EP1154389B1 - Procédé de détermination de l'état du trafic sur un réseau routier - Google Patents

Procédé de détermination de l'état du trafic sur un réseau routier Download PDF

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EP1154389B1
EP1154389B1 EP01110502A EP01110502A EP1154389B1 EP 1154389 B1 EP1154389 B1 EP 1154389B1 EP 01110502 A EP01110502 A EP 01110502A EP 01110502 A EP01110502 A EP 01110502A EP 1154389 B1 EP1154389 B1 EP 1154389B1
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traffic
queue
vehicles
roadway
roadway section
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EP1154389A1 (fr
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Boris Prof. Dr. Kerner
Hubert Dr. Rehborn
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Daimler 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 traffic position determination on the basis of traffic data, which by itself in the Traffic with moving registration vehicles will be won for a Traffic network with traffic-regulated network nodes and these connecting Track edges.
  • the traffic flow is usually through the traffic control measures at the network node, e.g. in the form of Traffic lights at intersections, determined and barely by the Traffic dynamic effects on the often relatively short line edges between the nodes.
  • a queuing theory can be applied at the length of the queue before each traffic-controlled Network nodes, the durations of fingerphases, during which the traffic is released at the relevant network node, and from Interruption phases during which the traffic at the network node stopped, the speed of vehicles outside the typical queues in front of the network nodes, the tributaries to the queue and the length of the line edges for traffic dynamics are of importance, see, e.g. the publications S.
  • a traffic forecasting method is described, specifically for metropolitan transport networks suitable.
  • This traffic forecasting method is based on a recording from current, through the free and interruption phases the traffic-controlled network node time-discrete traffic condition parameters on, like the current vehicle runoff a queue, the current vehicle inflow into the queue and the current number of vehicles in the queue.
  • time discretized traffic condition parameters become effective continuous traffic condition parameters certainly, including at least one effective continuous vehicle drain from a queue and / or an effective continuous vehicle influx into the Queue based on which one or more traffic parameters based on a dynamic macroscopic modeling of traffic, e.g. at a forecast time Expected travel time for a specific route and / or the traffic situation to be expected at least with regard to the number of queues or outside thereof moving vehicles and / or the expected Length of the respective queue.
  • the route of the registration or FCD vehicles tracked and the expected travel times for the respective line edge are determined, if necessary individually for each of several directional trace amounts thereof.
  • the term "direction lane” here refers to the Amount of different directional tracks of a line edge, each of which may include one or more lanes and are defined by the one or more lanes a respective direction track amount equal to the Vehicles can be used to the network node to continue in one or more associated destinations happen.
  • This FCD traffic data collection method may be considered a preferred one Basis for determining travel times for each respective Serve route edge.
  • the invention is the provision as a technical problem a method of the type mentioned, with the one or more traffic parameters indicative of the traffic situation using FCD information comparatively can be determined well, especially for transport networks of metropolitan areas.
  • the invention solves this problem by providing a Traffic situation determination method with the features of the claim 1.
  • this procedure are by itself in circulation moving registration vehicles for travel times on the track edges indicative traffic data, i. for travel time determination suitable FCD, obtained and based on this traffic data determines the travel times for the track edges.
  • Based on determined route-specific travel times then become one or more traffic parameters determined, namely the average number of vehicles in a queue of a respective one Line edge in front of a traffic-regulated network node, the average number of vehicles in total on the line edge, the average vehicle speed on the line edge before a possible queue, i. between the Beginning of the line edge to the upstream queue end, the mean waiting time in the respective queue and / or the average vehicle density on the line edge the queue.
  • the current traffic situation especially for transport networks in metropolitan areas where the traffic dynamics dominated by the traffic control measures at the network nodes is to determine sufficiently accurately, i. using the FCD to reconstruct.
  • Other detected traffic data e.g. from stationary detectors, can be additionally considered, however, this is not mandatory.
  • the thus determined or reconstructed current traffic situation can then turn as Basis for building a hydrograph database and going further for baseline-based and / or dynamic traffic forecasts serve. For such traffic forecasts about the expected Traffic situation on a metropolitan area traffic network is the knowledge of the time-dependent queue lengths to the traffic-controlled network node and the time-dependent number of Vehicles on the respective route edge important through the inventive method can be obtained.
