EP1110195B1 - Procede de surveillance du trafic et de regulation de la circulation des vehicules dans un reseau routier - Google Patents

Procede de surveillance du trafic et de regulation de la circulation des vehicules dans un reseau routier Download PDF

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Publication number
EP1110195B1
EP1110195B1 EP99941527A EP99941527A EP1110195B1 EP 1110195 B1 EP1110195 B1 EP 1110195B1 EP 99941527 A EP99941527 A EP 99941527A EP 99941527 A EP99941527 A EP 99941527A EP 1110195 B1 EP1110195 B1 EP 1110195B1
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traffic
free
slow
states
moving
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EP1110195A2 (fr
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Boris Kerner
Hubert Rehborn
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Mercedes Benz Group AG
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DaimlerChrysler AG
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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

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  • the invention relates to a method for monitoring the state of traffic in a road network after Preamble of claim 1 and a method for traffic-dependent Vehicle inflow control according to the generic term of claim 9.
  • the traffic condition is here for the respective monitoring point of the road traffic network up-to-date by attaching appropriate sensors detected, and / or the traffic condition there in advance predicts.
  • a corresponding is usually used for this designed traffic control computer, the measurement data and preferably also empirically determined traffic state expected values via the at the relevant monitoring point traffic condition to be expected at the relevant time evaluates.
  • the traffic condition information determined in this way can then be used for different purposes e.g. for travel time forecast, for dynamic route planning and traffic management interventions such as the control of the Vehicle inflow at access points to a respective section of the transport network, the term "control" being used here for the sake of simplicity in its further, besides actual Controls should also be understood in a comprehensive sense.
  • synchronized Traffic also known as slow-moving traffic or column traffic
  • the traffic volume i.e. the traffic flow
  • the traffic density however significantly higher and therefore the speed of the vehicles is significantly smaller than in free traffic, which is the travel time very much increased. Because of the higher traffic density overtaking maneuvers are hardly possible, which is why the vehicle speed in one place in the different lanes a multi-lane (express) road synchronized if all Lanes are on a route.
  • Vehicle inflow control also called inflow metering
  • inflow metering represents one of the possibilities with a recognized or predicted traffic disruption controlling in the traffic flow intervene and thereby prevent the occurrence of faults or at least to keep the consequences as low as possible, to minimize travel time loss and performance to maximize the streets.
  • inflow metering for Access to expressways. So there was often one in the United States simple strategy to use, the access roads when Easy to close traffic jams, but there were also procedures used where the sum of inflow and upstream Measurement compared to the downstream capacity of the Road was used as a criterion for restricting inflow, see L.E. Lipp, L.J. Corcoran, A.H.
  • the invention is a technical problem of providing a method for traffic condition monitoring at the beginning mentioned type and such a monitoring procedure vehicle flow control method using which the traffic condition, particularly with regard to phase transitions between free and synchronized traffic and / or reliably monitored with regard to congestion and if necessary predicted and high performance of each monitored traffic network section with relatively little effort can be accomplished in an advantageous manner.
  • the monitoring method according to claims 1, 2 and 6 enable a comparatively simple one reliable detection of the phase transitions from free to synchronized Traffic or vice versa from synchronized to free movement. It has been shown that this for these Conditions specified on the one hand a sufficient safe distinction between free and synchronized Traffic and on the other hand with measurement and calculation technology reasonable effort can be checked.
  • the used for this Measured variables such as the average speed, i.e. the middle Vehicle speed of the respective monitoring point passing in one or more lanes of the road Vehicles, and the flow of traffic, i.e. the number of per Units of time passing the surveillance point easy to detect by sensor. Under traffic flow here and furthermore always understood a flow of traffic per lane, i.e.
  • the first condition uses the knowledge that during the transition from free to synchronized traffic the average speed decreases relatively quickly.
  • the second condition the state of synchronized traffic from the congestion state distinguished, since in the latter the traffic flow is significantly lower than with synchronized traffic.
  • a traffic forecast i.e. a forecast the expected traffic condition in the road network or certain sections thereof, future Predicted phase transitions from free to synchronized traffic, the phase transitions currently recognized by such upstream thereof.
  • This advance recognition future states of synchronized traffic likely to improve the estimated estimate Travel times and the early initiation of suitable countermeasures use with which this expected column or even congestion through appropriate traffic management interventions can be counteracted.
