EP1695295B1 - Verification du champ d'application de donnees sur l'etat du trafic - Google Patents

Verification du champ d'application de donnees sur l'etat du trafic Download PDF

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Publication number
EP1695295B1
EP1695295B1 EP03782465A EP03782465A EP1695295B1 EP 1695295 B1 EP1695295 B1 EP 1695295B1 EP 03782465 A EP03782465 A EP 03782465A EP 03782465 A EP03782465 A EP 03782465A EP 1695295 B1 EP1695295 B1 EP 1695295B1
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EP
European Patent Office
Prior art keywords
vehicle
traffic
value
counter
traffic status
Prior art date
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Expired - Lifetime
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EP03782465A
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German (de)
English (en)
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EP1695295A1 (fr
Inventor
Martin Hauschild
Susanne Breitenberger
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP1695295A1 publication Critical patent/EP1695295A1/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
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles

Definitions

  • the invention relates to a method for providing traffic condition data, a system for transmitting traffic condition data, a device in a motor vehicle for generating and transmitting traffic condition data and a computer program product for use in a motor vehicle and for generating and transmitting traffic condition data according to the preamble the relevant independent claim.
  • FCD floating car data
  • the system used consists of a GPS receiver and a GSM module. Both modules are already available in many vehicles without FCD functionality.
  • the GPS receiver measures the position and the FCD methods determine travel times of the vehicle from many of these position data. These travel times are transmitted via the GSM network as pearl necklaces (individual points of the route with location coordinates and timestamps) to the traffic data center. These can draw conclusions about the traffic situation from these travel times. In this way, data collection of traffic condition data for traffic information services is performed.
  • the data transmission over the GSM network is associated with considerable costs.
  • FCD Extended Floating Car Data
  • XFCD Extended Floating Car Data
  • XFCD uses the various existing sensors and subsystems in the vehicle, which already provide their data on central data buses in the vehicle. The evaluation of the various data during the journey can provide information on precipitation, infrastructural conditions (serpentine), local hazards, rain, slipperiness and slipping hazards and obstructions.
  • the DE-A-101 28 873 describes a system for collecting traffic telematics information with a mobile communication terminal.
  • the mobile communication terminal has a radio device.
  • the system is also provided with a position detection device and with a stationary, arranged in a motor vehicle telematics terminal.
  • the telematics terminal has a telematics communication device and has a sensor system for detecting vehicle states.
  • the position detection device is arranged in the mobile communication terminal and that only with a detected valid motor vehicle state with the aid of the telematics communication device via the radio position data to a Traffic telematics central are transmittable.
  • a method for collecting traffic data for a vehicle is known.
  • the vehicle provides position data of the vehicle to a central station, which generates traffic status messages based on a certain number of relevant data transmitted by several vehicles.
  • a central station which generates traffic status messages based on a certain number of relevant data transmitted by several vehicles.
  • the position data of the vehicle stored in previously defined, constant intervals and sent via a communication unit to the control center.
  • the control center interprets the transmitted position data of the vehicle together with the position data of other vehicles or other sources on the basis of the evaluable driving profiles.
  • the object of the invention is in particular a method for providing high quality traffic condition data at acceptable costs.
  • An essential aspect of the method according to the invention for the provision of traffic status data in the context of a traffic condition detection by a motor vehicle is that is checked in a first step, whether the motor vehicle currently participates in public road traffic, in is checked in a second step, whether the vehicle is operated differently for more than a predetermined period of time, and optionally in a third step, the traffic condition detection is interrupted.
  • the inventive check prevents in the sense of traffic jam insignificant vehicles, because they do not participate in the usual way on public roads, cause a false traffic jam message.
  • the acceptance of the use of the method according to the invention is increased due to the increasing reliability and costs for the transmission of false traffic jams from the vehicle to a corresponding the traffic situation reconstructing and performing institution, in particular a traffic data center saved.
  • the costs are, in particular, costs for corresponding SMS messages (short message service) or costs for a different transmission.
