ES2294374T3 - RECOGNITION OF CROSSING AREAS DURING RECOGNITION THE STATE OF ROADED TRAFFIC. - Google Patents

Abstract

Procedure for providing traffic status data in the context of an acknowledgment (500) of the traffic status by a motor vehicle, especially traffic status data for the detection of the traffic situation, preferably traffic status data for the retention detection, the motor vehicle presenting a position recognition device using a digital road map archived in a data carrier, especially a GPS navigation system with a DVD as a digital road map, characterized in that in a first step it is checked if the vehicle is less than a predetermined distance (S3) from a road junction or a fork, and eventually, in a second step it is checked if the speed is less than a predetermined speed (S1) if necessary, in a third step the average speed of the vehicle is widely used for traffic status recognition during a period of time (v (t-60)) that is in front of the instant in which the vehicle reaches the crossing zone or the fork zone.

Description

Recognition of crossing areas during the road traffic status recognition.

The invention concerns a method for provide road traffic states to a system to transmit road traffic data to a device in a vehicle to generate and issue traffic status data rolled and to a computer program product for use in a motor vehicle and to generate and issue data on the state of the road traffic according to the preamble of the independent claim  correspondent.

Known vehicles send the so-called Floating Car Data (FCD). The system used for it consists of a GPS receiver and a GSM module. Both of them modules are already present in many vehicles even without FCD functionality. The GPS receiver measures the position and FCD procedures obtain vehicle travel times from of many of this position data. They are transmitted over the GSM network these travel times as pearl chains (individual points of the circulation path with local coordinates and marks of time and date) to the traffic data center. This one can take out conclusions about the traffic situation from these travel times In this way, an acquisition of traffic status data for information services on the traffic.

Data transmission through the GSM network It is linked to considerable costs.

To acquire in the future the situation of road traffic with more precision and also with information on the weather, the state of the road and local hazards, FCD is further developed by converting it into XFCD (Extended Floating Car Data = Extended Floating Car Data). The XFCD uses the various existing sensors and subsystems in the vehicle, which now makes its data available to Central data buses arranged in the vehicle. The evaluation of the various data during the trip can give information about traffic states, visibility difficulties, states of the road (road surface), circumstances infrastructure (streamers), local hazards, rainfall, Slippery floor and skating hazards.

The purpose of the invention is especially in a procedure to provide high data qualitative value on the state of traffic at cost acceptable.

This problem is solved by means of independent claims in accordance with their respective gender. Advantageous executions are the subject of the claims subordinates

An essential aspect of the procedure according to the invention to provide data on traffic status Shot in the framework of a traffic status survey rolled by a motor vehicle, especially data on the traffic status to detect the traffic situation, preferably data on traffic status for detection of retentions, presenting the motor vehicle a device of position recognition using a digital road map archived on a data carrier, especially a system of GPS navigation with a DVD as a digital road map, consists in which in a first step it is checked if the vehicle is less of a predetermined distance (S3) from a road junction or a fork, eventually in a second step it is checked if the speed is less than a predetermined speed (S1) and eventually in a third step it is widely used for traffic status recognition the average speed of vehicle for a period of time (v (t-60)) in front of the instant in which the vehicle reaches the crossing area or the zone of fork.

As an alternative or as a complement, in a embodiment of the invention it is provided that the speed  default corresponds to the value of a speed threshold lower (S1) in which the type of road is taken into account and / or the road category on which the vehicle moves in the crossing or fork area, and / or are also taken into account the influence of "rain" traffic by consulting the front moon cleaner status (302) and / or influence of "slippery road" traffic by consulting the ASC and / or DSC and / or ABS status (307) and / or traffic influence "fog" through a pilot status query fog (312) and / or the influence of traffic "route with curves "(314) by monitoring the driving angle and / or the influence of "clarity" traffic through a query of a daylight sensor or a query of the light status of crossing (316) and / or the influence of traffic "temperature outside "by checking if the temperature is below 4ºC and, in addition, the front cleaner is connected (318).

With the help of these measures, they are also incorporated in the recognition of the traffic state according to the invention negative traffic influences that usually lead to the driver reduce speed in the face of a situation where the influence of negative traffic or the influences of negative traffic The consideration of influences of correspondingly negative traffic, such as traffic crossing,  fork, slippery ice hazard, slippery ice, fog, darkness, heavy rain, winding path, etc., increases the reliability of a traffic status recognition, such as especially a variation of traffic status (for example, entry into a retention or exit from a retention), put  which can be very reliably differentiated between a speed reduced as a result of the traffic influences cited that they do not necessarily lead to retention and reduced speed at consequence of a retention.