  • the Travel times and the traffic condition or parameters specific for each of possibly several directional trace amounts of one respective route edge determined separately. This can be significantly improve the accuracy of the traffic situation determination, since it is taken into account that on a line edge in front of a traffic-regulated network node in general different long queues for different directional lane volumes form and / or the traffic control at the network node mostly is also directional track specific, i. different Holding and passage times, including free or interruption phases called, for the different directional trace amounts includes.
  • the determined current traffic information in the form of the one or the plurality of roadway specific and preferred specific traffic lane-specific traffic situation parameters for a continuous generation of historical Hydrographs with respect to the average number of vehicles in the respective Queue, the queue length, the middle one Waiting time in the respective queue and / or the middle Number of vehicles used on the respective route edge.
  • the direction lane specific Vehicle turning rate at the respective network node considered i. It will determine how many vehicles at the respective time in the middle of a respective Direction lane of a branching into an associated network node Route edge over the network node in a respective Direction lane quantity of a line edge continuing from the network node retract. This can be done by suitably raised Determine FCD by e.g. the recorded FCD information via the direction of travel or direction change selected at the network node contain.
  • the method according to claim 5 is a discriminating detection of the state of supersaturation on the one hand and the supersaturation on the other hand, using a suitable Travel time criterion provided in which the determined Travel time is compared with a threshold, among others from the track edge length, a typical free vehicle speed on the same as the holding and the Transmission duration of the traffic control at the network node depends.
  • a further developed according to claim 7 method allows a special, advantageous determination of the number of vehicles on one Line edge as well as the effective continuous vehicle inflow to the line edge and also to a queue of the same, if suitable traffic data of two or more appropriate FCD vehicles are available, which the relevant Passing the track edge at a time interval.
  • a development of the method according to claim 8 allows the detection of the state of total overfilling of a line edge, i.e. a state in which the queue over the entire route edge and possibly still upstream continue over the local network node away in others Line edges extends into it.
  • a further developed according to claim 9 method considered Inflow and outflow sources of vehicles, e.g. in inner city areas be formed by parking garages and parking lots.
  • the method is suitable for determining or reconstructing the traffic situation in one Traffic network with traffic-regulated network nodes, in particular in a road network of a metropolitan area. That took into account Transport network can correspond to an entire transport network, all the road edges passable by the associated vehicles of a particular area, or in one "thinned out” form only part of the route edges of the overall traffic network contained, e.g. only roads from a certain Road type minimum size, such as major roads.
  • the Procedure begins with the extraction of traffic data by in traffic moving registration vehicles (step 1), i. from FCD (floating car data).
  • FCD recovery preferably takes place by the parallel German patent application mentioned above (DE 100 18 562) described method, which can be referred to for further details.
  • the FCD can while on-board permanently installed devices, but also e.g. taken on vehicle-mounted mobile phones or forwarded.
  • the said FCD extraction method is characterized in that data acquisition operations at least for successively operated network nodes in each case not before leaving one in the respective network node opening track edge j are triggered and in the respective Data acquisition process as FCD timestamp information is gained, the one on the relevant network node reporting date that is not earlier than the time leaving the respective line edge j and not later than the time at which the reporting vehicle has a Section of a subsequently traveled route edge i in front of a the next considered node reached or queued the next considered route edge i retracts.
  • FIG. 3 schematically shows an exemplary snapshot from the area of a network node K into which inter alia a route edge St terminates, at the end of which a queue W with an associated number Nq of vehicles has formed in front of the network node K.
  • the downstream queue end is at a stop line An, which represents the boundary line of the line edge St at the junction to the node K.
  • Vehicles with a traffic flow q in, q enter the queue W and drive vehicles with a traffic flow q out out of it and into the network node K, in order to drive from there to one of the opening route edges.
  • three FCD vehicles FCD1, FCD2, FCD3 are illustrated, which have left the queue W of the relevant line edge St and continue via the network node K in different directions. Specifically, a first FCD vehicle FCD1 continues straight ahead, a second FCD vehicle FCD2 turns right, and a third FCD3 vehicle FCD3 turns left, with the corresponding start and boundary lines En1, En2, En3 drawn, where the continuing route edges begin.
  • the FCD thus obtained, network node-related reporting time information are particularly well suited for them from the currently expected travel time t tr (j, k) for each route edge j separated according to their directional trace amounts k to determine. This is explained in more detail there and therefore does not require repeated explanation here.
  • the determination of the travel times t tr (j, k) for the one or more directional lane quantities k of the respective route edge j is the next step (2) in the course of the present method and can be carried out according to the procedure described in the parallel German patent application.