  • the inventive method allows an event-oriented generation of traffic condition data.
  • traffic status data are transmitted only if the detected traffic condition, eg a traffic jam, causes this. This significantly reduces data traffic and hence the cost of data collection without sacrificing the quality of the traffic condition data.
  • inventive method allows cost-effective, yet timely data collection for the entire road network, especially on highways, roads and on streets in city traffic.
  • the data or bus telegrams indicating these events are usually provided by the known SSI (Standard Sensor Interface) of the vehicle.
  • SSI Standard Sensor Interface
  • By the inventive selection of the above events can be reliably detected whether the vehicle currently participates in public road traffic. If a door of the vehicle is open, it can be assumed that a person has got out and stopped the vehicle for this purpose and thus no longer participates in the flowing traffic. If there is a high steering activity with large steering angles and low speed, it is assumed that the vehicle is parked. If the reverse gear is engaged, it is probably also a parking operation. Likewise, when the vehicle is moving off the road, the airbag has been deployed, or the handbrake has been applied, it can be assumed that the vehicle is not taking part in public traffic. Data from the digital map of a navigation system provides information about whether the vehicle is actually driving on a public road or is located on a large parking lot, a rest area or a petrol station, for example.
  • the count of the counter is compared with a predetermined value and, if the value falls below a predetermined first value, the traffic condition detection is suspended while retaining the previous results of the traffic condition detection.
  • the count of the counter is compared with the predetermined first value and when the first value or a further predetermined value is exceeded, the traffic condition detection is restarted by deleting the previous results of the traffic condition detection.
  • the counter reading of the counter is reset to the value "0" if the determination as to whether the vehicle is otherwise operated has been negative.
  • the traffic condition detection is continued if the determination as to whether the vehicle is operated otherwise has been negative.
  • the inventive method for data acquisition also allows an advantageous system for transmitting traffic condition data from a first vehicle to a second vehicle, in particular via an ad hoc network, or from a traffic data center to one or more motor vehicles, optionally modified, in particular via broadcast. Likewise, it enables an advantageous apparatus and computer program product for use in a motor vehicle to generate and broadcast traffic condition data.
  • Vehicle-generated data are provided by the vehicle data buses via a known standard sensor interface, preferably every second, to a computing algorithm.
  • a computing algorithm preferably every second, to a computing algorithm.
  • these are: - location coordinates from: Navigation system - Street category from: Navigation system - Distance to the next intersection from: Navigation system - Distance to the end of the traveled road segment from: Navigation system - average normal speed from: Navigation system - In-town / out-of-town (road type) from: Navigation system - speed from: vehicle bus - Steering angle from: vehicle bus - Corridor from: vehicle bus - hazard warning lights, turn signals from: vehicle bus - SECTION from: vehicle bus - DSC / ASR from: vehicle bus - Crash sensor from: vehicle bus - Airbag from: vehicle bus - Door status from: vehicle bus - Next POI type from: Navigation system - Distance POI from: Navigation system - temperature from: vehicle bus - light from: vehicle bus - Fog light from: vehicle bus -
  • POI stands for "Point of Interest", such as restaurants, gas stations, hospitals etc.
  • Data from the digital map provides information about whether the vehicle is even on a public road or z. B. located on a large park, a rest area or gas station.
  • the flow chart of the determined traffic condition scope software module 100 uses the following sequential comparisons to find indications that the vehicle is not moving in the usual way on the road.
  • the comparison 101 it is checked whether the door is open, in the comparison 102 it is checked whether a POI (Point of Interest) is in the vicinity, in the comparison 103 it is checked whether a high steering activity is present, in the comparison 104 is checked whether the reverse gear or the idling of the vehicle is engaged, in the comparison 105 is checked based on the data supplied by the navigation system (not shown), whether the vehicle is off the road, in the comparison 106, it is checked whether the handbrake on is, in the comparison 107 is checked whether the airbag has been triggered.
  • the comparison 101 it is checked whether the door is open, in the comparison 102 it is checked whether a POI (Point of Interest) is in the vicinity, in the comparison 103 it is checked whether a high steering activity is present, in the comparison 104 is checked whether the reverse gear or the idling of the vehicle is engaged, in the