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Therefore, the acceptance of the use of the method according to the invention due to the increasing reliability and saving costs for the transmission of false retention notices from the vehicle to a central traffic data and / or even other vehicles that move in address to the alleged retention. The costs consist especially in costs for corresponding SMS messages (Short-Message-Service = Service Short Message) or in costs for a transmission of another class.

Through this procedure, especially for provide traffic status data for the detection of withholdings, it becomes possible first of all to be recognized in broadly reliable state of traffic and to be transmitted traffic status as existing only when it is presented really, that is to say that the process according to the invention makes possible a generation of traffic status data oriented to events or state oriented. Unlike the procedure known, traffic status data is transmitted only when the recognized traffic status, for example a hold of traffic, induces this transmission.

On the contrary, the procedure according to invention allows only a cheap data acquisition and even still next in time on highways, roads National and urban traffic streets.

As an alternative or as a complement, in a embodiment of the invention is intended to be obtained vehicle speed and distance to the next crossing or fork based on sensor interface data standard. To generate corresponding data it is not necessary to advantageously no additional cost in hardware or software, since the data is provided by the sensor interface standard (SSI) provided anyway in the vehicle and has to use the data only in the manner recommended by the invention.

As an alternative or as a complement, in another embodiment of the invention it is provided that the distance  default at the junction or fork from which it consider the crossing or fork to capture the state of the traffic amounts to approximately 150 m, preferably around of 160 m. These values have been credited so far in the framework of test trips in the sense of reliable detection of withholding It is understood that these values can be chosen also in another way when experiences show that these Values are even more suitable.

As an alternative or as a complement, it has provided in another embodiment of the invention which, when the distance of the vehicle to the next road junction is greater than the default distance, the recognition of the status of Traffic is widely based on the actual speed of the vehicle.

As an alternative or as a complement, it is provided in an embodiment of the invention that, when the distance of the vehicle to the next road junction or fork is less than the predetermined distance and the actual speed of the vehicle is less than the speed threshold By default lower, the recognition of the traffic status is broadly based on the average speed over a period of time (v (t-60)) that is ahead of the current instant, preferably the average vehicle speed during the last 60 seconds.
two.

Thanks to these measures it is achieved that they can take into account road crossings or forks of a reliable way to recognize traffic status and especially for the assessment of a variation of the state of the traffic.

As an alternative or as a complement, in another embodiment of the invention it is provided that the steps first to third run, preferably around each second, until a check yields the result that the vehicle currently participates in public road traffic. Of this mode, unnecessary enablement and use can be avoided of hardware resources when the vehicle does not participate in the public road traffic.

The method according to the invention for obtaining data also makes an advantageous system possible for transmitting traffic status data from a first vehicle to a second vehicle, especially through an ad hoc network, or from a traffic data center to one or more motor vehicles, possibly modified, especially by broadcasting. Likewise, it makes possible an advantageous device and a computer program product for use in a motor vehicle in order to generate and issue state data of the
traffic.

The invention is explained below with more detail using diagrams of a control system developing. They show:

Figure 1, a flow chart of a module of software to obtain the validity margin of the traffic state obtained,

Figure 2, the flow chart of a module of software to get the speed level to wait,

Figure 3, the flow chart of a module of software to obtain the marginal conditions consisting of climatology and road layout,

Figure 4, the flow chart of a module of software to recognize crossing areas and

Figure 5, the flow chart of a module of software to recognize traffic status.

The data generated in the vehicle is put to provision of a calculation algorithm by the data buses of the vehicle through a known standard sensor interface, preferably every second. In particular, this data include:

- Coordinates local

from: System navigation

- Category of highway

from: System navigation

- Distance to the next crossing

from: System navigation

- Distance at the end of segment {} \ hskip1mm of road traveled

\\ [2.1mm] {} \ hskip1cm from: System navigation

- Normal speed half

from: System navigation

- Intrapopulation / Extrapopulation {} \ hskip1mm (type of highway)

\\ [2.1mm] {} \ hskip1cm from: Navigation system

- Speed

from: Vehicle bus

- Angle of driving

from: Bus del vehicle

- March

from: Vehicle bus

- Installation flashing {} \ hskip2mm warning, flashing

\\ [2.1mm] {} \ hskip1.4cm from: vehicle

- ABS

from: Vehicle bus

- DSC / ASR

from: Vehicle bus

- Sensor collision

from: Vehicle bus

- Airbag

from: Vehicle bus

- State of the doors

from: Vehicle bus

- Next POI-type

from: System navigation

- POI distance

from: Navigation system

- Temperature

from: Vehicle bus

- light

from: Vehicle bus

- light fog

from: Bus del vehicle

- Adjustment of wiper

from: Bus del vehicle

- Frequency of cleaning

from: Vehicle bus

- Hand brake

from: Vehicle bus

POI stands for "Point of Interest" Interest), such as restaurants, gas stations, hospitals, etc.

