EP2662846A1 - Procédé de réduction d'un risque d'embouteillage - Google Patents

Procédé de réduction d'un risque d'embouteillage Download PDF

Info

Publication number
EP2662846A1
EP2662846A1 EP13164962.6A EP13164962A EP2662846A1 EP 2662846 A1 EP2662846 A1 EP 2662846A1 EP 13164962 A EP13164962 A EP 13164962A EP 2662846 A1 EP2662846 A1 EP 2662846A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
information
location
route information
server
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP13164962.6A
Other languages
German (de)
English (en)
Inventor
Thomas Fuehrer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2662846A1 publication Critical patent/EP2662846A1/fr
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096805—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route
    • G08G1/096811—Systems involving transmission of navigation instructions to the vehicle where the transmitted instructions are used to compute a route where the route is computed offboard
    • 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
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • 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
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • 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
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0145—Measuring and analyzing of parameters relative to traffic conditions for specific applications for active traffic flow control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
    • G08G1/096844—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route where the complete route is dynamically recomputed based on new data

Definitions

  • the invention relates to a method for reducing a risk of stowage according to claim 1.
  • Such radar systems may be, for example, long range or midrange radar systems.
  • the radar systems can be used to determine a distance between a motor vehicle and a preceding vehicle and / or a subsequent further motor vehicle.
  • the determination of the distance can serve to detect an imminent collision and to prevent it by issuing a warning to a driver and / or by an automatic driver brake assistance.
  • the distance determination may alternatively or additionally also in a driver assistance system, which is designed for engagement in an engine management and / or brake management of the motor vehicle, serve for speed and / or distance control.
  • the position determination can be done, for example, using GPS signals.
  • the object of the present invention is to provide a method for reducing a congestion hazard. This task is performed by a method the features of claim 1 solved. Preferred developments are specified in the dependent claims.
  • An inventive method for reducing a congestion hazard comprises steps of recording a value of an operating characteristic of a motor vehicle by a sensor disposed in the motor vehicle, associating the value with a location information indicating a position of the motor vehicle to obtain linked information for transmitting the linked information to a server for evaluating a plurality of linked information to recognize a location where a probability of occurrence of traffic congestion is above a threshold value, to create route information by which driving of the location is avoided, and to transmit the route information to a motor vehicle.
  • this method allows the creation of a route information, the attention of which reduces the risk of getting stuck in a traffic jam.
  • the method can advantageously be implemented with little effort.
  • the motor vehicle to which the route information is transmitted may be the motor vehicle that transmits the linked information, or another motor vehicle. This advantageously allows a high flexibility of the method.
  • the plurality of linked information is evaluated to recognize that the probability of occurrence of congestion at the location in a regularly occurring time interval is above the threshold.
  • the route information is created so that the driving of the location within the time interval is avoided.
  • the method thereby allows detection of regularly occurring traffic patterns and their consideration in the planning of routes. As a result, it can be avoided, for example, that a motor vehicle gets into a frequently occurring traffic jam during a rush hour.
  • the route information is transmitted to a navigation system of the motor vehicle.
  • a consideration the route information is then automatically carried out by the navigation system of the motor vehicle.
  • the route information comprises a delivery planning.
  • the delivery planning can be a delivery planning of an operator of a vehicle fleet.
  • the distances to be covered by the motor vehicle of the vehicle fleet can then be laid out in such a way that driving over places at times when an occurrence of a traffic congestion is to be expected is avoided.
  • this comprises further steps for creating a driving profile and for transmitting the driving profile to a driver assistance system of the motor vehicle.
  • the driving profile can be created so that its compliance with the driver assistance system of the motor vehicle means that the motor vehicle later reaches or even completely avoids a traffic jam. As a result, a traffic jam dissolves faster or may even be completely avoided.
  • the operating characteristic is a speed or an acceleration or a braking deceleration of the motor vehicle, a distance between the motor vehicle and a preceding or following further motor vehicle, or a selected switching step of the motor vehicle.
  • one or more of these operating characteristics reliably detect whether the motor vehicle is in a traffic jam.
  • the probability of an occurrence of a traffic jam is above the threshold value if a speed of the motor vehicle is below a specified limit and / or a distance between the motor vehicle and a preceding or a subsequent further motor vehicle below a specified Limit lies.