  • the one used for the forecast Criterion also takes into account the case that feed and / or Departures between the location of the currently recognized and that of the predicted upstream synchronized Traffic condition.
  • a monitoring method further developed according to claim 4 becomes the duration of a phase transition that is currently recognized synchronized from free to synchronized traffic Traffic condition upstream from a feed or Departure predicted by special, suitable criteria.
  • there is also one under access To understand the narrowest point at which the number of lanes reduced.
  • Analogously allows a further developed according to claim 5 Surveillance procedure a forecast of the spatial extent based on such an induced synchronized traffic state corresponding criteria.
  • the monitoring method according to claim 7 represents a further development of the mentioned publication DE 196 47 127 A1 described method and allows a comparative reliable forecast of the development of a currently created, detected or future, forecast congestion.
  • This traffic jam development forecast can then e.g. taken into account in a travel time forecast become. It turns out that with this method the Traffic jam start and traffic jam end and consequently the traffic jam condition overall relatively reliably predicted in their development can be.
  • this congestion development forecast can according to claim 8, the speed values of the upstream and / or the downstream congestion front from existing ones Traffic condition data predicted for a future period if there is no more up-to-date traffic status data in this period can be won. So then are appropriate also the future positions of the upstream and / or downstream stowage front can be determined.
  • the inflow control method uses the detection of phase transitions between free and synchronized Traffic through traffic condition monitoring, e.g. in particular monitoring according to claims 1 to 8, for the corresponding Control of the inflow of vehicles at a respective Inflow point, where there is the inflow depending on these phase transitions is controlled, a distinction being made between the three types of traffic status: free traffic, synchronized traffic and traffic jam. Detected by this use Phase transitions from free to synchronized traffic as The flow of traffic in the Optimize the road network without the need for frequent tax interventions are required in the flow of traffic. This minor Frequency of tax interventions in the traffic inflow advantageously lasts also their effects on the secondary transport network sections, of which the inflow is small. All in all thus ensures the inflow control method according to the invention under the given conditions a constantly growing traffic volume an optimum of performance of the transport network, especially on expressway sections hereof.
  • the inflow is restricted when a phase transition from free to synchronized traffic at one of the inflow points the closest monitoring point downstream and / or upstream is set.
  • a flow control method further developed according to claim 11 is the one previously synchronized when transitioning to Traffic activated inflow restriction then lifted again, when a phase transition to free traffic at the upstream and / or the nearest monitoring point downstream will, i.e. that the previously recognized synchronized Traffic has dissolved again into free traffic.
  • inflow control can provide maximum road performance with the shortest possible travel times can be achieved, with relatively little intervention in the flowing Traffic can be made in the form of inflow restrictions.
  • FIG. 1 shows an example of a three-lane motorway section AF between an upstream interchange AK1 and a downstream interchange AK2.
  • Ten measuring points M 1 to M 10 in the form of respective induction loop detectors with measuring point distances between 500 m and 1200 m are provided over the motorway section AF.
  • the measuring points M 1 to M 10 deliver traffic measurement data in the form of the average vehicle speed and the traffic flow individually for each of the three lanes to a conventional traffic control center, not shown, which is equipped with a mainframe for traffic monitoring and traffic management.
  • each lane can be evaluated individually, or values of speed and traffic flow, ie traffic intensity, averaged over all lanes are used.
  • the data relevant to traffic conditions can also be used, for example from traffic measurements using infrared detectors or video cameras, from sample vehicle data, ie so-called floating car data, or from measurements of the degree of occupancy or the vehicle distance.
  • the data can also be obtained from a full-line forecast.
  • FIG. 2 shows, by way of example, an area of the motorway section of FIG. 1 which contains an access Z, the measuring or monitoring point M i + 1 closest to this access Z downstream and the measuring or monitoring point M closest to it upstream i are reproduced.
  • Appropriate inflow control means for example in the form of a controllable barrier or light signal system, are provided at the entrance Z, by means of which the inflow q e on vehicles entering the highway section via the entrance Z can be controlled depending on the traffic condition.
  • the inflow control means have a data exchange connection with the traffic control center.
  • the inflow q e is limited, ie reduced sufficiently, if a phase transition from free traffic to synchronized traffic is detected in the adjacent freeway section, be it currently or as a traffic condition expected in the future by means of a traffic forecast. As soon as the resolution of the synchronized traffic, ie a phase transition to free traffic, is determined again later, the inflow restriction is lifted again.