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For checking the validity margin according to Figure 1 is established with the help of the following data

- Local coordinates

- Road category

- Intrapopulation / Extrapopulation (type of highway)

- Gear choice

- Door condition

- Next POI, type

- POI near distance

- Obligation of the address

- Hand brake

- Airbag

- Collision sensor

if the vehicle participates currently in fluid traffic. The state of the doors of vehicle and the current gear choice provide, for example, information regarding whether people enter or leave the vehicle (se open the door).

Through the evaluation of obliques of the driving angle in relation to speed can be Recognize parking processes. The digital map data gives information regarding whether the vehicle is driven primarily by a public road or is, for example, in a field of Large parking lot, a rest area or a gas station.

The flow chart of the software module 100 to obtain the validity margin of the traffic status obtained employs the following comparisons made in series to find indications that the vehicle does not move the way usual in road traffic. In comparison 101 it is checked whether the door is open, in comparison 102 it is checked whether find a POI (Point of Interest) in the vicinity, in the Comparison 103 checks whether a high activity of conduction, in comparison 104 it is checked if the reversing or idling of the vehicle, in comparison 105 is checked with the help of the data supplied by the navigation system (not shown) if the vehicle is located on the side of a road, in comparison 106 it is checked whether the handbrake is applied, in comparison 107 it is checked if the airbag has tripped. When the result of one or more of these comparisons is positive or the answer is "yes" in a of comparisons 101 to 107, this is valued as an indication that the vehicle moves or is stopped in a situation that should not be taken into account for the recognition of a withholding or for the recognition of "free movement" or "pursue".

In case of a positive result of one or several of comparisons 101 to 107, preferably if a comparison every second, a counter 108 is incremented by "1". If, for example, the door is opened, comparison 101 gives as result 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" if the door is open, etc. When the door is closed, the result is "no" and in the second Next, comparison 102 is made. When the result is "yes", the counter is increased by "1" to "3". When in a pass of comparisons 101 to 107 it has not been produced no positive result, the state is reset to "0" of counting the counter. Therefore, each positive comparison increases the counting value of counter 108, although only until there is a pass through comparisons 101 to 107 in the that the result of the comparisons is always "no". Eventually, counter 101 is set to "0" in the form that indicates in 109.

In this exemplary embodiment, it is set to "60" the t1 value in a comparison 110. When the value of counter count 108 does not reach the "60" count value, the result of comparison 110 is then "no" and it suspends recognition of whether a withholding occurs, such as indicated with "PAUSE recognition" 111. When the result of comparison 110 is "yes", that is, one of the states of comparisons 101 to 107 for more than 60 seconds, a reset of the recognition of whether Present or not withholding. This is indicated by "RECOGNITION RECOGNITION" 112. In relation to Figure 5 the way in which it is explained will be explained in more detail later Performs the "RECOVER recognition" or what it causes. When the result of comparisons 101 to 107 has always been "no", this is considered as a situation in which you do not it presents no state of exception and recognition is made retention - as described in more detail below. This is indicated by "PROSURE recognition" 113.

It is advantageous to make comparisons 101 to 107 going through them in series - instead of an embodiment parallel comparisons (not shown), since with the minus a positive comparison comparisons are no longer made following and, therefore, calculation time or resources are saved from hardware. Also, comparisons can also be made 101 to 107 in another order. For example, query 106 regarding if the handbrake is applied, it could be done before the query 101 regarding whether a door is open.

The flowchart is shown in Figure 2 of software module 200 to obtain the speed level that Expect The known standard sensor interface (SSI) 201 supply for some roads the normal speed (speed usual in case of an unchanged traffic flow) with the help of a digital map (not shown) that presents this information. For all other roads it has been entered on the map digital, usually a DVD of the navigation system, to what kind of highway 202 and to which category of highway 203 does the concrete road. In case the normal speed to wait does not available, assigned according to the invention for all others roads the speed level to wait for a traffic flow unchanged with the help of a table 204 with entries for different "road types" and eventually for different "road categories".