  • a counter 108 is increased by "1". For example, if the door is opened, the comparison 101 gives a first "yes” and the counter is set to "1". In the next second, a new comparison 101 is made, and the counter is set to "2" with the door open, and so on. If the door is closed, the result is "No", and the next second is 102. If the result is "Yes “the counter is increased by" 1 "to” 3 ". If there is no positive comparison during a run of the comparisons 101 to 107, the count of the counter is reset to "0". Each positive comparison thus increases the count of the counter 108, but only until there is a run through the comparisons 101 to 107, in which the result of the comparisons was always “no". Possibly. the counter 101 is set to "0" as indicated at 109.
  • the value t1 in a comparison 110 is set to "60" in this embodiment. If the count of the counter 108 does not reach the count "60", the result of the comparison 110 is "No" and the detection of whether a jam exists is suspended, as indicated by "Detection PAUSE” 111. If the result of the comparison 110 is "Yes", that is, one of the states of the comparisons 101 to 107 is longer than 60 seconds, a reset of the detection as to whether or not there is a jam is performed. This is indicated by “detection RESET” 112. How the “detection RESET” is performed or what it causes will be related later FIG. 5 explained in more detail.
  • comparisons 101 to 107 can also be run in a different order. For example, query 106 could determine whether the handbrake is engaged prior to query 101, whether a door is open.
  • FIG. 2 shows the flowchart of the software module 200 to determine the expected speed level.
  • the known standard sensor interface (SSI) 201 provides the normal speed (normal speed in an undisturbed traffic flow) for some streets on the basis of a digital map (not shown) having this information. For all other roads is on the digital map, usually a DVD of the navigation system, recorded which street type 202 and which street category 203 belongs to the concrete road. If the normal speed to be expected is not available, the expected speed level for an undisturbed traffic flow is assigned according to the invention for all other roads using a table 204 with entries for the different "road types" and possibly for the different "road categories".
  • the table 204 has a lower speed threshold S1 and an upper speed threshold S2 (expected speed level) for the respective road type, wherein it is also possible to distinguish whether the vehicle is moving on-site or off-road on this road type (street category). If the vehicle is on a developed main road, the normal speed is z. B. according to the maximum speed, in particular about 100 km / h.
  • the lower speed threshold S1 is in the table at 35 km / h
  • the upper speed threshold S2 at 45 km / h is set in the table, respectively.
  • the normal speed for the concrete road can also be specified on the digital map. Possibly.
  • the lower speed threshold S1 is set at 35% of the normal speed and the upper speed threshold S2 is set at 45% of the normal speed.
  • the lower speed threshold S1 and the upper speed threshold S2 thus orient themselves at the normal speed.
  • Table 204 below gives preferred values: Street category according to SSI Inland (S1 / S2) [ km / h ] Out of town (S1 / S2) [ km / h ] 0 unspecified as previously as previously 1 highway - 46/60 2 fast road 15/25 35/45 3 regional road 15/25 30/40 4 main road 15/25 30/40 5 local road 15/25 30/40 6 connecting road 15/25 30/40 7 slow road 10/20 25/35 8 minor road 10/20 25/35 9 service road 10/20 25/35
  • the speed thresholds S1 and S2 are corresponding to a software module for determining the boundary conditions weather and road guidance FIG. 3 pass that adapts the speed thresholds to the boundary conditions if necessary.
  • FIG. 3 shows the flowchart of the software module 300 for determining the boundary conditions weather and road guidance.
  • step 302 it is compared whether the wiper of the vehicle wipes. If the result of the comparison 302 is "yes”, a value Tw1, which indicates the length of the windscreen wiper activity, is increased by the value "1" in step 303.
  • step 304 it is compared whether the current value of Tw1 is higher than a value K1 indicating a lower time threshold.
  • N1 M0 + N1.
  • N1 is a value expressing how large the influence on the normal speed of the vehicle without adverse constraints is, and thus represents a weight for the condition "wiper wipes".
  • N3 is a value that expresses how great the influence on the normal speed of the vehicle without adverse conditions is, thus setting a weight for the condition "fog or fog lamp on”.
  • N5 is a value that expresses how great the influence on the normal speed of the vehicle is without adverse conditions and thus sets a weight for the condition "dipped beam".
  • N6 is a value that expresses how great the influence on the normal speed of the vehicle without adverse conditions is and thus represents a weight for the condition "temperature lower than 4 degrees Celsius and also wiper on" is.
  • step 320 If the result of the comparison is "No" or if N6 has been added in step 319, the process continues with step 320.
  • step 320 it is checked whether the value M6 is greater than a predetermined value Mb.
