EP2936470B1 - Procédé et système pour apprendre d'événements de trafic ainsi que l'utilisation dudit système - Google Patents

Procédé et système pour apprendre d'événements de trafic ainsi que l'utilisation dudit système Download PDF

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Publication number
EP2936470B1
EP2936470B1 EP13815740.9A EP13815740A EP2936470B1 EP 2936470 B1 EP2936470 B1 EP 2936470B1 EP 13815740 A EP13815740 A EP 13815740A EP 2936470 B1 EP2936470 B1 EP 2936470B1
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EP
European Patent Office
Prior art keywords
traffic
traffic events
events
vehicle
data network
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EP13815740.9A
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German (de)
English (en)
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EP2936470A1 (fr
Inventor
Stefan Hegemann
Ulrich STÄHLIN
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Conti Temic Microelectronic GmbH
Continental Teves AG and Co OHG
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Conti Temic Microelectronic GmbH
Continental Teves AG and Co OHG
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Publication of EP2936470A1 publication Critical patent/EP2936470A1/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
    • 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
    • G08G1/0141—Measuring and analyzing of parameters relative to traffic conditions for specific applications for traffic information dissemination

Definitions

  • the invention relates to a method for learning traffic events according to the preamble of claim 1, a system for learning traffic events according to the preamble of claim 13 and its use.
  • driver assistance systems which are essentially common that they serve to relieve the driver and increase safety in traffic.
  • Such systems are based in part on environment information detected by environment sensors, on information read from digital map material, or also on information received by means of vehicle-to-X communication.
  • navigation systems which are usually designed GPS-based, known and available in more and more current vehicles in series. These navigation systems use satellite signals received to determine their position and guide the driver to the destination along a route determined by digital maps.
  • From the DE 10 2007 048 809 A1 is a method for detecting hidden objects in traffic known.
  • the environment of a vehicle as well as the motion variables of the vehicle are detected by sensors.
  • This information is transmitted by means of vehicle-to-vehicle communication to other surrounding vehicles.
  • the surrounding vehicles also record and transmit ambient and movement information. This information is received and used to extend an existing environment model.
  • the thus extended environment model is reproduced updated by means of a display in the vehicle and can be made available to one or more driver assistance systems.
  • vehicle information about objects are available, which can not be detected by the vehicle sensors themselves.
  • the vehicle system comprises a provider unit, at least one environment sensor and a vehicle sensor.
  • the provider unit in turn comprises a position sensor based on a satellite signal sensor and an ADAS horizon provider communicatively coupled with a navigation unit which may also be located outside the vehicle.
  • the navigation unit can be embodied, for example, as a server which transmits map sections of a digital map to the provider unit.
  • the DE 10 2008 012 660 A1 discloses a method for server-based warning of vehicles from hazards and a corresponding hazard warning unit.
  • a measured value is detected by means of a detection unit of a first vehicle and it is determined whether the measured value corresponds to a hazard. If the measured value corresponds to a hazard, information about the danger is transmitted to a control center.
  • the control center stores the type of hazard, the location where the reading was taken, the time at which the reading was taken, an identification of the transmitting vehicle, and generates corresponding warning data. The relevant for a second vehicle warning data can then be retrieved from this second vehicle from the control center.
  • the prior art methods and systems are disadvantageous in that the information and environment models stored in a database or memory are held rigidly and made available to vehicles until they have been refuted or changed by a sufficient number of more recent measurements.
  • a flexible handling of the stored information and environment models which takes into account the dynamics of the traffic flow is thus not possible, in particular a recognition of regularly occurring traffic events at certain traffic sections is not possible.
  • the object of the present invention is therefore to propose a method which overcomes the disadvantages prevailing in the prior art.
  • This object is achieved by the method for learning traffic events according to claim 1.
  • the traffic event learning method of the present invention wherein the traffic events are transmitted to a data network by vehicle-to-X communication, and wherein the traffic events include position data and time data associated with the traffic events, the traffic events are electronically held on the data network.
  • the method is characterized in that for each traffic event an individual lead time is determined and that the traffic event is deleted from the data network after expiration of the lead time. This results in the advantage that the traffic events are automatically deleted from the data network after expiration of the individual retention period, wherein the individual retention period is advantageously selected adapted to the respective traffic event.
