EP1695314B1 - Identification de zones de croisement lors d'une identification de l'etat du trafic - Google Patents

Identification de zones de croisement lors d'une identification de l'etat du trafic Download PDF

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Publication number
EP1695314B1
EP1695314B1 EP03819175A EP03819175A EP1695314B1 EP 1695314 B1 EP1695314 B1 EP 1695314B1 EP 03819175 A EP03819175 A EP 03819175A EP 03819175 A EP03819175 A EP 03819175A EP 1695314 B1 EP1695314 B1 EP 1695314B1
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Prior art keywords
vehicle
traffic
speed
road
data
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EP03819175A
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German (de)
English (en)
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EP1695314A1 (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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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions

Definitions

  • the invention relates to a method for providing traffic status 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 In order to increase the traffic situation more precisely and additionally with information about weather, road conditions and local dangers in the future, FCD will be further developed into 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 traffic conditions, obstructions, road conditions (road surface), infrastructural conditions (serpentine), local hazards, rain, slipperiness and slipping hazards.
  • 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 inventive method for providing traffic condition data in the context of a traffic condition detection by a motor vehicle especially traffic condition data for traffic situation detection, preferably traffic condition data for traffic jam detection, the motor vehicle, a device for position detection using a digital road map stored on a data carrier, in particular a GPS Navigation system with a DVD as a digital road map, is that is checked in a first step, whether the vehicle is closer than a predetermined distance (S3) from a road junction or junction, optionally checked in a second step, if the Speed is less than a predetermined speed (S1), and optionally in a third step for the traffic condition detection largely the average speed of the vehicle during a Zei dream (v (t-60)), which is before the time when the vehicle reaches the crossing area or branch area.
  • the predetermined speed corresponds to the value of a lower speed threshold (S1) in which the road type and / or the road category on which the vehicle moves in the area of the intersection or branch and / or Traffic influence "rain” by querying the status of the windscreen wiper (302) and / or the traffic "smooth road” by querying the status of the ASC and / or DSC and / or ABS (307) and / or the traffic "fog by a query of the status of the fog lamp (312) and / or the traffic influence "curvy track” (314) by monitoring the steering angle and / or the traffic influence "brightness” by a query of a daylight sensor or a query of the status of the low beam (316) and / or the traffic influence "outside temperature” by checking whether the temperature is below four degrees Celsius and also the windshield wiper is turned on (318) is taken into account.
  • S1 the road type and / or the road category on which the vehicle moves in the area of the intersection or branch and / or Traffic influence "rain”
  • negative traffic influences are included in the traffic status detection according to the invention, which usually lead to the driver being able to compare the speed with the traffic. reduced in a situation where there is no negative impact of traffic or negative traffic.
  • the consideration according to negative traffic influences such as a traffic intersection, diversion, risk of ice, black ice, fog, darkness, heavy rain, winding road, etc., increases the reliability of a traffic condition detection, such as a change in traffic conditions (eg congestion entry or congestion exit), because between a reduced speed due to the mentioned traffic influences, which does not necessarily lead to a congestion, and a reduced speed due to congestion can be distinguished very reliable.
  • 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 traffic data center and / or in other vehicles that move in the direction of the supposed congestion saved.
  • the costs are, in particular, costs for corresponding SMS messages (short message service) or costs for a different transmission.
  • traffic status data are transmitted only if the detected traffic condition, eg a traffic congestion, causes this.
  • the method of the invention allows only a cost-effective and even timely data collection on highways, roads and on streets in city traffic.
  • the speed of the vehicle and the distance to the next intersection or branching on the basis of data of the standard sensor interface is determined.
  • the data is provided by the standard sensor interface (SSI) provided in the vehicle anyway and the data must be used only in accordance with the invention.
  • SSI standard sensor interface
  • the predetermined distance to the intersection or junction, from which the intersection or branching is taken into account in the traffic condition detection is approximately 150 m, preferably approximately 160 m.