  • Mb is an empirical value or is determined, for example, by test drives and indicates from which value at a lower speed due to the aforementioned boundary conditions. the normal speed is calculated. If the result of the comparison 320 is "Yes", the lower speed threshold S1 and the upper speed threshold S2 are respectively reduced from the software module 200 for determining the expected speed level by multiplication by a value P1 smaller than 1. In practice, it has been found that a value P1 of about 0.9 is suitable, i. that the S1 and S2 should be reduced to about 90% of their normal value under the conditions mentioned above.
  • FIG. 4 shows the flowchart of a software module 400 for detection of crossing areas. Delays in the flow of traffic that occur through intersections, both light-signal-controlled and non-light-signal-controlled, are recognized as such and are filtered out during normal deceleration and subsequent intersection crossing. In this way, a crossing-free driving profile is practically emulated, thus enabling condition recognition even in intersections. For this, the SSI data "distance to the next intersection" (from the navigation system with digital map) and "speed" are used. A traffic jam in front of an intersection area is in the actual traffic condition detection, Fig. 5 , identified.
  • step 404 If the result of the comparison 401 is "no", ie the vehicle is not traveling in the area of an intersection, the actual speed v of the vehicle is determined as speed v2 in step 404 to the traffic condition recognition of FIG. 5 passed.
  • FIG. 5 the flowchart of a software module 500 for detecting the traffic condition by means of a threshold method, ie to determine whether there is a congestion or free ride is given.
  • the inventive software module 500 allows the determination of a position indication for the traffic jam entrance and a position indication for the congestion exit.
  • the basic data for the threshold value process performed by the software module 500 is the data obtained from the above four software modules and the current vehicle speed data. If the software module 100 (scopes) determines that the vehicle is not participating in the traffic, the traffic condition detection becomes FIG. 5 suppressed. After participating in the traffic, the module data are used to modify the speed values v2 and to determine the current threshold values S1 and S2. The weather conditions, road conditions and road conditions (intersections, serpentines) are used to change the speed data. The modified speed data will be used for further calculations.
  • the threshold values are determined via the setpoint speed (software module 200). They divide the entire speed range into three parts; Speed v less than S1, v between S1 and S2 and v greater than S2.
  • the modified speed data is preferably assigned to one of the three areas every second.
  • the determination of the currently prevailing traffic conditions then takes place via the frequencies of the modified speed data in the individual areas.
  • Traffic light and crossing areas are already taken into account by the modification of the speed data. Traffic jams in traffic lights or crossing areas are recognized in the same way as in traffic-free areas.
  • the first step 501 of the flow chart of the software module 500 it is checked whether the speed v2 (possibly an intersection-adjusted speed of the FIG. 4 ) is less than the lower speed threshold S1 (possibly modified by the boundary conditions weather, road conditions and road guidance). If the result of the comparison 501 is "yes", which is regarded as an indication of a congestion, in step 502, starting from the count "0", it is counted up by a first counter by the value W1 (count 1 + W1). The first counter thus takes into account a low speed v2 ⁇ S1 of the vehicle. Since the flowchart is (preferably) run through every second, counting is continued every second if the comparison result remains the same.
  • the state of the counter in step 502 is compared in step 503 with a value S5 (count 1> S5).
  • step 504 If the result of the comparison 501 is "no", ie v2 is smaller than the lower speed threshold S1, it is checked in step 504 whether the (possibly modified) speed of the vehicle v2 is less than the upper speed threshold S2. If the result of the comparison 504 is "yes”, which is regarded as a clue for free travel or no congestion, in step 505, starting from the count "0", a second counter increments by the value W2 (count 2 + W2). The second counter thus takes into account a high speed v2> S2 of the vehicle. Since the flowchart is (preferably) run through every second, counting is continued every second if the comparison result remains the same.
  • the counter reading of the second counter preferably increases by the value "1" every second in step 505, ie W2 is preferably "1". Of course, another value, such as "0.5”, could also be added.
  • the state of the second counter in step 505 is compared with the value S8 in step 506. If the result is "yes”, the count of the first counter is reset to "0" in step 508. If the result is "no”, continue with step 517.
  • the first counter is then counted up in the event of congestion in step 502.
  • the count of the first counter may exceed the value S5 and the result of the comparison 503 is "Yes”.
  • the second counter is incremented in free travel in step 505 (count 2 + W2).
  • the count of the second counter may exceed the value S8 and the result of the comparison 506 is "Yes”.