  • the determination of these currently expected travel times t tr (j, k) on the basis of FCD obtained for this purpose can also be done with any other, conventional algorithm, if and to the extent that the person skilled in the art is aware of such.
  • the present method is independent of the way in which the travel times t tr (j, k) for the different route edges j of the traffic network are determined on the basis of recorded FCD.
  • the determined current travel times t tr (j, k) for the directional lane amounts k of the route edges j of the traffic network are then used to determine whether there is a state of subsaturation or supersaturation for the respective route edge j, possibly differentiated according to their different directional lane sets k (step 3).
  • the state of supersaturation is here defined by the fact that during a holding or interruption phase, for example, a red phase of a traffic signal at the end of the route edge resulting queue by the subsequent passage or free phase, such as the green phase of a traffic signal system, completely dissolved, what can be regarded as a state-free traffic on highways analogous behavior.
  • the state of supersaturation is defined by the fact that the queue arising during an interruption phase is no longer completely resolved by the subsequent free phase, which can be regarded as behavior analogous to the state of dense traffic on freeways.
  • the mean vehicle density is designated from outside the queue, ie between the edge edge start and the queue start, moving vehicles and with v free ( ⁇ ), the vehicle density ⁇ dependent, average vehicle speed outside the queue.
  • the average vehicle speed v free outside the queue can in many cases be approximated by a constant v eff , which corresponds to a typical, density-independent predefined value of v free .
  • the constant ⁇ is greater than or equal to zero and less than one and is usually at or near the value of 0.5.
  • the quantities q sat , T G , T R and thus T are predefined parameters or functions of the other traffic-condition-indicative variables. Furthermore, all of the traffic-related variables mentioned here are mostly time-dependent functions, as will be understood by a person skilled in the art and therefore also not explicitly indicated in the size designations for the sake of clarity.
  • the parameters b and q sat depend in the application of road traffic on the vehicle type, in particular the relative shares of average different long vehicles, such as passenger cars and trucks.
  • the parameters b and q sat each result as a sum of the corresponding relative contributions of the different types, each of which is a product of the relative share of that type in the total number of vehicles multiplied by the associated type-specific mean vehicle separation or saturation outflow.
  • the supersaturation state is assumed, while the transition to the supersaturation state is assumed when the determined travel time t tr (j , k) is above this threshold value t s (j, k) .
  • the method continues with the determination of the traffic situation parameters describing the traffic situation on the basis of the determined travel times t tr (j, k) for the directional lane quantities k of the route edges j (step 4), wherein the traffic situation parameters for the two states undersaturation or supersaturation be calculated according to different, suitable systems of equations, to then reconstruct or determine the current traffic situation.
  • this includes, in each case specific for each directional lane set k of the respective route edge j, the calculation of the average total number N of vehicles, the average number N q of vehicles in the queue, the average vehicle density ⁇ of the vehicles driving out of the queue and, therefrom, the average speed v free of the vehicles out of the queue, the average queue length L q and the mean waiting time t q in the queue.
  • the maximum waiting time t q, max N max T / (T G q sat ) in a queue extending over the entire path edge.
  • the main traffic-determining parameters average vehicle density ⁇ , average number of vehicles N, average number N q of vehicles in the queue, average queue length L q and average waiting time t q in can thus be determined both for the subsaturation and supersaturation cases the queue for each directional lane k of each route edge j of the transport network on the basis of FCD-based average travel times t tr (j, k) determine, ie it can thus the current traffic situation alone on the basis of suitably recorded FCD, the sampled recorded traffic data, be reconstructed ,
  • the number of vehicles N (j, k) on the respective directional lane k of the line edge j and effective continuous inflow q in (j, k) into the relevant directional lane k of the line edge j and effective continuous inflow q in, q (j, k ) in the queue in question if appropriate, a procedure be used in which the difference .DELTA.t tr (j, k) travel times t tr (j, k) is used by at least two FCD vehicles, the same direction lane k of the route edge j in one pass through sufficient time interval ⁇ t (j, k) .
  • This time interval .DELTA.t (j, k) must be equal to or greater than the traffic control period T (j, k) , and the average travel time t tr (j, k) for this case from individual travel time values on the queue period T (j, k) averaged. More specifically, the time interval .DELTA.t (j, k) is the time difference between the times at which the respective FCD vehicles enter the same directional lane k of the line edge j.
