• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for automatically determining a speed limit in force on a road taken in which the speed limit in force on the road in question is determined, based on a first set of information comprising at least one probable speed limitation associated with a first confidence index from a first navigation system and a second set of information including at least one probable speed limitation associated with a second confidence index from a second navigation system; image processing identifying speed limit signs arranged in the vicinity of the road, taking into consideration the first confidence index and the second confidence index. According to the invention, the method further comprises a step of determining in real time the distance traveled by the motor vehicle since the identification of a speed limit panel that has allowed the establishment of said associated probable speed limitation. said second confidence index (IC2), and a navigation context change detection step from an attribute delivered by the first system and relating to a road context data, and as long as no change of navigation context is detected, a first variation law (C1) is applied to the first confidence index (IC1) and a second variation law (C2) to the second confidence index (IC2) as a function of the distance traveled by the motor vehicle.
    公开号:FR3028344A1
    申请号:FR1402588
    申请日:2014-11-12
    公开日:2016-05-13
    发明作者:Benazouz Bradai；Thomas Heitzmann
    申请人:Valeo Schalter und Sensoren GmbH；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method for determining the speed limits on a road taken by a motor vehicle, and a system for implementing this method. The invention is essentially intended to propose a solution for automatically determining, in all circumstances, information relating to a speed limit that applies to a borrowed road, or on the point 10 to be borrowed, by a motor vehicle . The information thus determined is then exploitable in different applications equipping the vehicle in question. In particular, but in a nonlimiting manner, the information relating to a speed limitation is used in the context of a driving assistance system by explicitly indicating to the driver what is the maximum authorized speed, for example when the latter is in excess of this maximum speed. The field of the invention is, in general, that of the driver assistance, which proposes a set of assistance systems for the driver, essentially intended to improve the traffic safety conditions. Thus, for example, the following have recently been developed: night vision systems to help the driver to detect in advance obstacles which are difficult to perceive in night-time traffic conditions; early turn detection systems, to warn the driver of the presence of a turn at the earliest opportunity; As part of the driver assistance systems, it is now also intended to propose to the driver a speed-warning system: such a system must make it possible to automatically detect a speed limit in force on a borrowed road, or on a road that is about to be taken by a vehicle. In fact, actions concerning excessive speeds are necessary to reduce the number of accidents and the severity of their consequences. Many drivers do not respect the prescribed speeds: 40% of drivers do not respect them on motorways, 60% on national and departmental roads and 25% exceed the regulatory speed in the city by more than 10 km / h.
    [0002] We already know, in particular from the document EP 2 017 807 B1 in the name of the Applicant, a system for determining a desired speed limit in force on a given route, by combining the data provided, on the one hand, by a navigation system and, on the other hand, by a system associating an on-board camera and image processing applications. FIG. 1 schematically represents the various elements involved in an example embodiment of such a system within a motor vehicle, making it possible to obtain a speed limitation 153 in force on a borrowed road, or on the to be borrowed by a motor vehicle. The vehicle in question carries a first system 101, said navigation system, allowing in particular an estimation of the authorized speed at a given location, and in particular involving mapping data 111 and a GPS antenna 112 placed on the vehicle and able to receive data. precise location information. In the example considered, the first system 101 also makes use of on-board sensors 113 of the vehicle in question, of the type of speed sensor, gyroscope, etc. These different sensors are capable of delivering various information making it possible in particular to check the coherence between the route. actually followed by the vehicle, and the course provided by the navigation system. The navigation system 101 provides a first set of information 151 on the desired speed limit at a location, particularly near the instantaneous position of the vehicle. The first set of information 151 comprises at least a likely speed limitation corresponding to the speed limitation established by the navigation system 101, associated with a first confidence index IC1. Different calculation methods exist to determine the first confidence index, such as a weighted sum of several criteria that can involve the accuracy of the positioning of the vehicle by the navigation system, the level of information on the road, the functional class of the vehicle. the road, the type of road (highway, main road, secondary road), the environment (city, highway exit ...), the guide mode selected or not by the driver ... The vehicle also a second