  • the knowledge is used that motor vehicles move in traffic congestion at low speed and have only small distances from each other.
  • a plurality of automobiles send linked information to the server.
  • the motor vehicles can be, for example, motor vehicles of a related vehicle fleet.
  • the server then simultaneously receives information from different points of a road network, which increases the accuracy of the evaluation of the linked information by the server.
  • the senor is a radar sensor.
  • radar sensors are suitable for determining a distance between a motor vehicle and surrounding other motor vehicles.
  • motor vehicles are already equipped with such sensors in many cases. As a result, the method can advantageously be implemented without much additional effort.
  • FIG. 1 shows a schematic representation of a motor vehicle 100.
  • the motor vehicle 100 may be, for example, a passenger car (PKW). However, the motor vehicle 100 may also be a delivery truck, a truck, or another motor vehicle.
  • the motor vehicle 100 may belong to a fleet of related motor vehicles. For example, the motor vehicle 100 may be part of a fleet of delivery vehicles of a forwarding agency or a parcel service.
  • the motor vehicle 100 has a control unit 110.
  • the control unit 110 is preferably realized as a combination of hardware and software components.
  • the control unit 110 may include a microcontroller or a microcomputer running a program.
  • the controller 110 may also include volatile and nonvolatile data stores.
  • the motor vehicle 100 also has at least one sensor 120.
  • the sensor 120 may be used to determine a value of an operating characteristic of the motor vehicle 100.
  • operating characteristic in the context of this description designates any quantity and information that characterizes and quantifies an operating mode, a mode of operation or, in general, the operation of the motor vehicle 100.
  • the operating characteristic of the motor vehicle 100 may be, for example, a speed of the motor vehicle 100.
  • the sensor 120 is configured to determine a speed of the motor vehicle.
  • the operating characteristic of the motor vehicle 100 may also be an acceleration or a braking deceleration of the motor vehicle.
  • the sensor 120 is configured to determine an acceleration or a braking deceleration of the motor vehicle 100.
  • the operating characteristic of the motor vehicle 100 may also be a selected shift stage of a manual transmission of the motor vehicle. In this case, the sensor 120 is configured to determine the selected switching stage of the motor vehicle 100.
  • the operating characteristic of the motor vehicle 100 may also be a distance between the motor vehicle 100 and a further motor vehicle ahead or another motor vehicle following the motor vehicle 100.
  • the sensor 120 is designed to determine such a distance.
  • the sensor 120 is then designed as a radar sensor, for example as a remote or mid-range radar sensor.
  • the sensor 120 may also be a video camera, a stereo video camera, a scanning lidar sensor (light detection and ranging) or a scanning radar sensor. Such sensors are also suitable for analyzing an environment of the motor vehicle 100 and for determining distances between the motor vehicle 100 and surrounding other motor vehicles.
  • the motor vehicle 100 may also have a plurality of sensors 120.
  • the plurality of sensors 120 then preferably serve to determine values of a plurality of different operating characteristics of the motor vehicle 100.
  • the motor vehicle 100 may include a first radar sensor for determining a distance between the motor vehicle 100 and a further motor vehicle ahead, a second radar sensor for determining a distance between the motor vehicle 100 and a subsequent further motor vehicle and a speed sensor for determining a speed of the motor vehicle 100 have.
  • the motor vehicle 100 comprises in the in FIG. 1
  • the driver assistance system may also be referred to as Adaptive Cruise Control (ACC).
  • the driver assistance system 130 may serve to perform an automatic speed and / or distance control of the motor vehicle 100.
  • the driver assistance system 130 may be designed to intervene in an engine management and / or brake management of the motor vehicle 100.
  • the driver assistance system 130 can also be designed to receive values of one or more operating characteristics of the motor vehicle 100 determined by the sensor 120.
  • the driver assistance system 130 may be configured to receive distance values from a radar sensor. In a simplified embodiment of the motor vehicle 100, however, the driver assistance system 130 may also be omitted.
  • the motor vehicle 100 also includes a navigation system 140.
  • the navigation system 140 is configured to determine a position of the motor vehicle 100.
  • the navigation system 140 may be configured, for example, to determine the position of the motor vehicle 100 by receiving a GPS signal.
  • the motor vehicle 100 also includes a display device 150.
  • the display device 150 serves to display information to a driver of the motor vehicle 100.
  • the display device 150 may be formed, for example, as a screen or as a small lamp.
  • the motor vehicle 100 may also have a plurality of display devices 150.
  • the display device 150 may also be part of the driver assistance system 130 or the navigation system 140 or be used by the driver assistance system 130 and / or the navigation system 140.