  • the condition monitoring process includes the following Activities. For all measuring points or general monitoring points, which are the "support points" for the evaluation of the Traffic condition measurement data and, if necessary, for the forecast display future traffic conditions using the traffic control computer, with any conventional acquisition method the average speed and traffic values as well as their temporal changes for the lanes individually or as a whole determined or forecast and evaluated.
  • This evaluation includes, among other, conventional and therefore, measures that are of no further interest here, whether there is an Phase transition between free and synchronized traffic occurs.
  • the creation can also various traffic state forecasts can be provided, e.g.
  • a Forecast about the further development of the traffic flow a recognized phase transition, a prognosis about phase transitions, that of a detected phase transition upstream the same can be induced, a prognosis about congestion and / or a forecast of the further development of the synchronized Traffic through current measurements in the main direction of travel, by predicting the result of the inflow control and / or by a prognosis of the inflow.
  • the curve prognosis is to be understood here which are based on empirical data on the location in question Time of the traffic condition likely to be expected based.
  • the positions x l and / or x r of the upstream or downstream accumulation flank of the current or future congestion detected by measurement technology or by forecast are predicted according to the following relationships:
  • q out and w max mean the flow or the average vehicle speed of the traffic at the relevant downstream monitoring point behind the traffic jam and q 0 and w 0 mean the flow and the average vehicle speed of traffic at the corresponding upstream monitoring point before the traffic jam.
  • the time t 0 is the time at which the upstream congestion flank of a traffic jam is recognized or predicted at a certain location by any measurement or forecasting method, while t 1 denotes the time at which at any location by any measurement or forecasting method the downstream side of the traffic jam is recognized or predicted.
  • the traffic density values ⁇ min , ⁇ max and ⁇ 0 must be replaced by the corresponding occupancy degree values B min , B max and B 0, respectively, scaled by a factor ⁇ .
  • all values of the integrant ie q min , q out , q 0 , ⁇ max , ⁇ min and ⁇ 0 , are preferably determined by any conventional curve prognosis. Otherwise, the procedure is carried out in accordance with the method disclosed in DE 196 47 127 A1, to which reference can be made for further details.
  • the speed v gr of the downstream traffic flank can also be determined and used as the characteristic empirical value of any street.
  • the speed values v gr , v gl of the downstream or upstream accumulation flank can also be determined directly using a curve method.
  • the following procedure can be used to reliably determine a phase transition from free to synchronized traffic.
  • the two speed conditions take into account the fact that a comparatively rapid drop in the average speed occurs precisely at this phase transition.
  • the traffic flow condition the synchronized traffic is differentiated on the one hand from the congestion state and on the other hand from states free traffic with less traffic flow.
  • the traffic flow q t2 is recorded at time t2 and checked whether it is greater than a predetermined flow threshold value q G.
  • the difference dq t1, t2 q t2 -q t1 of the traffic strength values q t1 , q t2 at the two measurement cycle times t1, t2 in series and then the quotient dv t1, t2 / dq t1, t2 Difference dv t1, t2 of the average speeds divided by the difference dq t1, t2 of the associated traffic flows. It is then checked whether the quotient dv t1, t2 / dq t1, t2 exceeds a predefinable threshold value. This condition on the quotient formed replaces the speed threshold condition of the method given above.
  • phase transition occurs in any of the above ways from free to synchronized traffic on a particular one Monitoring point is recognized at a certain time, it is also preferably provided to carry out a forecast, whether through the detected phase transition that has occurred a corresponding phase transition upstream thereof is induced later. This is then assumed if at the current time when the phase transition found at the relevant monitoring point traffic flow is found to be smaller than at one of them upstream. Because in this case is the inflow of vehicles to the location of the synchronized formed Traffic higher than the vehicle outflow, so that the zone with synchronized traffic in upstream Direction spreads. Strictly speaking, the above criterion applies in the event that there is between the two bodies concerned there are no entrances and exits.
  • this case can be caused by a simple modification of this criterion is taken into account at which the traffic flow at the location of the current phase transition reduced by possible inflows at driveways or possible outflows on departures is increased.
  • the criterion is therefore that the traffic flow at the location of the current phase transition is smaller than the sum of the traffic flow on the upstream point plus the difference of any additional and drains between the two places.