  • the traffic jam traffic event can be deleted more quickly from the data network as the traffic event "slippery roads", as a traffic jam usually dissolves again within a few hours, while slippery roads may last longer due to weather conditions, especially in the absence of a scattering service.
  • the method according to the invention thus corresponds to a "learning” and a subsequent “forgetting” of traffic events, which enables an intelligent and event-oriented provision of the individual traffic events.
  • traffic event is used within the meaning of the invention not exclusively for the traffic event as such, but in particular for the information describing the traffic event.
  • the determination of the position data is preferably carried out by means of a global navigation satellite system, such as e.g. GPS or Galileo, and is particularly preferably supplemented by a map matching method or dead reckoning.
  • a global navigation satellite system such as e.g. GPS or Galileo
  • the time data is advantageously determined via a timer of the data network and assigned to the traffic events when they are transmitted to the data network.
  • connections offer different advantages, depending on the type, wavelength and data protocol used.
  • some of the mentioned types of connection e.g. a comparatively high data transmission rate and a comparatively fast connection setup, while others are very well suited for data transmission around obstructions.
  • the combination and simultaneous or parallel use of several of these types of connections provide further advantages, as well as disadvantages of individual types of connections can be compensated.
  • the traffic events describe hazardous situations and the lead time is determined depending on a hazard factor and / or a frequency of the traffic event, the lead time increases with increasing frequency and with increasing risk factor.
  • the traffic events can also describe seasonal or daytime special features, such as “slippery roads through fallen leaves” in autumn and "dazzling danger due to sunrise or sunset” during twilight.
  • the associated guard time is also redetermined with each transmission, i. extended. This clearly corresponds to a "learning and forgetting process" through the data network, which is able to remember more frequently occurring traffic events, so to speak, than traffic events that occur comparatively seldom. This results in the advantage that comparatively frequently occurring traffic events are kept longer and thus information about these traffic events is available for a longer time.
  • the duration of the maintenance can be made linearly dependent on the frequency as well as on the level, ie That a certain frequency interval is assigned a certain retention period. Thus, if the frequency of a particular traffic event is so large that the associated individual lead time is increased more quickly than it expires, that traffic event will be permanently maintained.
  • the retention period is dependent on a hazard factor and also increases as the risk factor increases, there is the further advantage that traffic events which represent a comparatively great danger are kept longer than traffic events which represent only a slight hazard.
  • the determination of the hazard factor can be done, for example, by means of a predetermined table, which assigns a risk factor to each type of traffic event.
  • the already determined risk factor can be transmitted to the data network together with the traffic event.
  • the retention period of certain traffic events is always extended if they occur frequently enough and have a corresponding risk factor.
  • An example of this are, for example, at peak times regularly occurring tail end behind hills or hidden corners, which regularly have a relatively high risk and thus a relatively large risk factor.
  • a traffic event is not deleted when describing a traffic accident. Since a traffic accident is the consequence of a danger that can no longer be averted and is thus highly relevant to the traffic situation and the safety of the road users, it is thus ensured that the information about the traffic accident is available at all times. This can e.g. be done by the traffic incident "traffic accident" is assigned an infinitely long retention period.
  • An example of this is, for example, the occurrence of road slipperiness due to road surface icing on a certain roadway section, the road slipper being detected at different locations a few meters apart and correspondingly transmitted to the data network.
  • Traffic events are considered as similar traffic events in the sense of the invention if they describe an identical situation, such as e.g. "Road slipperiness", "traffic jam” or "construction site”.
  • the data network is a decentralized data network comprising local network elements along a plurality of traffic routes. This results in the advantage that the volume of data resulting from the transmission of traffic events to the data network can be distributed to the local network elements.
  • the local network elements are also comparatively Short-range connection types of vehicle-to-X communication at any time easily accessible.
  • the traffic events are held by the network elements which are located within a predefinable distance from position data assigned to the traffic events.
  • the network elements may have suitable local electronic databases.
  • the respective traffic events are thus held in the vicinity of those position data on which they occurred. This makes it possible to avoid the transmission of comparatively large volumes of data even within the data network, since the traffic events are e.g. no longer need to be transferred to a central database and must be retrieved by this if necessary.
  • the traffic events are available immediately in the vicinity of the position data on which they occurred.