  • the path edge inflow q in specific for the respective directional lane k of the path edge j by the relationship q in (J, k) (1 + ⁇ t tr (J, k) / .DELTA.t (J, k) ) q sat (J, k) T G (J, k) / T (J, k) using the approximation ⁇ t free (j, k) ⁇ ⁇ t (j, k) , which is usually well justified in metropolitan areas, ie the difference ⁇ t free (j, k) of the travel times from the beginning of the line to the beginning of the queue two consecutive FCD vehicles traveling at a time interval ⁇ t (j, k) into the relevant directional lane k of the line edge j is significantly smaller than the difference ⁇ t q (j, k) of the waiting times of the FCD vehicles in the queue , Furthermore, this relationship contains the assumption that there are no sources and sinks of the
  • Such sources and sinks may be formed, for example, in inner city areas of parking garages and parking lots.
  • a corresponding inflow q Q (j, k) and outflow q S (j, k) of vehicles results for the respective directional lane set k of the line edge j.
  • This can be taken into account, inter alia, in equation 12 above for the mean edge inflow, in that on the left equation side the quantity q in (j, k) is expressed by the expression q in (j, k) -q S (j, k) + q Q (j, k) is replaced.
  • such sources and sinks of the vehicle flow can also be taken into account as the corresponding traffic flow correction in the determination of the other traffic-related parameters, as described above. If the considered transport network is a "thinned out" transport network as mentioned above, the disregarded route edges and associated network nodes are treated as further sources and sinks of the vehicle flow.
  • the free-phase and interruption phase durations vary depending on the traffic volume, so that, for example, for a directional lane on which a relatively long queue has already formed, the free-phase duration is increased from its normal value to shorten the excessively long queue again.
  • the interruption phase duration T R , the free-phase duration T G and thus the round trip time T defined by the sum of these two time periods are functions that depend not only on the path edge j, the directional lane k and the time but also on one or more traffic situation indicators Variables, such as the vehicle flow, etc.
  • the open or interruption periods and the circulation times ie the traffic control period durations to be used, which are obtained by averaging over time intervals which are much larger than a typical round trip time without traffic volume influence.
  • K (j) as the number of directional track amounts of the line edge j
  • b (j) as the average vehicle length. If q sat (j, k) and T (j, k) have the same values for all directional lane sets k of a line edge j, the above equation 19 simplifies accordingly.
  • the travel time t tr, crit (j, k) for which this criterion (equation 14) is fulfilled is called critical travel time.
  • the determination of traffic situation parameters as explained herein and thus the traffic situation can be adjusted according to your wishes use corresponding additional applications.
  • a hydrograph database and a corresponding baseline-based Traffic prediction system e.g. to Travel time prediction.
  • This can be a traffic center with a Memory equipped in which the corresponding information about the traffic regulation measures at the network nodes and travel times for all the route edges of a metropolitan area road network based on a digital road map are stored.
  • a processing unit in the Traffic center can provide up-to-date information about the traffic regulation period or the free-phase and interruption phase durations for the traffic regulated intersections as well on the current FCD-based, route-specific Travel times received. Based on this data is then a computing unit of the traffic center will be able to automatically Travel time forecasts for any journeys on the transport network through a gangway-based and / or dynamic Traffic forecast to determine (step 5).
  • a dynamic forecast of traffic development is for example with the older German patent application cited above No. 199 40 957 possible.
  • the Predicted traffic data can then be available with currently available Traffic data are compared, resulting in an error correction for the forecasting method can be derived by the determined current values e.g. for the turn rates and other traffic-related parameters and / or the corresponding traffic-related parameters Values of the historical hydrographs depending on the differences, if any, found during the comparison Getting corrected.

