full track data or the single track simulation.
  • the display of Simulation data is given by the coloring of the headline of the corresponding interaction area.
  • step color code Density [Fz / Km] Speed [Km / h] No data Light Blue --- step 1 green ⁇ 20 > 120 Level 2 yellow ⁇ 40 > 100 level 3 orange ⁇ 60 > 80 Level 4 red ⁇ 80 > 40 Level 4 magenta > 80 ⁇ 40 error black --- ---
  • Thresholds and color codes are defined in the application resource file.
  • icons for displaying traffic congestion are displayed at the appropriate places.
  • the symbols display a disturbance / congestion alert (from level 2) and a situation number (from level 3).
  • symbols for traffic disruptions that result from data from the full trace detection are displayed only in the graphics for the original data.
  • Symbols for noise due to simulation data are displayed in the graphics for the online simulation.
  • the symbols are constructed as shown in FIG. 13:
  • situation number description 0 no traffic jam detected 1 traffic congestion 2 structural bottleneck 3 compression 4 immigrating traffic jam 5 dammed section 6 slow-moving traffic
  • a pop-up menu appears on the screen at the current position of the mouse pointer.
  • the enlargement or reduction factor is the zoom factor set in the Graphic / Layout mask.
  • For the sensitive objects in the overview diagrams can by selection with the left or right mouse button each in conjunction with a modifier key (SHIFT or CTRL) additional information.
  • a short info to the Object is obtained by clicking with the right mouse button without operation of a modifier.
  • the results of the various models for determining the cruising speeds and densities are visualized by coloring the corresponding sections of the route.
  • the input data is divided into levels based on threshold values. After selecting this menu item, a mask shown in FIG. 15 is displayed, in which the currently set color codes and threshold values are displayed.
  • Operating messages are messages about detected device malfunctions, i.e. External system faults or internal system faults.
  • Important messages are sent to the operator in a manner shown in FIG. 17 presented presented message dialog for acknowledgment.

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  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Closed-Circuit Television Systems (AREA)
  • Selective Calling Equipment (AREA)

Claims (22)

  1. Système de détermination d'informations de circulation sur routes, notamment sur autoroutes, avec à chaque fois au moins une unité d'acquisition, une unité de communication de données d'entrée, une unité de traitement de données pour la production d'ensembles de messages, une unité de gestion de messages pour la préparation d'ensembles de messages, une unité de communication de données de sortie pour l'envoi d'informations à des répartiteurs ainsi qu'une unité de visualisation pour la représentation d'informations, caractérisé par le fait qu'il comporte une unité de surveillance de flux de données et que, pour le prétraitement local des données, la vraisemblance de celles-ci peut être vérifiée à l'aide de comparaisons avec des modèles.
  2. Système selon la revendication 1, caractérisé par le fait qu'il comporte des archives pour des informations acquises et/ou traitées.
  3. Système selon au moins l'une des revendications précédentes, caractérisé par le fait qu'il comporte au moins une unité de surveillance d'installation.
  4. Système selon au moins l'une des revendications précédentes, caractérisé par le fait qu'il comporte une unité de surveillance de traitement de données.
  5. Système selon au moins l'une des revendications précédentes, caractérisé par le fait qu'il comporte une unité de contrôle de temps pour la surveillance de successions de messages.
  6. Système selon au moins l'une des revendications précédentes, dans lequel des sections d'acquisition locales sont formées au moyen de détecteurs stationnaires et des valeurs mesurées se rapportant à la circulation sont acquises, sont préalablement traitées au moyen d'ordinateurs locaux, sont normalisées selon un protocole de données prédéterminé, sont regroupées et peuvent être transmises par transmission sans fil à une installation de traitement de données de rang supérieur.
  7. Système selon la revendication 6, caractérisé par le fait que des détecteurs stationnaires sont positionnés à des points d'accès d'autoroutes, à des échangeurs ou autres.
  8. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que la densité d'installation des détecteurs stationnaires est déterminée en fonction d'estimations de la circulation.
  9. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que des facteurs de tendance peuvent être déterminés à partir de la variation des valeurs mesurées.
  10. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que des codes d'état peuvent être déterminés régulièrement à partir des données déterminées.
  11. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que les valeurs mesurées peuvent être acquises en rapport à la voie de circulation.
  12. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que des installations de traitement de données de rang supérieur sont associées au moins à des sections d'acquisition voisines et réunies en groupes.
  13. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que, comme installation de traitement de données de rang supérieur, un central est associé à toutes les sections d'acquisition d'un réseau ou à plusieurs installations de traitement de données de rang supérieur.
  14. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que, dans au moins une installation de traitement de données de rang supérieur, des informations de circulation se rapportant à un trajet peuvent être calculées en combinant les données transmises de sections d'acquisition voisines.
  15. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que des évaluations de données centrales peuvent être effectuées pour la détection d'incidents anormaux.
  16. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que les données peuvent être évaluées pour la recherche d'itinéraire.
  17. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que les données peuvent être évaluées pour la délivrance d'informations de gestion de la circulation.
  18. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que les données peuvent être évaluées pour la délivrance de pronostics d'évolution de la circulation.
  19. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que les données peuvent être évaluées pour la délivrance d'informations de temps de parcours.
  20. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que les données peuvent être évaluées pour la délivrance d'informations sur des embouteillages.
  21. Système selon au moins l'une des revendications précédentes, caractérisé par le fait que la visualisation s'effectue avec une technique Windows.
  22. Système selon au moins l'une des revendications précédentes, caractérisé par le fait qu'il comporte un système de masque de dialogue.
EP98118423A 1997-10-06 1998-09-29 Système de transmission de données de circulation Expired - Lifetime EP0915445B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DK98118423T DK0915445T3 (da) 1997-10-06 1998-09-29 System til fremskaffelse af trafikinformationer

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19744033 1997-10-06
DE19744033 1997-10-06

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EP0915445A2 EP0915445A2 (fr) 1999-05-12
EP0915445A3 EP0915445A3 (fr) 2000-08-02
EP0915445B1 true EP0915445B1 (fr) 2005-06-29

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EP (1) EP0915445B1 (fr)
AT (1) ATE298914T1 (fr)
DE (1) DE59812892D1 (fr)
DK (1) DK0915445T3 (fr)
ES (1) ES2244026T3 (fr)
PT (1) PT915445E (fr)

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DE10022812A1 (de) * 2000-05-10 2001-11-22 Daimler Chrysler Ag Verfahren zur Verkehrslagebestimmung auf Basis von Meldefahrzeugdaten für ein Verkehrsnetz mit verkehrsgeregelten Netzknoten

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WO1994011839A1 (fr) * 1992-11-19 1994-05-26 Kjell Olsson Procede de prevision de parametres de circulation

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ES2244026T3 (es) 2005-12-01
EP0915445A3 (fr) 2000-08-02
DE59812892D1 (de) 2005-08-04
ATE298914T1 (de) 2005-07-15
EP0915445A2 (fr) 1999-05-12
PT915445E (pt) 2005-11-30
DK0915445T3 (da) 2005-10-17

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