  • the control unit 110 of the motor vehicle 100 is connected to the sensor 120, the driver assistance system 130, the navigation system 140 and the display device 150. Via the connections, the control unit 110 can communicate data and information with the sensor 120, the driver assistance system 130, the Navigation system 140 and the display device 150 and the sensor 120, the driver assistance system 130, the navigation system 140 and the display device 150 to drive.
  • the schematic representation of FIG. 1 also shows a server 160.
  • the server 160 is located outside the motor vehicle 100.
  • the server 160 may be, for example, a computer in a data center.
  • the server 160 may also be implemented by a plurality of networked computers located in one or more data centers.
  • the server 160 may be part of a cloud infrastructure or part of a social network service. If the motor vehicle 100 is part of a vehicle fleet, then the server 160 may in particular be a server of an operator of the vehicle fleet.
  • the control unit 110 of the motor vehicle 100 is configured to communicate with the server 160 via a bidirectional communication link 170.
  • the bidirectional communication link 170 is preferably a wireless communication link.
  • the bi-directional communication link 170 may be configured as a connection in accordance with an Internet protocol via a mobile radio network.
  • the control unit 110 is then connected or equipped with suitable transmitting and receiving units.
  • FIG. 2 shows a schematic flow diagram of a method 200 for creating a driving profile.
  • the method 200 is carried out in part by the control unit 110 of the motor vehicle 100 and partly by the server 160, as will be explained below.
  • the control unit 110 determines a value of an operating characteristic of the motor vehicle 100. For this purpose, the control unit 110 receives a value determined by the sensor 120. The control unit 110 may also receive a plurality of values determined by a plurality of sensors 120. For example, in the first method step 210, the control unit 110 may record a speed of the motor vehicle 100 and a distance of the motor vehicle 100 from another motor vehicle ahead of the motor vehicle 100.
  • the control unit 110 determines a position of the motor vehicle 100.
  • the position of the motor vehicle 100 is as possible determined simultaneously with the recorded in the first process step 210 value of the operating characteristic of the motor vehicle 100.
  • the control unit 110 determines the position of the motor vehicle 100 with the aid of the navigation system 140.
  • the determined position of the motor vehicle 100 can also be referred to as location information.
  • control unit 110 links the value of the operating characteristic of the motor vehicle 100 recorded in the first method step 210 with the location information determined in the second method step 220 in order to obtain linked information.
  • FIG. 3 2 shows a schematic representation of a linked information 400.
  • the linked information 400 comprises a value 410 of an operating characteristic of the motor vehicle 100 determined in the first method step 210 and a location information 420 determined in the second method step 220, which indicates a position of the motor vehicle 100 at the time at which the value 410 of the operating characteristic has been recorded.
  • a fourth method step 240 the control unit 110 transmits the linked information 400 obtained in the third method step to the server 160 via the bidirectional communication connection 170.
  • the first method step 210, the second method step 220, the third method step 230 and the fourth method step 240 are preferably repeated many times. Particularly preferably, the method steps 210, 220, 230, 240 are repeated continuously during a drive of the motor vehicle 100, for example once a second or once a minute. In this way, a plurality of location-dependent values 410 of one or more operating characteristics of the motor vehicle 100 are transmitted to the server 160.
  • motor vehicle 100 is part of a fleet of related motor vehicles, then preferably all motor vehicles 100 of the vehicle fleet repeatedly perform the method steps 210, 220, 230, 240. In this way, location-dependent values 410 of one or more operating characteristics of several motor vehicles 100 with different vehicle drivers are transmitted to the server 160.
  • the server 160 evaluates the plurality of linked information 400 transmitted to the server 160 to identify a location where a likelihood of a traffic congestion is above a threshold. In doing so, the server 160 examines the linked information 400 for the occurrence of distance information and speed information typical of traffic congestion. For example, in traffic congestion, motor vehicles typically travel at low speed and only maintain close distances. These properties usually occur in traffic congestion over a longer period of time. The server may rate such properties in the linked information 400 with probabilities of traffic congestion. When similar information is transmitted from a plurality of motor vehicles 100 to the server 160, the probability of a traffic congestion is increased.
  • the server can also recognize that a probability of occurrence of a traffic jam at a specific location in a regularly occurring time interval is above the defined threshold value.
  • the server 160 could recognize that motor vehicles that travel at a certain time a certain distance, for example, a main artery of a city during a rush hour, get regularly recurring in a traffic jam.
  • the server 160 is thus configured not only to detect the presence of a current traffic jam, but also to make a prediction about a probability of occurrence of a future traffic jam.
  • the server 160 creates a route information.
  • the route information is thereby created in such a way that driving on at least one location is avoided, for which it has been recognized that the probability of occurrence of a traffic jam is above the threshold value.