Table 204 presents for the type of road in question a lower speed threshold S1 and a threshold of higher speed S2 (speed level to wait), eventually differentiating also if the vehicle moves within a population or outside a population about this type of road (road category). When the vehicle is on an enlarged national highway, the normal speed, by example corresponding to the maximum permissible speed, is especially around 100 km / h. Speed threshold lower S1 has been set in the table at 35 km / h and the threshold of Top speed S2 has been set in the table at 45 km / h. It is about here of an experimental value that is based on the assumption that by below 35 km / h you can start perfectly from the fact that there is a traffic disturbance, at a speed of 35 to 45 km / h could occur a traffic disturbance and at a speed of more 45 km / h there is no traffic disturbance at all no retention A corresponding consideration has been also registered in the table for the other types of roads.

Normal speed for the concrete road It may also be indicated on the digital map. Eventually, it preferably set the lower speed threshold S1 at 35% of the normal speed and the upper speed threshold S2 at 45% of the normal speed Therefore, the lower speed threshold S1 and the upper speed threshold S2 are oriented according to speed normal.

Table 204 below indicates values. preferred:

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one

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Speed thresholds S1 and S2 are transferred to a software module to obtain the marginal conditions of climatology and road layout according to figure 3, whose module eventually adapts speed thresholds to marginal conditions.

It is understood that these values are values Experiments that can preferably be chosen to optimize the reliability of the detection of retentions. Also, the thresholds of speed S1 and S2 can be obtained by means of the table even when the normal speed is recorded on the digital map.

By "road type" in the SSI you They differ especially: highway (freeway or highway or throughway), extended national highway (highway or fast road), national road not extended (fast road or regional road), main road, main road that passes through a population (local road), connecting road slow road, minor road and track of service (service road). By "road category" is difference in SSI between "intrapopulation" and "extrapopulational".

Figure 3 shows the flow chart of the 300 software module to obtain the marginal conditions of climatology and road layout.

SSI data:

- Wiper switch

- Cleaning frequency

- Transverse Acceleration

- ABS

- ASR / DSC

- Driving angle

- Temperature

- light

- Fog pilot

make it possible to estimate marginal conditions and environmental conditions, such as snowfall, rain, firm slippery or curvy paths (streamers). In the case of a considerable occurrence of these conditions marginal threshold values are adapted accordingly S1 and S2 for recognition of the traffic status described in relationship with the figure 5.

In step 301 the value M is set to "0", a value indicating the severity of marginal conditions reigning, that is to say that the starting value for M is M0 = 0. At Cadence of one second runs along the chain represented in the Figure 3. In step 302, compare if you clean the window washer vehicle. When the result of comparison 302 is "yes", a Tw1 value is increased by the value "1" in step 303 which indicates the duration of the wiper activity. In step 304 it is compared if the current value of Tw1 is greater than a K1 value that Indicates a lower time threshold. When the wiper works for longer than the lower time threshold K1, that is that the result of comparison 304 is "yes", it increases in step 305 the value M0 at the value N1, M1 = M0 + N1. N1 is a value that expresses the magnitude of the influence exerted on the normal vehicle speed without marginal conditions disadvantages and therefore represents a weight for the condition "clean wiper." After the addition of N1 in step 305 continue with the following steps.

When the wiper does not clean, the comparison 302 results in a "no" and the value Tw1 is set to "0" in step 306. In this case, if comparison 304 has started with "no" or if M1 = M0 + N1 has been added, continue with step 307. When the result is "no" in step 302, it is reset to "0" the value of Tw1.

In step 307 the following are checked data provided by the SSI to determine if the ASC, DSC or ABS. Eventually, the result of the comparison 307 is "yes." Since the chain represented in Figure 3 is traveled every second, the Tw2 value is increased every second by the value "1" in step 308 when the intervention. When the value of Tw2 is greater than a threshold of lower time K2, the result of comparison 309 is "yes" and the value N2 in step 310 is added to the value M1 of step 305, it is say, M2 = M1 + N2. N2 is a value that expresses the magnitude of the influence exerted on the normal vehicle speed without disadvantageous marginal conditions and therefore represents a weight for the "ASC, DSC or active ABS" condition. When he comparison result 307 is "no", Tw2 is set to "0" in step 311.