  • step 513 it is checked whether the count of the second counter (count 2) has been reset to "0" for the first time in step 507. If the result is "yes”, in step 514 the location and the time at which the counter reading of the counter 1 was first greater than the value S5 in step 503 are stored (potential traffic jam entrance). Potentially because in step 509 it has yet to be shown whether there really is a traffic jam. In step 515, it is checked whether the count of the first counter (count 1) has been reset to "0" for the first time in step 508. If the result is "yes”, in step 516 the location and the time at which the counter reading of the counter 2 was first greater than the value S8 in step 506 were stored (potential congestion exit). Potentially because in step 511 it has yet to show whether there really is no traffic jam.
  • step 517 it is checked in each case whether the absolute value of the difference of counter reading 1 and counter reading 2 is greater than a value S9 (
  • the process chain shown starts again with step 501, as in the preferably one-second run.
  • step 504 If the speed v2 is between S1 and S2, the result of the comparison in step 504 is "No". This situation is considered to be undefined, ie it is not clear whether there is a traffic jam or no traffic jam.
  • step 504 ' the count of the first counter is then increased by the value W3 and the count of the second counter also by the value W3, if necessary, every second, when the pass through the in FIG. 5 the chain is shown every second.
  • W1 and W2 have the same value, W3 preferably having half the value of W1 or W2.
  • the value of W1 or W2 is "1" and the value of W3 is "0.5". It will be appreciated that another weighting may be used if this results in more reliable jam detection.
  • the count of the first counter (low speed) is compared in seconds with the value S6 in step 509 (count 1> S6). If the count of the first counter is greater than S6, if the result of the comparison is "yes”, in step 510 a first data set is generated which describes the state "congestion”. In step 518, it is checked whether there is a state change, i. whether the state "congestion" was preceded by the state "free". Each time the vehicle is restarted, the "free" state is set as the initial state.
  • the first data record and the location and time of the (previously only potential) traffic jam entrance in step 519 for the purpose of data collection to a traffic situation reconstructing and representing institution, in particular a traffic data center, preferably a regional traffic data center , preferably by SMS, transmitted.
  • step 511 it is checked whether the count of the second counter is greater than a value S7. If the result of the comparison is "yes”, a second data record is generated in step 512, which describes the state "free”. In step 520 it is checked whether there is a change of state, ie whether the state "free" was preceded by the state "congestion".
  • step 509 If the count of the first counter (traffic jam entrance) is less than or equal to S6 in step 509, the result of the comparison 509 is "no". Then, in the next step 511, it is checked whether the count of the second counter (congestion exit or free travel) is greater than or equal to S7. If the counter reading of the second counter is greater than or equal to S7, the result of the comparison is "yes" and the institution reconstructing and representing the traffic situation is preferably once again transmitted via SMS the status "free” in step 512 for the purpose of the traffic situation survey.
  • step 513 In order to be able to determine the location of the traffic jam entrance and to be able to transmit it to the traffic situation reconstructing and representing institution (not shown), after the resetting of the second counter in step 507 it is checked in step 513 whether it is the first pass or not whether this comparison 513 is performed for the first time. If the second counter has been reset to "0" for the first time in step 507, the result of the comparison 513 is "yes" and the position of the vehicle determined from the data of the navigation system at that time is stored as "congestion” in step 514. When transmitting the status "congestion” in step 510, it is also preferred to have the position of the vehicle stored in step 514, i. the "traffic jam" to the traffic situation reconstructing and performing institution preferably transmitted via SMS.
  • step 515 In order to also be able to determine the location of the congestion exit and to be able to transmit to the traffic situation reconstructing and performing institution (not shown), it is checked in step 515 after the resetting of the first counter in step 508 whether it is the first pass or whether this comparison 515 is performed for the first time. If the first counter was reset to "0" for the first time in step 508, the result of comparison 515 is "yes" and the Position of the vehicle determined by the data of the navigation system at that time is stored as "congestion exit” in step 516.
  • the position of the vehicle stored in step 516 ie the "congestion exit" to the institution reconstructing and representing the traffic situation, is preferably transmitted by SMS.
  • step 509 If the result of comparison 513 or 515 is No, or if the traffic jam entrance in step 514 or the jam exit has been stored in step 516, the comparison continues in step 509.
  • a value of about 60 seconds is selected for S5 and a value of about 180 seconds for S6 and S7. It will be appreciated that values other than these practical values may be chosen if they allow a more reliable detection of jams.