  • the route information can be created so that the probable traffic jam is avoided.
  • the route information can also be created in such a way that the place where there is probably a traffic jam will not be used until the traffic jam has already cleared. If it is not possible to completely avoid driving in a place where there is likely to be a traffic jam, the route information will be created in such a way that the location is only time as short as possible and / or in a shortest possible spatial section is traveled.
  • a seventh method step 270 the route information created in the sixth method step 260 is transmitted to a motor vehicle 100.
  • the transmission preferably takes place via the bidirectional communication connection 170.
  • the motor vehicle 100 receiving the route information may be a motor vehicle 100 that has sent one or more linked information 400 to the server 160.
  • the motor vehicle 100 that receives the route information may also be a second motor vehicle 100 following a first motor vehicle 100 that has sent one or more linked information 400 to the server 160, from which it is possible to derive a traffic congestion.
  • the second motor vehicle 100 receives a route information, by which the driving of the location is avoided, at which the first motor vehicle 100 has fallen into a traffic jam.
  • the route information created in the sixth method step 260 and transmitted to the motor vehicle 100 in the seventh method step 270 may be route information for the navigation system 140 of the motor vehicle 100.
  • the route information is preferably transmitted directly to the navigation system 140 and taken into account in an eighth method step 280 by the navigation system 140.
  • the navigation system 140 may then display the route information via the display device 150, for example.
  • the route information created in the sixth method step 260 and transmitted in the seventh method step 270 may also be a delivery planning of an operator of a vehicle fleet. If a location was identified in the fifth method step 250 at which a probability of an occurrence of a traffic jam is above the threshold value in a regularly occurring time interval, the delivery planning can be set up, for example, such that driving through this location in this time interval by all motor vehicles 100 of FIG Vehicle fleet is avoided. For example, a delivery order can be selected such that it is not necessary to drive over the location in the time interval.
  • a driving profile for the driver assistance system 130 can additionally be created in a ninth method step 290 and this can be transmitted to the driver assistance system 130 in a tenth method step 300.
  • the driver assistance system 130 then controls the motor vehicle 100 in an eleventh method step 310 according to the driving profile.
  • the driving profile may include maximum speeds, ideal speeds, preferred distances of the motor vehicle 100 from surrounding vehicles and / or preferred acceleration and braking values. If a location was identified in the fifth method step 250 at which a probability of occurrence of a traffic congestion is above the threshold value, and if driving in this location can not be avoided, the driving profile in the ninth method step 290 can be created so that the location is reached later becomes. As a result, less time has to be spent in the traffic jam before it dissipates.
  • the driving profile can also be created in the ninth method step 290 in such a way that a probability of occurrence of a traffic congestion is reduced by prudent driving of the motor vehicle 100 (or preferably several motor vehicles 100 of a vehicle fleet).
  • the method 200 is for use of the sensors 20, which are included in the motor vehicle 100, for collecting driver behavior and driving profiles of individual drivers of a fleet of motor vehicles 100.
  • This information includes, for example, speed, distance, acceleration, braking information and possibly others Information, such as a shift stage of a transmission.
  • the profiles of individual drivers are linked with a covered route (tagging) and deposited in a map. All of this information is provided via the server 160, for example, data cloud or social network services, e.g. B. the fleet operator or its service provider, centrally collected.
  • the collected data can now be analyzed for distance information and speed information typical of congestion (eg, low walking speed and narrow distances, possibly even a few centimeters over extended periods of time).
  • the method 200 begins with the optimization of the routes for the other fleet vehicles that have to use the route completely or even partially (eg. known via active navigation or delivery planning of the day per driver / vehicle). The traffic jam should be avoided or only temporarily impaired. The method now allows the transmission of this route information to the fleet driver.
  • the display is made via the display device 150 and / or the navigation system 140.
  • the method 200 also allows the transmission of a new ACC profile (maximum speeds, ideal speeds, distances, acceleration and braking information) to the other fleet vehicles for preventive congestion avoidance or even minimization.
  • a new ACC profile maximum speeds, ideal speeds, distances, acceleration and braking information
  • the vehicles will later reach the existing traffic jam and thus provide for a faster resolution if necessary.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Mathematical Physics (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)
EP13164962.6A 2012-05-11 2013-04-23 Procédé de réduction d'un risque d'embouteillage Withdrawn EP2662846A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012207864A DE102012207864A1 (de) 2012-05-11 2012-05-11 Verfahren zum Reduzieren einer Staugefahr