In the next step 312 it is checked if it is Fog light connected. Eventually, the result of the comparison 312 is "yes" and in step 313 the value N3 is added to the M2 value of step 310, that is, M3 = M2 + N3. N3 is the value that expresses the magnitude of the influence exerted on velocity normal vehicle without disadvantageous marginal conditions and, for therefore, it represents a weight for the "fog or pilot" condition fog lamp connected. "

When the result of the comparison in step 312 has been "no" or the value N3 has been added in step 313, it perform step 314. This step checks if it is a Curvy path. This can be obtained with the help of the data supplied by the SSI regarding the driving angle and its temporal variation When the result of comparison 314 is "yes", the value N4 is added in step 315 to the value M3, it is say, M4 = M3 + N4. When the result of comparison 314 is "no" or step 315 has been completed, step continues 316. N4 is a value that expresses the magnitude of the influence exerted on the normal vehicle speed without conditions disadvantageous marginals and therefore represents a weight for the "path with curves" condition.

In step 316 it is checked if the Beam. Alternatively, it could be checked with the help of a daylight sensor if it is dark and the power light should be connected crossing. This sensor that automatically connects the low beam in case of darkness is known as special equipment "control of the driving light ". If it is verified that it is connected or should the dipped beam be connected because it is dark, the result of the comparison 316 is "yes" and in step 317 the value N5 is added to the value M4, that is, M5 = M4 + N5. N5 is a value that expresses the magnitude of the influence exerted on the normal velocity of the vehicle without disadvantageous marginal conditions and therefore represents a weight for the condition "darkness or low beam connected ".

When the result of the comparison is "no" or N5 has been added in step 317, step continues 318. In step 318 it is checked if the temperature is lower than 4ºC and, in addition, the wiper is connected. Eventually, the result of comparison 318 is "yes" and in step 319 you add the value N6 to the value M5, that is, M6 = M5 + N6. N6 is a value that expresses the magnitude of the influence exerted on the normal vehicle speed without marginal conditions disadvantages and therefore represents a weight for the condition "temperature below 4 ° C and, in addition, wiper connected".

When the result of the comparison is "no" or N6 has been added in step 319, step continues 320.

In step 320 it is checked whether the M6 value in greater than a default value Mb. Mb is an experimental value or obtains, for example, through test trips and indicates from what value is counted, due to marginal conditions cited, with a lower speed compared to the speed normal. When the result of comparison 320 is "yes," reduce the lower speed threshold S1 and the speed threshold upper S2 from software module 200 to obtain the level of speed to wait by means of a multiplication by a value P1 which is less than 1. In practice, it has been found that a P1 value of approximately 0.9, that is, in the presence of marginal conditions cited, thresholds S1 and S2 must be reduced to approximately 90% of its normal value.

In the next step, the chain shown in figure 3, (preferably) around every second, unless it is verified that the vehicle is outside the validity of retention recognition according to the invention (see figure 1).

These values for S1 and S2 eventually reduced by the marginal conditions cited represent the values for S1 and S2 in Figure 5, which shows the diagram of software module flow to recognize traffic status. This prevents certain adverse marginal conditions that lead to to a reduction in the speed of circulation, without there being a retention, give rise to the alleged recognition of a retention.

Likewise, the value is used correspondingly reduced for S1 instead of the value S1 in the Figure 4, which shows the flow chart of a software module to recognize crossing areas.

Figure 4 shows the flow chart of a 400 software module to recognize crossing areas. The decelerations in the flow of circulation presented by cross effects both controlled by light signals and not controlled by light signals are recognized as such and are filter and separate from a normal deceleration and a subsequent step By a crossing. Thus an exempt running profile is practically emulated crossover and therefore recognition is also possible of the state in crossing areas. SSI data is used for this "distance to the next crossing" (provided by the system of navigation with digital map) and "speed". A hold in front of a crossing area is identified in the recognition proper of the state of the traffic, figure 5.

In a step 401 it is checked whether the distance s of the vehicle until the next crossing is less than a distance preset S3. Based on trial trips it seems to be adequate currently preferably a value of about 160 m for S3. When the result of the comparison is "yes", it check in step 402 if vehicle speed v is lower than the lower speed threshold currently in force S1. As already it has been explained, this is eventually the reduced value for S1 (see figure 3). When the result of the comparison is "yes", the actual speed v of the vehicle is not retransmitted as speed v2 to the traffic status recognition system of Figure 5, but in step 403 the speed is retransmitted average of the vehicle during the last 60 seconds before the comparison made in step 402, that is, v2 = v (t-60). Therefore, this average speed v2 it is a speed (modified) cleared of crossings.