  • the traffic events are detected by a plurality of vehicles by means of environmental sensors and or driving condition sensors and transmitted to the data network. This results in the advantage that the traffic events are detected directly by the road users who are involved in the traffic events. As a rule, all relevant traffic events are thus reliably detected in a comparatively simple manner.
  • the sensors mentioned are sensors typically used in the automotive sector, which essentially permit comprehensive detection and recognition of the vehicle environment and of the vehicle condition. At the present time, a large number of vehicles are already equipped with a plurality of sensors of the aforementioned types as standard, and this number is likely to increase further in the future. The additional equipment cost for implementing the method according to the invention in a motor vehicle is therefore low.
  • the electronically stored traffic events and / or the cumulative traffic events are transmitted to a vehicle by means of vehicle-to-X communication, when the vehicle falls below the predefinable distance to the traffic events associated with position data.
  • the vehicle can continuously or regularly transmit its position data to the data network, whereupon this then transmits the corresponding traffic events to the vehicle.
  • the data network can identify the reserved traffic events on the basis of their assigned position data, so that they can be retrieved from the vehicle as soon as it falls below the predetermined distance.
  • push or pull methods are suitable for transmission here.
  • the vehicle or the driver of the vehicle thus receive information about traffic events that are based on detection by other vehicles. Due to the large number of vehicles which detect the traffic events, the traffic events transmitted to the vehicle by the data network according to the invention are correspondingly more reliable and possibly statistically more secure than information captured by only a few or even individual vehicles or between them by vehicle signals. exchanged for X-communication.
  • the vehicles or their drivers thus receive information about traffic events even if there are no other vehicles in the area or in transmission range.
  • the network elements are mobile telephone masts and / or traffic lights and / or traffic signs and / or beacons and / or guide posts and / or bridges and / or weather stations and / or separate infrastructure facilities.
  • already existing infrastructure elements can be used as network elements, whereby the costs incurred by the construction of the data network costs can be kept low.
  • the infrastructure elements are not capable of vehicle-to-X communication, they may need to be extended functionally. Also an extension of infrastructure elements around a local electronic database for the local provision of traffic events may become necessary.
  • the separate infrastructure facilities are special network elements which are provided exclusively for carrying out the method according to the invention and which do not fulfill any further function.
  • the traffic events are held centrally and can be retrieved via a database and in particular are available for route planning for vehicles.
  • a database in particular are available for route planning for vehicles.
  • an up-to-date overall picture of all recorded traffic events is kept in the database.
  • This overall image can either be used as backup copy in case of data loss in one or more network elements, or else be used to evaluate larger route sections with regard to certain traffic events.
  • Special advantages also result from the use of the central database for route planning for vehicles.
  • the traffic events held in the database can be retrievable, for example, by the respective vehicles. This allows for route planning e.g. the consideration of criteria such as "Avoiding routes with increased smoothness" or "Avoiding routes with increased congestion".
  • Another use of the database is to determine optimal, particularly ecological or particularly fast routes.
  • traffic events transmitted to the data network are checked for plausibility by means of traffic events held in the data network before they are transmitted from the data network to the vehicle.
  • traffic events held in the data network may be considered plausible if a certain number of similar traffic events having substantially identical location data are transmitted to the database in a particular amount of time.
  • traffic event "slipperiness" in a road section with a known smoothness hazard can be assumed to be faster than plausibility than in another road section.
  • a multiplicity of plausibility procedures for vehicle-to-X messages which are already known in the context of vehicle-to-X communication is generally available.
  • traffic events detected by each of the plurality of vehicles are additionally stored electronically in each of the plurality of vehicles.
  • these traffic events held locally in the multitude of vehicles are less comprehensive than the traffic events held in the data network, but they provide a good complement to these.
  • a confirmation or validation of the traffic events is possible by matching the traffic events stored in each of the plurality of vehicles with the traffic events stored in the data network.
  • a plausibility check of the traffic events transmitted by the data network in each of the plurality of vehicles is possible by means of its environment or driving condition sensor system.
  • Analogous to the method in the data network can be determined in each of the plurality of vehicles for each traffic event, an individual lead time, the traffic event after the expiration of the retention period from a corresponding electronic memory or an electronic Database in any of the many vehicles can be deleted.