system 102, said image processing system, which is also able to estimate the speed limit on a road taken or about to be taken by the vehicle. The system 102 notably uses a camera 121 capturing images of the road about to be taken by the vehicle, and a set of image processing applications 122 whose algorithms make it possible in particular to identify limitation panels. located in the vicinity of the road, that is to say visible from the vehicle, and to interpret the figures shown on these panels to deduce the speed in effect on the road in question. The algorithms used may for example involve shape recognition applications to recognize the round shapes of the speed limitation panels, associated with a color discrimination allowing to retain only the panels having a red outline, and recognition algorithms of character to identify the figures represented, individually or as a whole. The image processing system 102 makes it possible to obtain a second set of information 152 comprising at least one probable speed limitation at the considered location. Here again, the probable speed limit is associated with a second confidence index IC2. Here again, an example of calculation of the second confidence index will involve a weighted sum of different criteria, such as the shadow factor on the image considered, the symmetry index of the image considered, the coherence index The information sets 151 and 152 are then merged into a data merging system 154 to determine the desired speed limit 153. At this point, the information sets 151 and 152 are merged into a data merging system 154 to determine the desired speed limit. Indeed, information processing means intervene, in particular with a microprocessor and specific software applications, implemented in the data fusion system 154. The desired speed limitation necessarily corresponds to a regulatory speed limitation, that is to say - say a speed limit that can be encountered on the roads. The regulatory speed limits therefore constitute a closed set, called discernment frame D, which also represents all the speed limits that can be obtained as a result of output of one of the two systems. This frame is defined, for example, as follows: D = {5,10,20,30,45,50,60,70,80,90,100,110,120,130,999}. The value 999 represents the case where there is no or no speed limit. Advantageously, the speed limit information provided by each of the two systems is extrapolated to consider other speed limits as likely to be in effect on the route in question; then each of these other speed limits is associated with a weighting coefficient, called mass of belief, involved in the merging of all the information then available relating to the speed likely to be actually in effect, fusion of information ensuring the final determination of the speed limit sought. In general, the determination of the confidence indices, and / or the belief masses, and their intervention in the fusion of knowledge from the two systems depends on the merger strategy adopted. Advantageously, various methods extracted from the so-called belief theory can be used in the data fusion system 154. In particular, one of the methods known under the name of "conjunctive combination" of Dempster-Shafer, associated with a so-called DempsterShafer equation. , gives particularly convincing results. Other methods, based on Bayesian theories, or fuzzy logic set theory, can also be used in data fusion system 154. Once the current speed limit has been established, it can for example be displayed on a screen.
    [0003] The confidence index IC1, respectively IC2 used for the merger, is updated each time new data is provided by the navigation system 101, respectively the image processing system 102.
    [0004] With the system described in EP 2 017 807, a determination of the speed limit in force is obtained which is much more reliable than with systems which only take into account data originating from a navigation system, or data from an image processing system. In particular, the risks of confusion due to erroneous information or misinterpretation of this information are avoided. We can also propose a degraded mode of operation, useful in the event of failure of one of the two systems, based on the other system, not defective. Nevertheless, in practice, the Applicant has found that such a fusion system does not make it possible to satisfactorily manage all the driving situations that a user may be confronted with. In particular, the previous system does not work optimally when the vehicle passes through a work zone. One of the peculiarities of a work zone is that it corresponds to a one-off event, resulting in a modification of the speed restrictions in force on the portion of road considered. These modifications are then not known to the navigation system 101, and an entry in such a work zone can be detected only by the image processing system 102, for example by the identification of a limitation panel. speed indicating a reduced speed, typically 30 km / h. In the merger, the importance will then be given to the probable speed limitation provided by the system 102 and associated with its confidence index IC2. Another peculiarity of a workspace is that the zone exit is rarely indicated by a new sign on the road. As a result, with the previous system, the confidence index IC2 previously determined at the time of detection of the zone entry remains unchanged, so that the system is not allowed to give more importance to the navigation system 101, which becomes more reliable. The present invention aims to overcome the above limitations.