Publications (1)

Publication Number Publication Date
EP2662846A1 true EP2662846A1 (fr) 2013-11-13

Family

ID=48226970

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13164962.6A Withdrawn EP2662846A1 (fr) 2012-05-11 2013-04-23 Procédé de réduction d'un risque d'embouteillage

Country Status (3)

Country Link
US (1) US20130304333A1 (fr)
EP (1) EP2662846A1 (fr)
DE (1) DE102012207864A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012212065A1 (de) * 2012-07-11 2014-01-16 Robert Bosch Gmbh Verfahren zum Betreiben eines Fahrerassistenzsystems für ein Fahrzeug und Fahrerassistenzsystem für ein Fahrzeug
GB201305131D0 (en) 2013-03-20 2013-05-01 Tomtom Dev Germany Gmbh Methods and systems for detecting a closure of a navigable element
DE102014213350A1 (de) * 2014-07-09 2016-01-14 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zur Ermittlung von Informationen über Mobilitäts-situationen
US9965950B2 (en) * 2016-06-03 2018-05-08 Here Global B.V. Method and apparatus for classifying a traffic jam from probe data
EP3358542B1 (fr) * 2017-02-01 2020-12-09 Kapsch TrafficCom AG Procédé permettant de prédire un comportement de trafic dans un réseau routier
US10482000B2 (en) * 2017-04-24 2019-11-19 Microsoft Technology Licensing, Llc Machine learned decision guidance for alerts originating from monitoring systems
CN113942477A (zh) * 2020-07-17 2022-01-18 奥迪股份公司 辅助驾驶装置及相应的车辆、方法、计算机设备和介质
WO2023239349A1 (fr) * 2022-06-06 2023-12-14 Lightracor, Inc. Système de régulation du trafic

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000031705A2 (fr) * 1998-11-23 2000-06-02 Brook Lang Systeme de surveillance de trafic instantanee
US20080019269A1 (en) * 2006-07-18 2008-01-24 Chatschik Bisdikian Proactive mechanism for supporting the global management of vehicle traffic flow
US20100057341A1 (en) * 2008-08-29 2010-03-04 General Motors Corporation Dynamic determination of optimal route delivery method
US20100151838A1 (en) * 2008-12-12 2010-06-17 Research In Motion Limited System and method for providing traffic notifications to mobile devices
WO2012020293A2 (fr) * 2010-08-09 2012-02-16 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de véhicule, système de commande de véhicule et système de régulation de la circulation

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050154626A1 (en) * 2004-01-09 2005-07-14 Mike Jones Dynamic window vehicle tracking method
DE102005050277A1 (de) * 2005-10-20 2007-04-26 Robert Bosch Gmbh Abstands- und Geschwindigkeitsregler mit Stauerkennung
JP4360419B2 (ja) * 2007-04-26 2009-11-11 アイシン・エィ・ダブリュ株式会社 交通状況判定システム
GB201113112D0 (en) * 2011-02-03 2011-09-14 Tomtom Dev Germany Gmbh Method of generating expected average speeds of travel