  • the invention further relates to a traffic event learning system comprising at least one electronic database, a plurality of vehicles equipped with vehicle-to-X communication means and environment sensors and / or driving condition sensors, and a plurality of network elements of a data engine running along a plurality of traffic routes are arranged and equipped with vehicle-to-X communication means comprises, wherein the plurality of vehicles detected by means of the environmental sensors and / or the driving condition sensor traffic events and transmits by means of the vehicle-to-X communication means to the data network, wherein the traffic events include position data and time data associated with the traffic events, and wherein the at least one electronic database electronically maintains the traffic events.
  • the system is characterized in that evaluation means of the at least one electronic database for each traffic event determine an individual lead time and that memory extinguishing means delete the traffic event after the expiration of the retention period from the at least one electronic database.
  • the system according to the invention thus comprises all necessary means for carrying out the method according to the invention and therefore makes it possible to study traffic events in an efficient manner.
  • the invention also relates to a use of the system according to the invention for warning of danger in traffic.
  • Fig. 1 shows an exemplary structure of the system according to the invention.
  • vehicles 11 and 12 On display are vehicles 11 and 12, each capable of vehicle-to-X communication and traveling on traffic routes 13 and 14.
  • Vehicles 11 and 12 are each equipped with environmental and driving condition sensors for detecting traffic events.
  • weather station 15, mobile tower 16, bridge 17 and road sign 18, which serve as network elements of the data network according to the invention in addition to their actual traffic engineering function.
  • network elements 15, 16, 17 and 18 are each equipped with vehicle-to-X communication means and local electronic databases.
  • bridge 17 and road sign 18 are capable of vehicle-to-X communication exclusively by means of WLAN according to IEEE 802.11p, while mobile radio masts 16 and weather station 15 are capable of vehicle-to-X communication exclusively by means of mobile radio.
  • Vehicle 12 transmits this traffic event by means of mobile radio to weather station 15 and mobile tower 16 and by means of WLAN to bridge 17, which is just in Sendereichweite.
  • the transmitted traffic event also includes position data in the form of GPS coordinates and time data, the position data describing the location of vehicle 12 at the time of detection of construction site 19 and the time data describing the time of detection of construction site 19.
  • Weather station 15, mobile mast 16 and bridge 17 store the transmitted traffic event in each case in a local electronic database and hold it for a determinable lead time. During the retention period, the traffic event can be transmitted and made available to other vehicles traveling on traffic route 14.
  • the retention period is read out of a table which assigns a risk factor to each type of traffic event. On the basis of this risk factor and the frequency with which traffic event "site 19" is transmitted to weather station 15, mobile tower 16 and bridge 17, determine weather station 15, mobile tower 16 and bridge 17 each an individual lead time. Since weather station 15, mobile tower 16 and bridge 17 refer to the same table, they each determine an identical individual retention period. By way of example, the current retention period is two days. If the traffic event "construction site 19" is not transmitted again to weather station 15, mobile tower 16 or bridge 17 within the retention period, it is deleted from its electronic databases, because it is assumed that construction site 19 is no longer available. This clearly corresponds to a "forgetting" of site 19 in network elements 15, 16 and 17.
  • Network elements 202, 203, 204, 205 and 206 are, for example, as specific to the invention Provided infrastructure provided infrastructure without further traffic-technical function and each capable of vehicle-to-X communication by means of WLAN IEEE 802.11p.
  • Network elements 202, 203, 204, 205, and 206 are assigned transmit ranges 207, 208, 209, 210, and 211. As can be seen, transmit ranges 207, 208, 209, 210 and 211 completely cover traffic route 201.
  • Traffic events 212, 213, 214 and 215 are maintained in the local electronic databases of network elements 202, 203, 204, 205 and 206. Traffic events 212 describe accident events, traffic events 213 describe the occurrence of slipperiness in the form of black ice, traffic events 214 describe potholes, and traffic events 215 describe a traffic jam. Since these traffic events are transmitted to a vehicle which travels along traffic route 201, the vehicle has up-to-date warnings of possible dangerous situations.
  • Fig. 3 is a possible sequence of the method according to the invention in the form of a flow chart to see.
  • traffic events are detected by a vehicle by means of environment sensors and driving condition sensors. These traffic events are transmitted in step 32 to an inventive data network and written in the same time step 33 in an internal vehicle memory.