  • the traffic condition detection is largely based on the actual speed of the vehicle.
  • the traffic condition detection is largely the average speed during a period (v (t-60)) that is before the current time preferably the average speed of the vehicle during the last 60 seconds is taken as a basis.
  • the first to third steps are carried out as long as possible, preferably approximately every second, as long as a check reveals that the vehicle is currently taking part in public traffic.
  • a check reveals that the vehicle is currently taking part in public traffic.
  • the inventive method for data acquisition also allows an advantageous system for the transmission of 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.
  • 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 or the idle of the vehicle is checked 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 is checked whether the handbrake is energized, in the comparison 107 is checked whether the Airbag has been triggered.
  • POI Point of Interest
  • 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 explained later in connection with Figure 5 in more detail. If the result of the comparisons 101 to 107 has always been “no”, this is considered a situation in which there is no state of emergency and the Jam detection is performed as described in more detail below. This is indicated by “detection GO" 113.
  • 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.
  • 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 passed to a software module for determining the boundary conditions weather and road guidance according to FIG. 3, which possibly adapts the speed thresholds to the boundary conditions.
  • FIG. 3 shows the flowchart of the software module 300 for determining the boundary conditions of 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. If the windscreen wiper runs longer than the lower time threshold K1, i.
  • 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".
  • 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 much influence is on the normal speed of the vehicle without adverse marginal conditions and thus represents a weight for the condition "temperature lower than 4 degrees Celsius and also wiper on”.
  • 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.
  • the chain shown in FIG. 3 is again (preferably) run through approximately once per second, unless it is determined that the vehicle is outside the scope of the jam recognition according to the invention (see FIG.
  • FIG. 4 shows the flow chart of a software module 400 for detecting intersection 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 identified in the actual traffic condition recognition, FIG. 5.
  • step 404 If the result of comparison 401 is "no", i. If the vehicle is not driving in the area of an intersection, the actual speed v of the vehicle is forwarded as speed v2 in step 404 to the traffic condition recognition of FIG.
  • the chain shown in FIG. 4 is again (preferably) run through approximately once per second, unless the vehicle is determined to be outside the scope of the jam detection invention (see Figure 1).
  • FIG. 5 shows the flowchart of a traffic state detection software module 500 by means of a threshold method, i. to determine if there is a traffic jam or if you are free to drive.
  • 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 flow, the traffic condition detection of FIG. 5 is 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 as 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 flowchart of the software module 500 it is checked whether the speed v2 (possibly an intersection-adjusted speed of FIG. 4) is less than the lower speed threshold S1 (possibly modified by the boundary conditions of 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 status of the second counter in step 505 is determined in step 506 with the Value S8 compared. 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 (
  • 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 an undefined state, i. It is not clear whether there is a traffic jam or no traffic jam or free travel.
  • 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 chain shown in Figure 5 takes place 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”. If the result of the comparison is "yes”, the second record and the location and time of the (previously only potential) Congestion exit in step 521 for the purpose of collecting data to an institution reconstructing and representing the traffic situation, in particular a traffic data center, preferably a regional traffic data center, preferably by SMS.
  • a traffic data center preferably a regional traffic data center
  • step 501 If the result of the comparisons in steps 518 or 520 is "no", no data transmission takes place. Rather, the method described in FIG. 5 starts again with step 501.
  • 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 After the reset of the first counter in step 508, it is checked in step 515 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 the comparison 515 is "yes" and the position of the vehicle determined from 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 reliable detection of jams.