  • a forecast can be made about duration and / or spatial expansion of a synchronized traffic condition after detection of a corresponding phase transition from free to synchronized traffic upstream from one Entry or departure will be made if the above conditions for an induced upstream phase transition from the free for synchronized traffic.
  • Access is also to be understood as narrow points at which the number of lanes decreases. For the forecast over the duration of this permanent synchronized traffic assumed that this continues as long as the flow of traffic continues the access exceeds a certain, predeterminable value or the speed of the vehicles in the descent is lower as a certain, predeterminable value and moreover as second condition is the flow of traffic upstream on the Main lane exceeds a certain, specifiable value.
  • the downstream limit of the ongoing synchronized traffic condition with the respective access or Departure remains or is at the place where a Phase transition from synchronized to free traffic recognized and the upstream limit of it results from that either the above conditions for one induced upstream phase transition from free to synchronized traffic is no longer met or a broader Traffic jam occurs, the further course of which then with the mentioned Congestion development forecast can be followed up.
  • the downstream limit of the congestion determines the upstream limit of the predicted synchronized Traffic condition.
  • phase transitions between free and synchronized traffic explained above is now used in a vehicle inflow control method to regulate the inflow of vehicles depending on the occurrence of these phase transitions.
  • the various possibilities of this inflow control are described below using the example of FIG. 2.
  • the monitoring point M i + 1 which is closest to the respective inflow point Z downstream is monitored for the occurrence of such phase transitions.
  • the traffic control computer detects free traffic here, it keeps the inflow control means 1 of the access Z inactive, ie vehicles can enter from there without restriction.
  • the master computer detects a phase transition from free to synchronized traffic at the downstream monitoring point M i + 1 , it activates the inflow control means 1 and thereby limits the vehicle inflow q e via the access Z to a predeterminable amount, which can preferably be variably specified depending on the situation, For example, depending on the number of lanes on the main route and / or on measured or forecast values for the flow of traffic on the main route upstream of the resulting synchronized traffic.
  • a complete closing of the access Z in the periods of synchronized traffic can also be provided.
  • the master computer determines on the basis of the average speed values at the monitoring point M i + 1 in question that there has been a reverse phase transition from synchronized to free traffic, that is to say that the synchronous traffic has dissolved into free traffic, it lifts by appropriately controlling the inflow control means 1 the access restriction again.
  • a second variant consists in an analogous manner to the above first variant approach, which only differs from this that, instead of the entry Z is downstream of the nearest monitoring point M i + 1, the upstream closest monitoring point M i used, the traffic control means detects the occurrence of of phase transitions from free to synchronized traffic and vice versa at this upstream point M i . If there is free traffic, there is no restriction of the inflow via the access Z, while during a transition to synchronized traffic the inflow control means 1 restrict this inflow q e depending on the situation.
  • the occurrence of phase transitions between free and synchronized traffic is monitored both at the upstream monitoring point M i and at the downstream monitoring point M i + 1 of the respective access Z.
  • a restriction of the inflow q e via the access Z is then triggered in one of these two variants at the point in time at which an occurring phase transition from free to synchronized traffic is ascertained at the monitoring point M i upstream of the access Z.
  • the inflow restriction is then lifted again at the point at which the reverse phase transition from synchronous to free traffic is determined at the monitoring point M i + 1 closest to the entrance Z, for example by the mean speed there exceeding a predefinable threshold value.
  • Flow control method depending on occurring Phase transitions between free and synchronized Traffic enables high performance accordingly monitored and inflow-controlled roads, reduced travel times and reliable traffic forecasts, even by large Traffic volume as long as possible the state of free traffic is maintained and optionally a prediction about the development of synchronized traffic or an emerging one Traffic jams.
  • the method according to the invention is the lifespan of the states of synchronized traffic minimized by the flow restricting control intervention.

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Claims (11)

  1. Procédé de surveillance de l'état de circulation dans un réseau de circulation routière, dans lequel :
    pour un plusieurs emplacements (M1 à M10) du réseau de circulation, on détermine l'état de circulation actuel, ou bien un état de circulation attendu au futur, et
    on procède à une distinction entre les trois types d'état de circulation que sont la circulation libre, la circulation synchronisée et le bouchonnement,
    caractérisé en ce qu'
    on conclue qu'il y a changement de phase, avec passage d'une circulation libre à une circulation synchronisée, lorsque les conditions suivantes sont satisfaites :
    (i) la vitesse moyenne (v) descend plus fortement qu'une valeur prédéterminable, et
    (ii) le flux de circulation (q) est supérieur à une valeur seuil de flux (qG) prédéterminable.