    [0005] More specifically, the present invention relates to a method for automatically determining a speed limit in force on a road taken, or about to be taken, by a motor vehicle, comprising the following steps: - establish, by means of a first system, said navigation system including in particular a data receiver of a geographical positioning system and mapping data, a likely speed limitation associated with a first confidence index; constituting a first set of information comprising at least the probable speed limitation and the first confidence index; to establish, by means of a second system, an image processing system, notably involving a camera and image processing applications able to identify and interpret speed limit panels arranged in the vicinity of the road, a probable speed limitation associated with a second confidence index; - constitute a second set of information including at least the probable speed limit, and the second confidence index; and - determining the speed limit in effect on the considered route, from the first set of information and the second set of information and taking into account the first confidence index and the second confidence index; the method being characterized in that it further comprises a step of determining in real time the distance traveled by the motor vehicle since the identification of a speed limit panel having allowed the establishment of said speed limit. probable associated with said second confidence index, and a navigation context change detection step from at least one attribute issued by the first system and relating to a road context data, and that, as long as no change of navigation context is detected, a first variation law is applied to the first confidence index and a second variation law to the second confidence index as a function of the distance traveled by the motor vehicle.
    [0006] In addition to the main features which have just been mentioned in the preceding paragraph, the method according to the invention may have one or more additional characteristics among the following: the first law of variation preferably consists in maintaining the first confidence index at a initial value as the motor vehicle has not traveled a first distance, then to decrease linearly, depending on the distance traveled, the value of the first confidence index to zero when the motor vehicle runs a first additional distance; the second law of variation preferably consists in maintaining the second confidence index at an initial value as long as the motor vehicle has not traveled a second distance, and then decreasing linearly, as a function of the distance traveled, the value of the second confidence index up to a zero value while the motor vehicle travels a second additional distance; the first distance, the second distance, the first additional distance and the second additional distance each have a value set according to the road context; the value of the first distance is for example one-third of the value of the second distance; the value of the first additional distance is for example equal to the value of the first distance; the value of the second additional distance is for example equal to the value of the second distance; On detecting a change of navigation context occurring while the motor vehicle has already traveled, since the identification of the speed limit panel that has made it possible to establish said probable speed limitation associated with said second confidence index, a predefined minimum distance less than said second distance, the application of the second variation law to the second confidence index is advantageously interrupted, and the value of the second confidence index is reset to zero; on detection of a navigation context change occurring before the motor vehicle has traveled said minimum predetermined distance, the application of the second law of variation on the second confidence index is interrupted, but advantageously in this case a third variation law on the second confidence index as a function of the distance traveled by the motor vehicle; the third law of variation preferably consists in keeping the second confidence index at an intermediate value lower than the initial value of the second confidence index as long as the motor vehicle has not traveled said second distance and then decreases linearly, according to the distance traveled, the value of the second confidence index up to a zero value while the motor vehicle travels the second additional distance; said intermediate value is preferably determined by applying to the initial value a decrease dependent on the distance traveled according to a sigmoid function; said at least one attribute relating to a road context datum makes it possible to distinguish the road contexts in the whole {city, motorway, out of town, other}. The present invention also relates to a system for automatically determining a speed limit in force on a road taken or about to be taken by a motor vehicle, comprising: a first system, referred to as a system of navigation, including geographical positioning system and mapping data to establish a likely speed limitation associated with a first confidence index and to constitute a first set of information including at least the likely speed limitation and the first confidence index; a second system, called an image processing system, notably involving a camera and image processing applications, capable of identifying and interpreting speed limitation panels arranged in the vicinity of the road, to establish a limitation of probable speed associated with a second confidence index and constituting a second set of information including at least the likely speed limit and the second confidence index; - information processing means for determining, from the first set of information and the second set of information, the speed limitation in force on the road in question, characterized in that the information processing means are capable of determining, in real time, the distance traveled by the motor vehicle since the identification of a speed limit panel which made it possible to establish said probable speed limitation associated with said second confidence index, to detect a change of context navigation from at least one attribute issued by the first system and 15 relating to a road context data, and, as long as no change of navigation context is detected, to apply a first law of variation on the first confidence index and a second law of variation on the second confidence index as a function of the distance traveled by the automobile vehicle bile. The invention will be better understood on reading the description which follows, made with reference to the appended figures, in which: FIG. 1, already described, schematically represents a system of the prior art for the automatic determination of a speed limit 25 in force on a road taken, or about to be borrowed, by a motor vehicle; FIG. 2 illustrates an example of laws of variation applied to the second confidence index, respectively the first confidence index, as a function of the distance traveled by the vehicle, in accordance with the principle of the present invention; FIG. 3 illustrates a particular situation in which two laws of variation are successively applied to the second confidence index, according to a possible embodiment of the invention.
    [0007] The different elements appearing in several figures will have kept, unless otherwise stated, the same reference.