Claims (10)

  1. Procédé de mise à disposition de données relatives aux conditions de circulation dans le cadre d'une détection des conditions de circulation (500) par un véhicule automobile, en particulier de données relatives aux conditions de circulation pour une détection de l'état de la circulation, de préférence des données relatives aux conditions de circulation pour détecter des embouteillages, le véhicule automobile présentant un dispositif de détection de position en utilisant une carte routière numérique enregistrée sur un support de données, en particulier un système de navigation GPS avec un DVD servant de carte routière numérique,
    caractérisé en ce que
    au cours d'une première étape, on vérifie si le véhicule est plus éloigné d'un croisement de route ou d'une bifurcation par rapport à une distance prédéfinie (S3),
    éventuellement, au cours d'une deuxième étape, on vérifie si la vitesse est inférieure à une vitesse prédéfinie (S1), et
    éventuellement, au cours d'une troisième étape, pour la détection des conditions de circulation, on utilise en grande partie la vitesse moyenne du véhicule pendant une durée (v(t-60)) comprise avant le moment où le véhicule atteint la zone de croisement ou la zone de bifurcation.
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on détermine la vitesse du véhicule et l'éloignement par rapport au prochain croisement ou à la bifurcation à partir de données de l'interface capteurs standard.
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que
    la distance prédéfinie (S3) représente 150 m environ, de préférence 160 m environ.
  4. Procédé selon l'une des revendications 1 à 3,
    caractérisé en ce que
    la vitesse prédéfinie correspond à la valeur d'un seuil de vitesse inférieur (S1) dans lequel on prend en compte le type de route et/ou la catégorie de route sur laquelle le véhicule se déplace au niveau du croisement ou de la bifurcation et/ou l'influence de la « pluie » pour la circulation au moyen d'une interrogation de l'état de l'essuie-glace avant (302) et/ou l'influence d'une « chaussée glissante » pour la circulation au moyen d'une interrogation de l'état de l'ASC et/ou du DSC et/ou de l'ABS (307) et/ou l'influence du « brouillard » pour la circulation au moyen d'une interrogation de l'état d'un feu anti-brouillard (312) et/ou l'influence pour la circulation d'un « itinéraires à virages » (314) au moyen d'une vérification de l'angle de braquage et/ou l'influence de la « luminosité » pour la circulation au moyen d'une interrogation d'un capteur de luminosité ou d'une interrogation de l'état du feu de croisement (316) et/ou l'influence de la « température extérieure » pour la circulation en surveillant si la température est inférieure à 4°C degrés Celsius et en outre si l'essuie-glace avant est activé (318).
  5. Procédé selon l'une des revendications 1 à 4,
    caractérisé en ce que
    lorsque l'éloignement du véhicule par rapport au croisement de routes ou à la bifurcation suivant(e) est supérieur à la distance prédéfinie (401), on prend alors en grande partie la vitesse réelle (v2=v) du véhicule pour base de la détection des conditions de circulation.
  6. Procédé selon une des revendications précédentes,
    caractérisé en ce que
    lorsque l'éloignement du véhicule, par rapport au croisement suivant, est inférieur à la distance prédéfinie et lorsque la vitesse réelle du véhicule est inférieure au seuil de vitesse inférieur (S1) prédéfini (402), on prend alors en grande partie pour base de la détection des conditions de circulation la vitesse moyenne pendant une durée (v(t-60)) comprise avant le moment présent, de préférence la vitesse moyenne des 60 dernières secondes du véhicule.
  7. Procédé selon une des revendications précédentes,
    caractérisé en ce qu'
    on exécute les étapes, de la première à la troisième, de préférence toutes les secondes, jusqu'à ce qu'une vérification confirme que le véhicule participe actuellement à la circulation routière publique.
  8. Système de transmission de données relatives aux conditions de circulation émises par un premier véhicule à un deuxième véhicule, en particulier par un réseau ad-hoc, ou par une centrale d'informations relatives à la circulation à un ou plusieurs véhicules automobiles, éventuellement modifiées, en particulier par une diffusion générale,
    caractérisé en ce qu'
    on obtient les données relatives aux conditions de circulation à l'aide d'un procédé selon une des revendications précédentes.
  9. Dispositif dans un véhicule automobile destiné à générer et envoyer des données relatives aux conditions de circulation,
    caractérisé en ce que
    le dispositif exécute un procédé selon une des revendications précédentes.
  10. Produit de programme informatique destiné à être utilisé dans un véhicule automobile et à générer et envoyer des données relatives aux conditions de circulation,
    caractérisé en ce que
    le produit de programme informatique permet de mettre en oeuvre un procédé selon une des revendications précédentes.
EP03819175A 2003-12-19 2003-12-19 Identification de zones de croisement lors d'une identification de l'etat du trafic Expired - Lifetime EP1695314B1 (fr)

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PCT/EP2003/014645 WO2005064565A1 (fr) 2003-12-19 2003-12-19 Identification de zones de croisement lors d'une identification de l'etat du trafic

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EP1695314A1 EP1695314A1 (fr) 2006-08-30
EP1695314B1 true EP1695314B1 (fr) 2007-11-07

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EP (1) EP1695314B1 (fr)
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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