When the result of comparison 401 is "no", that is to say that the vehicle does not circulate in the area of a crossing, the actual speed v of the vehicle is retransmitted as speed v2 in step 404 to the state recognition system of the traffic in figure 5.

In the next step, the chain shown in figure 4, (preferably) around every second, unless it is verified that the vehicle is outside the validity of the withholding recognition according to the invention (see figure 1).

Finally, figure 5 shows the diagram of flow of a software module 500 to recognize the status of the traffic through a threshold value procedure, that is, to determine if there is a withholding or circulation free. In addition, the software module 500 according to the invention allows obtaining a position data for entry into a retention and a position data for the exit of a retention.

Following steps 111 (PAUSE recognition), 112 (RESET recognition) or 113 (PROSURE recognition) it is checked if "PAUSE" is presented recognition ". When the result is" no ", they are traversed the steps of the procedure represented in figure 1 without a variation of the counting states of the counters that are described below. When the result is "yes," it Check if "RESET RECOGNITION" is also presented. When "RECOGNITION RECOGNITION" is presented, that is the result of this comparison is "yes", they are replenished to the state of computation "0" the respective computation states of the two counters described below and then continued the steps of the procedure of figure 5 with the states of "0" count. When it does not appear "RESET recognition ", the steps of the procedure of the Figure 5 after the pause (PAUSE recognition) with the states of computation indicated at this time.

In short, the baseline data for the threshold value procedure performed by the software module 500 are the data obtained from the four software modules previous and current vehicle speed data. In case that software module 100 (validity margins) determines that the vehicle does not participate in fluid traffic, the traffic status recognition according to figure 5. After a verified participation in the traffic data is used of the module to modify the velocity values v2 and to determine the current threshold values S1 and S2. By effect of marginal conditions obtained from climatology, state of the road and road layout (crosses, streamers) are varied Speed data The modified speed data is used for further calculations. The threshold values are determined by means of the nominal speed (software module 200). These divide the total speed range into three parts; velocity v less than S1, v between S1 and S2, and v greater than S2. The modified velocity data are preferably assigned every second to one of the three intervals. The determination of currently reigning traffic states is then done with help of the repetition frequencies of the speed data modified at different intervals. Traffic light zones and crossover have already been taken into account by the modification of the data of speed A retention in traffic light or crossing areas is Recognizes exactly the same as in areas free of crossing.

In the first step 501 of the flowchart of the software module 500 checks if the speed v2 (possibly a cleared speed of crossings in Figure 4) is less than the lower speed threshold S1 (if any modified by marginal weather conditions, state of the road and road layout). When the result of the comparison 501 is "yes", which is considered as an indication of a hold, in step 502, based on the computation status "0", the computation in the value W1 is increased by means of a first counter (computation status 1 + W1). Therefore, the first counter takes into account a low speed v2 <S1 of the vehicle. Since the flowchart is run (preferably) every second, the computation is increased every second in the case of a constant result of the comparison. Preferably, it increases eventually every second in step 502 the state of computation in the value "1", that is to say that preferably W1 = 1. Of course, another value could also be added, such as "0.5" The status of the counter in step 502 is compared in the step 503 with a value S5 (computation state 1> S5).

When the result of comparison 501 is "no", that is to say that v2 is less than the speed threshold lower S1, it is checked in step 504 if the speed (possibly modified) v2 of the vehicle is less than the threshold higher speed S2. When the result of comparison 504 it is "yes", which is considered as a sign of free movement or absence of retention, you have to in step 505, starting of the "0" computation status, the computation is increased in the W2 value by means of a second counter (computation status 2 + W2). Therefore, the second counter takes into account a high speed v2> S2 of the vehicle. Since the flowchart is runs (preferably) every second, the count is increased every second in case of a constant result of the comparison. Preferably, in step 505 each option is eventually increased second the count state of the second counter in the value "1", that is to say that W2 is preferably "1". By Of course, another value could be added, such as "0.5". The status of the second comparator in step 505 is compared in the step 506 with the value S8. When the result is "yes," it reset the counting state of the first counter to "0" in the step 508. When the result is "no", continue with step 517

Therefore, starting from comparison 501, increase the first counter in step 502 if there is retention. The counting status of the first counter exceeds eventually the value S5 and the result of comparison 503 is "yes". In step 507 the second is then reset to "0" counter, which counts the number of seconds in which it has existed free circulation (state of computation 2 = 0). Starting from the comparison 504, the second counter is increased in step 505 in case of free circulation (state of computation 2 + W2). The state of counting the second counter eventually exceeds the value S8 and the result of comparison 506 is "yes." In step 508 you then reset the first counter to "0", which counts the number of seconds in which retention occurs (computation status 1 = 0).