    [0008] The architecture of the system for automatic determination of a speed limit in force on a road taken, or about to be borrowed, by a motor vehicle according to the invention remains largely unchanged from what has been described. with reference to Figure 1, and will not be described again.
    [0009] The improvement concerns the information processing part carried out in the data fusion system 154. As indicated above, the disadvantage of the system described in document EP 2 017 807 lies in the fact that the associated confidence index 1C2 a probable speed limitation determined from a limitation panel identified by the image processing system 102 remains constant until the image processing system has identified a new speed limit panel. Similarly, the confidence index IC1 associated with a likely speed limitation determined by the navigation system 101 remains constant in the absence of new navigation data. In a different way, the present invention provides for applying variations on these two confidence indices, as a function of the distance traveled by the motor vehicle from the moment when the speed limit panel which made it possible to determine the index of 1C2 confidence has been identified by the image processing system 102. In addition, these variations will depend on the navigation context determined from at least one attribute issued by the navigation system and relating to a road context data item.
    [0010] In the remainder of the presentation, and in a non-limiting way, it is considered that the different road contexts considered are limited to the whole {city, highway, out of town, other}. To determine the context in which the vehicle is, the merger system 154 here uses two attributes generally provided by the navigation system 101, namely a first attribute relating to the type of road (Highway, national, departmental, municipal ... ), and a second attribute relating to the driving situation (city, out of town, intersection ...).
    [0011] The method as described in document EP 2 017 807 is here modified in that it comprises a step of determining in real time the distance traveled by the motor vehicle since the identification of a speed limit panel having allowed establishing said probable speed limitation associated with said second confidence index 1C2, and a navigation context change detecting step and that, as long as no navigation context change is detected, applying a first variation law on the first confidence index and a second variation law on the second IC2 confidence index as a function of the distance traveled by the motor vehicle.
    [0012] An example of variation laws as applied to the two confidence indices is shown in FIG. 2, FIG. 2 (a) showing more precisely the variation law C2, which will be applied to the confidence index IC2 in FIG. function of the distance d, and FIG. 2 (b) showing the variation law C2, which will be applied to the confidence index IC1 as a function of the distance d. In both cases, the origin of the abscissa axis representative of the distance traveled d is set at the moment when the image processing system 102 has identified a speed limit sign, for example at 30 km / hour. As represented in FIG. 2 (a), the law of variation C2 consists in maintaining the index of confidence 1C2 at its initial value, denoted here IC2t, as long as the motor vehicle has not traveled a certain distance D, and then to do linearly decreasing, as a function of the distance traveled, the value of the confidence index 1C2 up to a zero value while the motor vehicle travels a further distance, preferably of value equal to D. Thus, the value of the confidence index IC2 is canceled here when the vehicle has traveled, since the identification of the panel, the distance 2D.
    [0013] Similarly, and as visible in FIG. 2 (b), the law of variation C1 consists in keeping the confidence index IC1 at its initial value, noted here IClinit as long as the motor vehicle has not traveled a certain distance D1, then to decrease linearly, depending on the distance traveled, the value of the confidence index IC1 to a zero value while the motor vehicle travels a further distance, preferably of value equal to Dl. Thus, the value of the confidence index IC1 is canceled here when the vehicle has traveled, since the identification of the limitation panel, the distance 2D1.