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000031705A2 (fr) * 1998-11-23 2000-06-02 Brook Lang Systeme de surveillance de trafic instantanee
US20080019269A1 (en) * 2006-07-18 2008-01-24 Chatschik Bisdikian Proactive mechanism for supporting the global management of vehicle traffic flow
US20100057341A1 (en) * 2008-08-29 2010-03-04 General Motors Corporation Dynamic determination of optimal route delivery method
US20100151838A1 (en) * 2008-12-12 2010-06-17 Research In Motion Limited System and method for providing traffic notifications to mobile devices
WO2012020293A2 (fr) * 2010-08-09 2012-02-16 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de véhicule, système de commande de véhicule et système de régulation de la circulation

Also Published As

Publication number Publication date
US20130304333A1 (en) 2013-11-14
DE102012207864A1 (de) 2013-11-14

Similar Documents

Publication Publication Date Title
EP2662846A1 (fr) Procédé de réduction d'un risque d'embouteillage
DE102014008578B4 (de) Verfahren zur Ermittlung von Positionsdaten zur Nutzung beim Betrieb eines Fahrzeugsystems eines Kraftfahrzeugs und Positionsdatenermittlungs- und-verteilssystem
DE102020111938A1 (de) Systeme und verfahren zum planen und aktualisieren einer fahrzeugtrajektorie
DE102020111682A1 (de) Systeme und verfahren zum implementieren einer autonomen fahrzeugreaktion auf ein sensorversagen
DE102016217645B4 (de) Verfahren zum Bereitstellen von Information über eine voraussichtliche Fahrintention eines Fahrzeugs
DE102017107787A1 (de) Systeme und Verfahren für Kreuzungsassistenz unter Verwendung dedizierter Nahbereichskommunikation
WO2019170478A1 (fr) Unité de commande et procédé de fonctionnement d'une fonction de roulement au niveau d'un système de signalisation
DE102016205972A1 (de) Verfahren zur autonomen oder teilautonomen Durchführung eines kooperativen Fahrmanövers
EP2953111B1 (fr) Procédé et dispositif destinés à déterminer des aires de stationnement libres sur des parkings de camions et communication au conducteur de camion
EP2188798A1 (fr) Système de contrôle de trafic
DE102008035992A1 (de) Ampelphasenassistent unterstützt durch Umfeldsensoren
DE102008036131A1 (de) Verfahren und Vorrichtung zur Erkennung der Verkehrssituation in einer Fahrzeugumgebung
EP2662848A2 (fr) Procédé de fabrication dýun profil de conduite
DE102018222601A1 (de) Verfahren und Fahrerassistenzsystem zum Unterstützen eines Fahrers eines Fahrzeugs beim Führen des Fahrzeugs
DE102016209330B4 (de) Verfahren zum Durchführen eines kooperativen Fahrmanövers
EP2766891A1 (fr) Procédé de commande d'un système d'aide à la conduite, et procédé de traitement de données relatives à l'environnement du véhicule
WO2019063491A1 (fr) Procédé et système de mise à jour d'un modèle de commande pour une commande automatique d'au moins une unité mobile
DE102021132218A1 (de) Prädiktive Analytik für Fahrzeuggesundheitszustand
DE102014202509A1 (de) Steuerung einer hoch- oder vollautomatischen Fahrfunktion
DE202016001002U1 (de) System zur Erkennung einer Richtungsfahrbahn, Kraftfahrzeug sowie Computerprogrammprodukt
DE102015200765A1 (de) Verfahren zum Planen eines Fahrspurwechselvorgangs für ein automatisiert fahrbares Kraftfahrzeug
EP4046403B1 (fr) Procédé de fourniture d'un message d'objet concernant un objet détecté dans l'environnement d'un usager de la route dans un réseau de communication pour la communication avec d'autres usagers de la route
DE102018201273A1 (de) Verfahren zum Überwachen eines Fahrstils eines Fahrers eines Kraftfahrzeugs und Kraftfahrzeug
DE102021108040A1 (de) Verwalten der energie elektronischer einrichtungen in einem fahrzeug
DE102017218932B4 (de) Verfahren zur Bewertung einer Trajektorie eines Fortbewegungsmittels

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20140504