In step 513 it is checked whether the status of second counter count (compute status 2) has been replaced to "0" for the first time in step 507. When the result is "yes", the place and time in the that for the first time the counting state of counter 1 in step 503 was greater than the S5 value (potential entry in a hold). Potential because in step 509 it has to be shown still first  if there really is a retention. In step 515 it is checked if the counting status of the first counter (counting status 1) in step 308 has been replaced for the first time to "0". When he result is "yes", the place and the moment in which for the first time the counting state of the counter 2 in step 506 was greater than the value S8 (potential output of a retention). Potential because in step 511 it has to be shown even first if there is really no retention.

After steps 513, 514, 515 and 516, check each time in step 517 if the absolute value of the difference in computation status 1 and computation status 2 is greater that an S9 value (| computation status 1 - computation status 2 | > S9). When the result of the comparison is "yes", it perform step 509. When the result of the comparison is "no", step 509 and the procedure chain are not performed shown in figure 5 starts again with step 501, such as in the pass preferably performed every second.

When the speed v2 is between S1 and S2, the The result of the comparison in step 504 is "no." This situation is considered as an undefined state, that is not it is clear if there is a retention or absence of retention or a free movement.

When the counting state of the first counter is less than S5 or equal to S5, the result of comparison 503 is "no". In step 504 'they increase, eventually each second, the count value of the first counter in the value W3 and the count value of the second counter also in the value W3 when every second is passed through the chain represented in Figure 5. Preferably, W1 and W2 have the same value, W3 preferably having half the value of W1 or W2. Preferably, the value of W1 or W2 is "1" and the value of W3 It is "0.5". It is understood that another can also be used weighting when this results in a more reliable recognition of a hold

The counting status of the first counter (low speed) is compared every second in step 509 with the value S6 (computation state 1> S6). When the computation status of the First counter is greater than S6, the result of the comparison is "yes" and in step 510 a first data set is generated that describes the "retention" status. In step 518 it is checked if there is a variation of state, that is, if the state "retention" precedes the "free" state. In each new Commissioning of the vehicle sets the "free" status as a starting state. When the result of the comparison is "yes", they are transmitted in step 519 - with a view to acquisition  of data - the first data set and the place and time of entry in a retention (previously only potential) towards an institution which reconstructs and represents the traffic situation, especially a traffic data exchange, preferably a central regional traffic data, the transmission being made preferably by SMS.

When the counting state of the first counter is less than or equal to an S6 value, the result of the comparison is "no". Eventually, it is checked in step 511 if the status The second counter count is greater than an S7 value. When he comparison result is "yes", it is generated in step 512 a second data set describing the "free" state. In step 520 is checked if a state variation occurs, it is that is, if the "free" state precedes the "retention" state. When the result of the comparison is "yes", they are transmitted in step 521 - with a view to data acquisition - the second data record and place and time of departure from retention (formerly only potential) towards an institution that rebuilds and represents the traffic situation, especially a central traffic data, preferably a regional data center of traffic, preferably by SMS transmission.

When the result of the comparison in the steps 518 or 520 is "no", no transmission of data. On the contrary, the procedure described in Figure 5 Start over with step 501.

When the counting state of the first counter (entered into a hold) in step 529 is less than or equal to S6, The result of comparison 509 is "no." It is checked then in the next step 511 if the computation status of the second counter (exit of a hold or free circulation) is greater than or equal to S7. When the second computation status counter is greater than or equal to S7, the result of the comparison is "yes", and in step 512 it is transmitted, preferably again by SMS, the "free" state towards the institution that reconstructs and represents the traffic situation with a view to Acquisition of traffic situation.

After state issuance "retention" or "free" or when the 511 comparison is "no", the chain shown in the figure is traversed again 5.

To get the place of entry into a retention and be able to transmit it (not represented) to the institution which reconstructs and represents the traffic situation, it is checked in step 513 following the reset of the second counter in step 507 if it is the first pass or if it is Comparison 513 is done for the first time. If the second counter to "0" in step 507 for the first time, the result of comparison 513 is "yes" and the position of the vehicle at this time, obtained with the help of data from navigation system, is archived in step 514 as "entry into a hold ". When the" hold "status is communicated in step 510, preferably the position of the vehicle archived in step 514, that is, the "entry into a retention ", towards the institution that rebuilds and represents the traffic situation, the transmission being preferably carried out by SMS.