    [0014] To take into account that the data of the navigation system 101 is refreshed much more often than the data from the image processing system 102, it is advantageously provided that the distance D1 from which a linear decay is applied to the confidence index IC1 is lower than the distance D from which a linear decay is applied to the confidence index 1C2. The two distances D and D1 are preferably set so as to comply with the equation: D1 = D / 3 Furthermore, the distance D, the distance D1 and the associated additional distances preferably each have a value set according to the road context . Indeed, we start from the assumption that these distances must be lower in the city than on the highway. The table below gives an example of values that can be selected for D and D1, according to the four road contexts: Road Context Dl = D / 3 (m) D (m) Highway 1000 3000 City 175 375 Highway Exit 175 375 Other 175 37530 It is easy to understand that, thanks to the invention, the system as a whole can, after a certain time, give more importance to the navigation system than to the image processing system, even if there is no detection of a new panel. This therefore makes it possible to manage, in particular, the exit situations of the work zone. As previously indicated, the variation laws C1 and C2 described above are applied as long as the navigation context has not changed. If, on the other hand, a change of navigation context is detected, for example a transition from an "out of town" context to a "city" context, the method may provide, in a first possible embodiment, for interrupting the applying the law of variation C2 on the index of confidence 1C2, and of resetting the value of the index of confidence 1C2. This amounts to no longer considering the associated speed limit sign. Only the speed limitation resulting from the navigation system 101 is then considered by the fusion system 154. In a preferred implementation, however, it is taken into account that the navigation system is imprecise, the inaccuracy being the same. order of a hundred meters. Thus, to avoid a reset of the 1C2 confidence index on detection of a change of navigation context even though the image processing system has just detected the presence of the limitation panel, in our example the 30 km / hour panel, the method according to the invention provides for resetting the confidence index 1C2 only if the vehicle has already traveled a predefined minimum distance Dmin when the change of navigation context is detected. The minimum distance Dmin depends on the accuracy of the navigation system, and can for example be of the order of a hundred meters. If, on the other hand, the change of navigation context is detected before the motor vehicle has traveled the predefined minimum distance Dmin, the application of the second variation law C2 on the second confidence index is also interrupted, but it is decided to then apply a third variation law C3 on the confidence index 1C2 as a function of the distance traveled by the motor vehicle. Figure 3 illustrates an example of variation law C3 in such a situation. In this example, the law C3 consists in maintaining, from the navigation context change detection, the index of confidence 1C2 at an intermediate value IC21nt lower than the initial value IC21n1t as long as the motor vehicle has not traveled. the distance D, then to decrease linearly, depending on the distance traveled, the value of the confidence index 1C2 to a zero value while the motor vehicle travels the additional distance. The intermediate value IC21nt preferably corresponds to the value that the confidence index 1C2 would have taken at the time of the navigation context change detection, had it been subjected to a decrease, since its initial value IC21n1t, depending on the distance traveled according to a sigmoid function Z. The shape of the sigmoid function is illustrated in FIG. 3, and the decay A applied is such that: A = IC2int
    权利要求:
    Claims (13)
    [0001]
    REVENDICATIONS1. A method for automatically determining a speed limit in force on a road taken, or about to be taken, by a motor vehicle, comprising the following steps: - establishing, by means of a first system (101) said navigation system including a data receiver of a geographical positioning system and mapping data (111), a likely speed limitation associated with a first confidence index (IC1); constituting a first set of information (151) comprising at least the likely speed limitation and the first confidence index; - establishing, by means of a second system (102), said image processing system, notably involving a camera (121) and image processing applications (122) able to identify and interpret limiting panels located in the vicinity of the road, a probable speed limitation associated with a second confidence index (IC2); constituting a second set of information (152) comprising at least the probable speed limit and the second confidence index (IC2); and - determining the current speed limit (153) on the considered route, from the first set of information and the second set of information and taking into account the first confidence index (IC1) and the second index of trust (IC2); The method being characterized in that it further comprises a step of determining in real time the distance traveled by the motor vehicle since the identification of a speed limit panel having allowed the establishment of said speed limit probable associated with said second confidence index (IC2), and a navigation context change detection step from at least one attribute issued by the first system (101) and relating to a road context data, and that, as long as no change of navigation context is detected, applying a first variation law (C1) on the first confidence index (IC1) and a second variation law (C2) on the second index of confidence (IC2) according to the distance traveled by the motor vehicle.
    [0002]
    2. Method according to claim 1, characterized in that the first law of variation (Cl) consists in maintaining the first confidence index (IC1) at an initial value (IClt) as long as the motor vehicle has not traveled a first time. distance (Dl), then to decrease linearly, depending on the distance traveled, the value of the first confidence index (IC1) up to a zero value while the motor vehicle travels a first additional distance.
    [0003]
    3. Method according to any one of claims 1 or 2, characterized in that the second variation law (C2) consists in maintaining the second confidence index (IC2) at an initial value (IC2t) as long as the motor vehicle has not traveled a second distance (D), then to decrease linearly, depending on the distance traveled, the value of the second confidence index (IC2) up to a zero value while the motor vehicle travels a second distance additional. 20
    [0004]
    4. Method according to claims 2 and 3, characterized in that the first distance (Dl), the second distance (D), the first additional distance and the second additional distance each have a value set according to the road context.