  • the traffic events include position and time data.
  • the traffic events are written to and maintained in an electronic database of the data network. Step 34 also includes associating new time data with the transmitted traffic events, the new time data being from an internal timer of the data network. This guarantees a uniform identification of the traffic events with time data, since the time data thus always comes from the same timer.
  • step 35 the traffic events by means of evaluation means associated with an individual lead time, which is first read out of a table for each specific traffic event and is modified in step 36 depending on the frequency of the specific traffic events. The more frequently a specific traffic event occurs or is transmitted to the data network, the further the retention period is extended.
  • step 37 the traffic events are transmitted to a vehicle which passes through a traffic route associated with the traffic events.
  • step 38 the traffic events whose reservation duration has expired are deleted from the data network.

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Claims (15)

  1. Procédé pour apprendre d'événements de trafic (212, 213, 214, 215), sur lequel les événements de trafic (212, 213, 214, 215) sont transmis à un réseau de données au moyen d'une communication de véhicule à X, les événements de trafic (212, 213, 214, 215) comprenant des données de position et des données temporelles attribuées aux événements de trafic (212, 213, 214, 215), et les événements de trafic (212, 213, 214, 215) étant mis à disposition sur le réseau de données électroniquement,
    caractérisé en ce qu'une durée de mise à disposition individuelle est déterminée pour chaque événement de trafic (212, 213, 214, 215), la durée de mise à disposition individuelle étant sélectionnée de façon ajustée à l'événement de trafic respectif, et en ce que l'événement de trafic (212, 213, 214, 215) est effacé du réseau de données après expiration de la durée de mise à disposition.
  2. Procédé selon la revendication 1,
    caractérisé en ce que les événements de trafic (212, 213, 214, 215) décrivent des situations de danger et en ce que la durée de mise à disposition est déterminée en fonction d'un facteur de menace et/ou d'une fréquence d'un événement de trafic (212, 213, 214, 215), la durée de mise à disposition augmentant lorsque la fréquence augmente et lorsque le facteur de menace augmente.
  3. Procédé selon au moins l'une des revendications 1 à 2, caractérisé en ce qu'un événement de trafic (212, 213, 214, 215) n'est pas effacé lorsqu'il décrit un accident de la circulation (212).
  4. Procédé selon au moins l'une des revendications 1 à 3, caractérisé en ce que des événements de trafic (212, 213, 214, 215) semblables mis à disposition électroniquement dont les données de position et/ou les données temporelles ne sont pas éloignées les unes des autres de plus d'une valeur seuil spatiale et/ou temporelle sont regroupés en un événement de trafic cumulé.
  5. Procédé selon au moins l'une des revendications 1 à 4, caractérisé en ce que le réseau de données est un réseau de données décentralisé, lequel comprend des éléments de réseau locaux (15, 16, 17, 18, 202, 203, 204, 205, 206) le long d'une multiplicité d'axes de circulation (13, 14, 201).
  6. Procédé selon la revendication 5,
    caractérisé en ce que les événements de trafic (212, 213, 214, 215) sont mis à disposition par les éléments de réseau (15, 16, 17, 18, 202, 203, 204, 205, 206) qui se trouvent à une distance spécifiable des données de position attribuées aux événements de trafic (212, 213, 214, 215).
  7. Procédé selon au moins l'une des revendications 1 à 6, caractérisé en ce que les événements de trafic (212, 213, 214, 215) sont détectés par une multiplicité de véhicules (11, 12) au moyen d'un système de capteurs d'environnement et/ou d'un système de capteurs d'état de conduite, et transmis au réseau de données.
  8. Procédé selon au moins l'une des revendications 1 à 7, caractérisé en ce que les événements de trafic (212, 213, 214, 215) mis à disposition électroniquement et/ou les événements de trafic cumulés sont transmis à un véhicule (11, 12) au moyen d'une communication de véhicule à X, lorsque le véhicule (11, 12) dépasse négativement la distance spécifiable aux données de position attribuées aux événements de trafic (212, 213, 214, 215).
  9. Procédé selon au moins l'une des revendications 1 à 8, caractérisé en ce que les éléments de réseau (15, 16, 17, 18, 202, 203, 204, 205, 206) sont des stations de base (16) et/ou des feux de circulation et/ou des panneaux de signalisation (18) et/ou des balises et/ou des poteaux et/ou des ponts (17) et/ou des stations météorologiques (15) et/ou des infrastructures séparées (202, 203, 204, 205, 206).