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Claims (10)

  1. Procédé de détermination des conditions de circulation en fonction de données de circulation, collectées par le biais de véhicules de signalisation se déplaçant dans le flot de circulation, pour un réseau routier comportant des noeuds de réseau régulés en fonction de la circulation ainsi que des tronçons de routes reliant ces noeuds, caractérisé en ce que
    pour les temps de trajet (ttr (j,k)) sur les tronçons de route (j, k), on collecte des données de circulation indicatives par le biais de véhicules de signalisation se déplaçant dans le flot de circulation,
    à l'aide des données de circulation collectées, on calcule les temps de trajet pour les tronçons de route et
    à l'aide des temps de trajet calculés de façon spécifique pour les différents tronçons de route, on détermine un ou plusieurs des paramètres suivants relatifs aux conditions de circulation :
    (i) le nombre moyen (Nq (j,k)) de véhicules présents dans une file d'attente du tronçon de route respectif (j, k), avant un noeud de réseau associé régulé en fonction de la circulation,
    (ii) le nombre moyen (N(j, k)) de véhicules présents sur le tronçon de route (j, k) respectif,
    (iii) la vitesse moyenne (vfree (j, k)) des véhicules présents sur le tronçon de route respectif (j, k), entre le début du tronçon de route et le début de la file d'attente,
    (iv) le temps d'attente moyen (tq (j, k)) dans une file d'attente du tronçon de route (j, k) respectif, avant un noeud de réseau, et/ou (v) la densité moyenne (ρ(j, k)) de véhicules sur le tronçon de route respectif (j, k), entre le début du tronçon de route et le début de la file d'attente.
  2. Procédé selon la revendication 1, en outre caractérisé en ce que l'on détermine les temps de trajet (ttr (j, k)) et le ou les paramètres relatifs aux conditions de circulation de façon spécifique pour chaque ensemble de voie directionnelle (k) du tronçon de route respectif (j).
  3. Procédé selon la revendication 1 ou 2, en outre caractérisé en ce que la ou les valeurs des paramètres relatifs aux conditions de circulation déterminés à l'aide des temps de trajet calculés de façon spécifique pour les différents tronçons de route, sont ensuite utilisées pour la génération de diagrammes d'historique détaillant le nombre moyen de véhicules présents dans une file d'attente respective, la longueur de la file d'attente, le temps d'attente moyen dans la file d'attente et/ou le nombre moyen de véhicules présents sur le tronçon de route respectif (j, k).
  4. Procédé selon l'une des revendications 1 à 3, en outre caractérisé en ce que l'on utilise des taux d'abandon de la route principale en tant que paramètres supplémentaires relatifs aux conditions de circulation, déterminés à l'aide des temps de trajet calculés de façon spécifique pour les différents tronçons de route, ces taux d'abandon de la route principale indiquant respectivement le taux de véhicules quittant un ensemble de voie directionnelle par le biais des noeuds de réseau pour s'engager sur un ensemble de voie directionnelle débouchant sur ce noeud.
  5. Procédé selon l'une des revendications 1 à 4, en outre caractérisé en ce que pour opérer une distinction entre un état de sous-saturation d'une part et un état de sur-saturation d'autre part, on prédétermine une valeur de seuil (ts (j, k)) conformément à la relation ts (j, k) = L(j, k) / vfree (j, k) (ρ(j, k)) + β(j, k) (TR (j, k) - γ(j, k)TG (j, k)TR (j, k) / T(j, k))    et pour le tronçon de route respectif (j, k), on conclut à une sous-saturation lorsque le temps de trajet calculé (ttr (j, k)) est inférieur à la valeur de seuil (ts (j, k)) tandis que l'on conclut à une sur-saturation lorsque le temps de trajet calculé est supérieur à la valeur de seuil, où L(j, k) désigne la longueur du tronçon de route (j, k), TR (j, k) désigne la durée des phases d'interruption de la régulation de la circulation, TG (j, k) désigne la durée des phases libres de la régulation de la circulation, T(j, k) = TG (j, k) + TR (j, k) désigne la durée de la période de régulation de la circulation, vfree (j, k) (ρ(j, k)) désigne la vitesse moyenne des véhicules en fonction de la densité de véhicules dans la zone située à l'extérieur de la file d'attente et β(j, k) désigne une constante pouvant être prédéterminée, supérieure ou égale à zéro et inférieure à un, et γ(j, k) = qsat (j, k)b(j, k) / [n(j, k)vfree (j, k) (ρ(j, k))] où qsat (j, k) désigne l'écoulement de la saturation dans les files d'attente des tronçons de route respectifs (j, k), b(j, k) désigne la distance moyenne entre les véhicules dans la file d'attente et n(j, k) désigne le nombre de voies de circulation.