  2. Procédé de surveillance de l'état de circulation dans un réseau de circulation routière, dans lequel :
    pour un plusieurs emplacements (M1 à M10) du réseau de circulation, on détermine l'état de circulation actuel, ou bien un état de circulation attendu au futur, et
    on procède à une distinction entre les trois types d'état de circulation que sont la circulation libre, la circulation synchronisée et le bouchonnement,
    caractérisé en ce qu'
    on conclue qu'il y a changement de phase, avec passage d'une circulation libre à une circulation synchronisée, lorsque les conditions suivantes sont satisfaites :
    (i) la vitesse moyenne (v) diminue,
    (ii) le flux de circulation (q) est supérieur à une valeur seuil de flux (qG) prédéterminable, et
    (iii) la valeur du quotient (dv/dq), formé à partir de la variation (dv) de la vitesse moyenne (v) divisée par la variation (dq) du flux de circulation (q) dépasse une valeur seuil prédéterminable.
  3. Procédé selon la revendication 1 ou 2, caractérisé en outre en ce que, en cas d'identification d'un changement de phase actuel, avec passage de la circulation libre à la circulation synchronisée, le flux de circulation à l'emplacement du changement de phase actuel et celui situé en amont de celui-ci est appréhendé et ces flux sont comparés et on conclue à la survenance d'un changement de phase futur induit, avec passage d'une circulation libre à une circulation synchronisée, en un emplacement amont, lorsque le flux de circulation à l'emplacement du changement de phase actuel est inférieur à la somme du flux de circulation à l'emplacement amont, plus la différence entre les éventuels flux d'apport et d'évacuation entre les deux emplacements.
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en outre en ce que, en cas d'identification d'un changement de phase actuel, avec passage d'une circulation libre à une circulation synchronisée, en amont d'un embranchement d'arrivée ou de sortie, on pronostique la durée d'un état de circulation synchronisé amont, induit de ce fait, par le fait que l'on conclue sur sa durée, tant que, d'une part, le flux de circulation à l'embranchement d'arrivée dépasse une valeur seuil prédéterminable ou que la vitesse moyenne des véhicules à l'embranchement de sortie est inférieure à une valeur seuil prédéterminable et que, d'autre part, le flux de circulation en amont de la voie principale dépasse du valeur seuil prédéterminable.
  5. Procédé selon l'une des revendications 1 à 4, caractérisé en outre en ce que, en cas d'identification d'un changement de phase actuel avec passage d'une circulation libre à une circulation synchronisée, en amont d'un embranchement d'arrivée ou de sortie, on pronostique l'étendue spatiale d'un état de circulation synchronisé amont, induit de ce fait, par le fait que l'on suppose, d'une part, que le flanc aval de l'état de circulation synchronisée reste à l'emplacement de l'embranchement d'arrivée ou de sortie ou bien se trouve à l'emplacement auquel un changement de phase, avec passage d'une circulation synchronisée à une circulation libre, est identifié, et que, d'autre part, on conclue sur la position du flanc amont de l'état de circulation synchronisée par le fait que soit les conditions d'un changement de phase induit, avec passage d'une circulation libre à une circulation synchronisée, ne sont plus satisfaites, soit l'apparition d'un grand bouchon est constaté.
  6. Procédé de surveillance de l'état de circulation dans un réseau de circulation routière, en particulier selon l'une des revendications 1 à 5, dans lequel :
    pour un plusieurs emplacements (M1 à M10) du réseau de circulation, on détermine l'état de circulation actuel ou bien un état de circulation attendu au futur, et
    on distingue entre les trois types de circulation que sont la circulation libre, la circulation synchronisée et le bouchonnement, caractérisé en ce qu'
    on conclue à un changement de phase, avec passage de la circulation synchronisée à la circulation libre, lorsque la vitesse moyenne (v) dépasse une valeur seuil de vitesse (vG) prédéterminable ou augmente au-dessus d'une valeur seuil de vitesse prédéterminable, plus fortement qu'une valeur prédéterminable.