  10. Procédé selon au moins l'une des revendications 1 à 9, caractérisé en ce que les événements de trafic (212, 213, 214, 215) sont mis à disposition de façon centralisée et sont consultables via une base de données, et sont consultables en particulier pour la planification des itinéraires pour des véhicules (11, 12).
  11. Procédé selon au moins l'une des revendications 1 à 10, caractérisé en ce que la vraisemblance d'événements de trafic (212, 213, 214, 215) transmis au réseau de données est vérifiée au moyen d'événements de trafic (212, 213, 214, 215) mis à disposition sur le réseau de données, avant qu'ils soient transmis au véhicule (11, 12) par le réseau de données.
  12. Procédé selon au moins l'une des revendications 1 à 11, caractérisé en ce que des événements de trafic (212, 213, 214, 215) détectés par chaque véhicule de la multiplicité de véhicules (11, 12), sont en outre mis à disposition électroniquement dans chaque véhicule de la multiplicité de véhicules (11, 12).
  13. Système pour apprendre d'événements de trafic, comprenant au moins une base de données électronique, une multiplicité de véhicules (11, 12), lesquels sont équipés de moyens de communication de véhicule à X et d'un système de capteurs d'environnement et/ou d'un système de compteurs d'état de conduite, ainsi qu'une multiplicité d'éléments de réseau (15, 16, 17, 18, 202, 203, 204, 205, 206) d'un réseau de données, lesquels sont disposés le long d'une multiplicité d'axes de circulation (13, 14, 201) et sont équipés de moyens de communication de véhicule à X, la multiplicité de véhicules (11, 12) détectant des événements de trafic (212, 213, 214, 215) au moyen du système de capteurs d'environnement et/ou du système de capteurs d'état de conduite et les transmettant au réseau de données au moyen des moyens de communication de véhicule à X, les événements de trafic (212, 213, 214, 215) comprenant des données de position et des données temporelles attribuées aux événements de trafic (212, 213, 214, 215), et l'au moins une base de données électronique mettant à disposition électroniquement les événements de trafic (212, 213, 214, 215),
    caractérisé en ce que des moyens d'analyse de l'au moins une base de données électronique déterminent une durée de mise à disposition individuelle pour chaque événement de trafic (212, 213, 214, 215), la durée de mise à disposition individuelle étant sélectionnée de façon ajustée à l'événement de trafic respectif, et en ce que des moyens d'effacement de mémoire effacent l'événement de trafic (212, 213, 214, 215) de l'au moins une base de données électronique après expiration de la durée de mise à disposition.
  14. Système selon la revendication 13,
    caractérisé en ce que le système exécute un procédé selon au moins l'une des revendications 1 à 12.
  15. Utilisation du système selon au moins l'une des revendications 13 et 14 pour la signalisation de dangers de la circulation.
EP13815740.9A 2012-12-21 2013-12-20 Procédé et système pour apprendre d'événements de trafic ainsi que l'utilisation dudit système Active EP2936470B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012025159.9A DE102012025159A1 (de) 2012-12-21 2012-12-21 Verfahren und System zum Lernen von Verkehrsereignissen sowie Verwendung des Systems
PCT/EP2013/077655 WO2014096345A1 (fr) 2012-12-21 2013-12-20 Procédé et système pour être informé d'événements de trafic ainsi que l'utilisation dudit système

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EP2936470A1 EP2936470A1 (fr) 2015-10-28
EP2936470B1 true EP2936470B1 (fr) 2019-01-30

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EP13815740.9A Active EP2936470B1 (fr) 2012-12-21 2013-12-20 Procédé et système pour apprendre d'événements de trafic ainsi que l'utilisation dudit système

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US (1) US9652982B2 (fr)
EP (1) EP2936470B1 (fr)
KR (1) KR20150097782A (fr)
DE (1) DE102012025159A1 (fr)
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EP2936470A1 (fr) 2015-10-28
US9652982B2 (en) 2017-05-16
WO2014096345A1 (fr) 2014-06-26
US20150317901A1 (en) 2015-11-05
KR20150097782A (ko) 2015-08-26

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