  6. Procédé selon l'une des revendication 1 à 5, en outre caractérisé en ce que les paramètres relatifs aux conditions de circulation, spécifiques aux différents tronçons de route, que sont la densité moyenne de véhicules (ρ(j, k)) à l'extérieur de la file d'attente, le nombre moyen de véhicules (N(j, k)), le nombre moyen de véhicules présents dans la file d'attente (Nq (j, k)), la longueur de la file d'attente (Lq (j, k)) et le temps d'attente dans la file d'attente (tq (j, k)) sont déterminés, pour l'état de sous-saturation, par le système d'équation suivant : ρ(j,k) = N (j,k) - N (j,k) q n (j,k) (L (j,k) - L (j,k) q )
    Figure 00360001
    Figure 00360002
    L (j,k) q = b (j,k) N (j,k) q / n (j,k)
    Figure 00360003
    et sont déterminés, pour l'état de sur-saturation, par le système d'équation suivant : ρ (j,k) = N (j,k) - N (j,k) q n (j,k)(L (j,k) - L (j,k) q ) N (j,k) = t (j,k) tr q (j,k) sat T (j,k) G / T (j,k)
    Figure 00360004
    L (j,k) q = b (j,k) N (j,k) q / n (j,k) t (j,k) q = N (j,k) q T (j,k) /(T (j,k) G q (j,k) sat avec γ(j, k)=qsat (j, k)b(j, k) / [n(j, k) vfree (j, k)(ρ(j, k))] et γ1 (j, k)=γ(j, k)TG (j, k)/T(j, k), où respectivement, pour l'ensemble de voie directionnelle k du tronçon de route j, L désigne la longueur totale de la route, TR désigne la durée des phases d'interruption ou phases rouges, TG désigne la durée des phases libres ou phases vertes, T=TG+TR désigne la durée de la période de régulation de la circulation associée, qsat désigne un écoulement prédéterminé de la saturation hors de la file d'attente, b désigne une distance moyenne entre les véhicules dans les files d'attente, n désigne le nombre de voies de circulation, vfree désigne la vitesse moyenne des véhicules en-dehors de la file d'attente, en fonction de la densité de véhicules, et β désigne une constante prédéterminée appropriée.
  7. Procédé selon l'une des revendications 1 à 6, en outre caractérisé en ce que
    les paramètres relatifs aux conditions de circulation que sont le nombre moyen de véhicules (N(j, k)), l'afflux effectif continu sur le tronçon de route (qin (j, k)) et l'afflux effectif continu dans la file d'attente (qin/q (j, k)), sont déterminés à l'aide de données de circulation provenant d'au moins deux véhicules de signalisation qui, au sein d'un intervalle de temps (Δt(j, k)) supérieur ou égal à la durée de la période de régulation de la circulation (T(j, k)), roulent sur le même tronçon de route (j, k), en utilisant la différence (Δttr (j, k)) entre les temps de trajet calculés pour ces véhicules de signalisation et
    dans ce contexte, pour la détermination de l'afflux effectif continu sur le tronçon de route (qin (j, k)), on utilise la relation qin (j, k)=(1+Δttr (j, k) /Δt(j, k))qsat (j, k)TG (j, k) /T(j,k) ainsi que l'approximation Δtfree (j, k)<<Δt(j, k), où Δtfree désigne la différence de temps de trajet à partir du début du tronçon de route jusqu'au début de la file d'attente.
  8. Procédé selon l'une des revendications 1 à 7, en outre caractérisé en ce que l'on conclut à un tronçon de route surchargé lorsqu'un véhicule de signalisation se trouve sur le tronçon de route concerné (j, k) depuis une période supérieure à un temps de trajet critique (ttr/crit (j, k)), où le temps de trajet critique correspond au temps de trajet calculé, qui répond à la relation implicite b(j, k)Nq (j, k) /n(j, k)=L(j, k)    où le nombre moyen de véhicules présents dans la file d'attente (Nq (j, k)) correspond à celui déterminé dans le cas de sur-saturation.
  9. Procédé selon l'une des revendications 1 à 8, en outre caractérisé en ce que l'augmentation et la baisse du flux de véhicules sur le réseau routier sont pris en compte lors de la détermination des paramètres relatifs aux conditions de circulation, par le biais d'afflux (qQ (j, k)) et d'écoulements (qS (j, k)) correspondants vers ou hors du tronçon de route respectif (j, k).
  10. Procédé selon la revendication 9, en outre caractérisé en ce que le réseau routier pris en compte pour la détermination des conditions de circulation ne forme qu'une partie pouvant être prédéterminée de tous les tronçons de route et noeuds de réseau d'un réseau routier total et en ce que les tronçons de route et noeuds de réseau non pris en compte sont traités en tant qu'augmentation et baisse du flux de véhicules sur le réseau routier pris en compte.
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