    [0005]
    5. Method according to claim 4, characterized in that the value of the first distance (D1) is one third of the value of the second distance (D).
    [0006]
    6. Method according to any one of claims 4 or 5, characterized in that the value of the first additional distance is equal to the value of the first distance (Dl).
    [0007]
    7. Method according to any one of claims 4 to 6, characterized in that the value of the second additional distance is equal to the value of the second distance (D).
    [0008]
    8. Method according to any one of claims 3 to 7, characterized in that, upon detection of a navigation context change occurring while the motor vehicle has already traveled, since the identification of the speed limit sign having made it possible to establish said probable speed limitation associated with said second confidence index (IC2), a predefined minimum distance (Dmin) less than said second distance, applying the second variation law (C2) to the second confidence index is interrupted, and the value of the second confidence index (IC2) is reset.
    [0009]
    9. A method according to claim 8, characterized in that, on detecting a navigation context change occurring before the vehicle has traveled said predetermined minimum distance (Drain), the application of the second law of variation ( C2) on the second confidence index is interrupted, and a third variation law (C3) is applied to the second confidence index (IC2) as a function of the distance traveled by the motor vehicle. 20
    [0010]
    10. Method according to claim 9, characterized in that the third law of variation consists in maintaining the second confidence index (IC2) at an intermediate value (IC2int) lower than the initial value (IC2t) of the second confidence index (IC2 ) as long as the motor vehicle has not traveled said second distance, then to decrease linearly, depending on the distance traveled, the value of the second confidence index (IC2) up to a zero value while the motor vehicle travels the second additional distance.
    [0011]
    11. The method of claim 10, characterized in that said intermediate value (IC2int) is determined by applying to the initial value (IC2init) a decrease dependent on the distance traveled according to a sigmoid function (I).
    [0012]
    12. Method according to any one of the preceding claims, characterized in that said at least one attribute relating to a road context data makes it possible to distinguish the road contexts in the whole {city, highway, out of town, other).
    [0013]
    13. System for automatically determining a speed limit in force on a road taken, or about to be taken, by a motor vehicle, comprising: a first system (101), said navigation system, making interfering in particular with a geographic positioning system (112) and mapping data (111) to establish a likely speed limitation associated with a first confidence index (IC1) and to constitute a first set of information (151) comprising at least the 15 likely speed limitation and the first confidence index; a second system (102), called an image processing system, notably involving a camera (121) and image processing applications (122) capable of identifying and interpreting speed limitation panels arranged in the vicinity; of the road, to establish a probable speed limitation associated with a second confidence index (IC2) and to constitute a second set of information (152) comprising at least the likely speed limit and the second confidence index; means (154) for processing information to determine, from the first set of information and the second set of information, the speed limit in force on the road in question, characterized in that the processing means information is able to determine in real time the distance traveled by the motor vehicle since the identification of a speed limit panel having allowed the establishment of said probable speed limitation associated with said second confidence index (IC2) , detecting a change of navigation context from at least one attribute issued by the first system (101) and relating to a road context data, and, as long as no change of navigation context is detected, to apply a first law of variation on the first confidence index 5 (IC1) and a second law of variation on the second confidence index (IC2) as a function of the distance pa returned by the motor vehicle.
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    同族专利:
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    EP3712870A1|2019-03-21|2020-09-23|Zenuity Ab|Method and arrangement for validating speed limit information for a road vehicle|
    CN111047867B|2019-12-27|2022-01-14|北京中交华安科技有限公司|Highway strong crosswind section speed early warning control method and system|
    法律状态:
    2015-11-30| PLFP| Fee payment|Year of fee payment: 2 |
    2016-05-13| PLSC| Publication of the preliminary search report|Effective date: 20160513 |
    2016-11-30| PLFP| Fee payment|Year of fee payment: 3 |
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    2021-11-30| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1402588A|FR3028344B1|2014-11-12|2014-11-12|AUTOMATIC DETERMINATION OF SPEED LIMITATION ON A ROAD|FR1402588A| FR3028344B1|2014-11-12|2014-11-12|AUTOMATIC DETERMINATION OF SPEED LIMITATION ON A ROAD|
    EP15194397.4A| EP3021302A1|2014-11-12|2015-11-12|Automatic determination of a speed limit on a road|
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