  7. Procédé de surveillance de l'état de circulation dans un réseau de circulation routière, en particulier selon l'une des revendications 1 à 6, dans lequel
    pour un plusieurs emplacements (M1 à M10) du réseau de circulation, on détermine l'état de circulation actuel ou bien un état de circulation attendu au futur, et
    on distingue entre les trois types de circulation que sont la circulation libre, la circulation synchronisée et le bouchonnement,
    caractérisé en ce que,
    après avoir identifié un bouchon, on effectue un pronostic sur la continuation de son évolution, par le fait que l'on procède en continu à une estimation des positions (x1), dépendant du temps, et/ou (xτ) des flancs de bouchon amont ou bien des flancs de bouchon aval, selon les relations :
    Figure 00380001
    Figure 00380002
    dans lesquelles
    (i) qmin est le flux de circulation dans le bouchon et ρmax est la densité de circulation dans le bouchon,
    (ii) t0 est le moment auquel, en un emplacement, le flanc de bouchon amont d'un bouchon est identifié, ou pronostiqué,
    (iii) t1 est le moment auquel, en un emplacement, le flanc de bouchon aval du bouchon est identifié ou pronostiqué,
    (iv) qout et ρmin sont le flux respectivement la densité de circulation en aval, derrière le bouchon, et
    (v) q0 et ρ0 sont le flux respectivement la densité de circulation en amont, à l'avant du bouchon.
  8. Procédé selon la revendication 7, caractérisé en outre en ce que
    les vitesses (vgr, vgl) du flanc de bouchon aval et/ou amont sont estimées préalablement à partir des données d'état de circulation appréhendées jusqu'ici, à partir d'un moment t(k) ou t(m), selon les relations suivantes :
    Figure 00380003
    Figure 00380004
    Δt étant le temps de cycle de pronostic à valider et k respectivement m étant le nombre des cycles de surveillance effectués, pris en considération.
  9. Procédé de commande du flux arrivant dans un réseau de circulation routière, dans lequel
    l'état de circulation d'un tronçon de réseau de circulation est surveillé, sachant que, concernant l'état de circulation, on distingue entre les trois étapes de circulation que sont la circulation libre, la circulation synchronisée et le bouchonnement, et
    le flux arrivant de véhicules à ce tronçon de réseau de circulation est commandé en fonction d'un état de circulation identifié,
    caractérisé en ce que
    la surveillance d'état de circulation contient une identification des changements de phases entre la circulation libre et la circulation synchronisée, en particulier au moyen du procédé selon l'une des revendications 1 à 4, et
    le flux d'arrivée de véhicules au point d'arrivée de flux (Z) respectif est commandé en fonction des changements de phase, identifiés par la surveillance d'état de circulation, entre la circulation libre et la circulation synchronisée.
  10. Procédé selon la revendication 9, caractérisé en outre par le fait que le flux arrivant de véhicule à l'emplacement d'arrivée de flux (Z) respectif est limité lorsqu'un changement de phase de la circulation libre à la circulation synchronisée n'est constaté, en alternative, qu'en un point de surveillance M(1+1) de proximité maximale, en aval du point d'arrivée de flux, ou qu'en un point de surveillance (Mi) de proximité maximale, en amont du point d'arrivée de flux, ou bien aux deux points de surveillance.
  11. Procédé selon la revendication 10, caractérisé en outre par le fait que la limitation d'arrivée de flux est cessée lorsqu'un changement de phase, avec passage de la circulation synchronisée à la circulation libre n'est constaté, en alternative, qu'au point de surveillance M(i+1) de proximité maximale, en aval du point de flux d'arrivée (Z), ou bien qu'au point de surveillance (Mi) de proximité maximale, en amont du point d'arrivée de flux (z), ou bien aux deux points de surveillance.
EP99941527A 1998-08-08 1999-08-06 Procede de surveillance du trafic et de regulation de la circulation des vehicules dans un reseau routier Expired - Lifetime EP1110195B1 (fr)

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Application Number Priority Date Filing Date Title
DE19835979A DE19835979B4 (de) 1998-08-08 1998-08-08 Verfahren zur Verkehrszustandsüberwachung und Fahrzeugzuflußsteuerung in einem Straßenverkehrsnetz
DE19835979 1998-08-08
PCT/EP1999/005689 WO2000008615A2 (fr) 1998-08-08 1999-08-06 Procede de surveillance du trafic et de regulation de la circulation des vehicules dans un reseau routier

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EP1110195B1 true EP1110195B1 (fr) 2002-10-09

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JP3526034B2 (ja) 2004-05-10
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EP1110195A2 (fr) 2001-06-27
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