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Claims (9)

  1. Procédé pour fournir des données d'état de circulation dans le cadre d'une reconnaissance d'état de circulation (500) par un véhicule automobile, notamment des données d'état de circulation pour la saisie de l'état de circulation, de préférence des données d'état de circulation pour saisir des bouchons,
    caractérisé en ce que
    dans une première étape (101,..., 107) on vérifie si le véhicule automobile participe actuellement à la circulation routière publique,
    dans une seconde étape (110) on vérifie si le véhicule a fonctionné autrement pendant une durée prédéfinie et dans l'affirmative, on interrompt dans une troisième étape (111, 112), la détection de l'état de circulation.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    pour déterminer si le véhicule fonctionne autrement on vérifie si une porte du véhicule est ouverte (101) et/ ou si un site intéressant se trouve à proximité du véhicule (102) et/ou s'il y a une grande activité de direction du véhicule (102) et/ou si la marche arrière et/ou si le ralenti du véhicule sont mis (104) et/ou si le véhicule se déplace à côté de la chaussée (105) et/ou si le frein à main est tiré (106) et/ou si le coussin gonflable a été déclenché (107) et si au moins l'un de ces événements est confirmé, un compteur ou horloge (108) démarre qui saisit depuis quand au moins l'un de ces éléments existe de façon ininterrompue et il fournit un état de comptage correspondant.
  3. Procédé selon la revendication 2,
    caractérisé en ce qu'
    on compare l'état de comptage du compteur (108) à une première valeur prédéfinie (110) et en cas de dépassement vers le bas de la valeur prédéfinie (t1), on arrête la reconnaissance d'état de circulation en conservant les événements jusqu'alors de la détection de l'état de la circulation.
  4. Procédé selon la revendication 2 ou 3,
    caractérisé en ce qu'
    on compare l'état de comptage du compteur (108) à une première valeur prédéfinie (110) et en cas de dépassement de la première valeur prédéfinie ou d'une seconde valeur prédéfinie on redémarre la reconnaissance d'état de circulation en effaçant les événements enregistrés jusqu'alors de la détection de l'état de circulation.
  5. Procédé selon l'une des revendications 2 à 4,
    caractérisé en ce qu'
    on remet l'état de comptage du compteur (108) à la valeur « 0 » (109) si la détermination pour savoir si le véhicule a fonctionné autrement reçoit une réponse négative.
  6. Procédé selon l'une des revendications 2 à 5,
    caractérisé en ce qu'
    on poursuit la détection de l'état de circulation (113) si la détermination pour savoir si le véhicule a fonctionné autrement reçoit une réponse négative.
  7. Système de transmission de données relatives à l'état de circulation par un premier véhicule vers un second véhicule, notamment par un réseau approprié ou par une centrale de données de circulation vers un ou plusieurs autres véhicules, en particulier par radio,
    caractérisé en ce que
    le système comporte des moyens pour récupérer les données concernant les états de circulation par un procédé selon l'une des revendications précédentes.
  8. Dispositif équipant un véhicule automobile pour générer et émettre des données d'état de circulation,
    caractérisé en ce que
    le dispositif comporte des moyens fournissant les données d'état de circulation selon un procédé de l'une quelconque des revendications précédentes.
  9. Produit programme d'ordinateur applicable à un véhicule automobile pour générer et émettre des données d'état de circulation,
    caractérisé en ce que
    le programme produit d'ordinateur exécute un procédé selon l'une des revendications de procédé précédentes.
EP03782465A 2003-12-19 2003-12-19 Verification du champ d'application de donnees sur l'etat du trafic Expired - Lifetime EP1695295B1 (fr)

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PCT/EP2003/014642 WO2005064545A1 (fr) 2003-12-19 2003-12-19 Verification du champ d'application de donnees sur l'etat du trafic

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EP1695295A1 EP1695295A1 (fr) 2006-08-30
EP1695295B1 true EP1695295B1 (fr) 2008-07-02

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EP03782465A Expired - Lifetime EP1695295B1 (fr) 2003-12-19 2003-12-19 Verification du champ d'application de donnees sur l'etat du trafic

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EP1695295A1 (fr) 2006-08-30
DE50310088D1 (de) 2008-08-14
US7353107B2 (en) 2008-04-01
WO2005064545A1 (fr) 2005-07-14
US20070005229A1 (en) 2007-01-04

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