To also get the place of departure from the retention and be able to transmit it (not represented) to the institution which reconstructs and represents the traffic situation, it is checked in step 515 following the reset of the first counter in step 508 if it is the first pass or if it is Comparison 515 is done for the first time. If the first counter to "0" in step 508 for the first time, the result of comparison 515 is "yes" and the position of the vehicle at this time, obtained with the help of data from navigation system, is archived in step 516 as "output of a hold ". When the" free "status is communicated in the step 512, preferably the position of the vehicle archived in step 516, that is, the "exit of the retention ", towards the institution that rebuilds and represents the traffic situation, the transmission being preferably carried out by SMS.

When the result of comparison 513 or 515 is "no" or the entry has been archived in a hold on the step 514 or the exit of a retention in step 516, continue with the comparison in step 509.

Preferably, a value of S5 is chosen for S5 approximately 60 seconds and for S6 and S7 a value of Approximately 180 seconds It is understood that they can be chosen also other values other than these practice values when these make possible a more reliable recognition of withholding

Claims (10)

1. Procedure for providing traffic status data in the context of an acknowledgment (500) of the traffic status by a motor vehicle, especially traffic status data for the detection of the traffic situation, preferably traffic status data for the detection of retentions, the motor vehicle presenting a position recognition device using a digital road map archived in a data carrier, especially a GPS navigation system with a DVD as a digital road map, characterized in that in a first step it is checked if the vehicle is less than a predetermined distance (S3) from a crossing of roads or a fork, eventually, in a second step it is checked if the speed is less than a predetermined speed (S1) Y eventually, a third step is used widely for the recognition of the state of the traffic the average vehicle speed over a period of time (v (t-60)) that is ahead of the instant in the that the vehicle reaches the crossing zone or the zone of fork. 2. Method according to claim 1, characterized in that the vehicle speed and the distance to the next crossing or fork are obtained on the basis of data from the standard sensor interface. Method according to claim 1 or 2, characterized in that the predetermined distance (S3) amounts to approximately 150 m, preferably approximately 160 m. Method according to one of claims 1 to 3, characterized in that the predetermined distance corresponds to the value of a lower speed threshold (S1), in which the type of road and / or the category of road on the road is taken into account. that the vehicle moves in the area of the crossing or fork, and / or the influence of "rain" traffic is also taken into account by consulting the state of the front moon cleaner (302) and / or the influence of traffic " Slippery roadway "through a query of the status of the ASC and / or DSC and / or ABS (307) and / or the influence of" fog "traffic through a query of the status of the fog lamp (312) and / or the influence of traffic" curved path "(314) by monitoring the driving angle and / or the influence of" clarity "traffic by consulting the daylight sensor or consulting the status of the dipped beam (316) and / or the influence of traffic "outside temperature" by means of a checking if the temperature is below four degrees Celsius and, in addition, the front wiper is active (318) Method according to one of claims 1 to 4, characterized in that, when the distance of the vehicle to the next road junction or fork is greater than the predetermined distance (401), the recognition of the traffic status is based largely on the actual speed. (v2 = v) of the vehicle. Method according to one of the preceding claims, characterized in that, when the distance of the vehicle to the next road crossing is less than the predetermined distance and the actual speed of the vehicle is (402) less than the predetermined lower speed threshold (S1) , the recognition of the traffic status is broadly based on the average vehicle speed over a period of time (v (t-60)) that is earlier than the current time, preferably the average vehicle speed during the last 60 seconds. 7. Method according to one of the preceding claims, characterized in that the first to third steps are carried out, preferably approximately every second, until a check shows the result that the vehicle actually participates in public road traffic. 8. System for transmitting traffic status data from a first vehicle to a second vehicle, especially through an ad hoc network, or from a traffic data center to one or more vehicles, possibly modified, especially by broadcasting, characterized in that the obtaining of data on traffic states is carried out with a method according to one of the preceding procedural claims. 9. Device in a motor vehicle for generating and issuing road traffic data, characterized in that the device executes a method according to one of the preceding procedural claims. 10. Computer program product for use in a motor vehicle and for the generation and emission of road traffic data, characterized in that the computer program product allows a procedure to be developed according to one of the preceding procedural claims.