DE102020200130B4 - Method, device and computer program for a vehicle for sending a sound-modulated request signal to a traffic infrastructure - Google Patents

Abstract

A method (500) for a vehicle that is designed to send a sound-modulated request signal for path clearance to a traffic infrastructure, comprising:detecting (510) whether the traffic infrastructure is designed to receive the sound-modulated request signal, and if the traffic infrastructure is designed to receive the sound-modulated request signal,transmitting (520), via one or more interfaces, information for controlling an electroacoustic distance transducer in order to generate the sound-modulated request signal, andgenerating the sound-modulated request signal (350) in the frequency band between 18 kHz and 20 kHz by the electroacoustic distance transducer ( 120).

Description

The present invention relates to a method, a device and a computer program for a vehicle for sending a sound-modulated request signal to a traffic infrastructure.

It is known that vehicles communicate with devices in the traffic infrastructure, and these devices can be in the form of barriers, also known as road barriers or barriers, or, for example, as traffic lights. This traffic infrastructure regulates, for example, access to multi-storey car parks or other parking areas or access to toll roads or the like. Known radio methods for the near field can be used for communication with the traffic infrastructure, for example, which can be embodied as RFID (radio-frequency identification), Bluetooth or NFC (near field communication). Devices for communication with the traffic infrastructure can be designed as independent devices for operation by a driver of the vehicle. Alternatively, the functionality can also be firmly integrated into the vehicle and operated using the usual operating elements of the vehicle.

DE 10 2016 200 813 A1 teaches a method for determining a vehicle position of a vehicle and an ultrasonic beacon and a driver assistance system used in connection with the method.

US 2014 / 0 085 110 A1 teaches systems and/or techniques for a centralized authorization and/or payment system.

U.S. 2011/0 182 445 A1 discloses a method for communicating with an electronic device. The method includes providing an electronic device including a microphone having a subsystem for receiving and generating audible tones, transmitting at least one information-encoded audible signal from a source, receiving the at least one audible signal by the microphone, and determining a spatial position, distance or movement of the microphone relative to the source based on the received at least one signal.

KR2019014147A teaches a method for providing a parking payment service using sound wave communication between an interactive vehicle device and a wireless user terminal that provides various types of artificial intelligence payment services via a vehicle device in an interactive mode.

KR2019014148A teaches a method for providing a parking payment service using an interactive vehicle device that provides various types of payment services in an interactive mode.

CN105469481A teaches provision of a vehicular Internet-of-Things management method employing a new generation sound wave communication technique. According to steps of the method, a vehicle receives an instruction to activate a vehicle horn.

CN208077253U teaches a parking fee system based on sound waves.

JP2004203360A teaches parking assistance for automobiles, for example, the car selects a specific speaker according to the traveling direction of the vehicle to output parking assistance information according to a position of the surrounding vehicle or pedestrian.

CN103956074A teaches a system for maintaining a vehicle's location service based on an ultrasonic parking lot location mechanism having reference and vehicle transceivers.

It is also known that certain areas are blocked off with the help of barriers so that only authorized vehicles have access, for example to underground car parks or multi-storey car parks. Such barriers have loudspeakers. In addition, it is known that RFID/NFC based systems are being used more and more frequently for billing parking fees.

In this case, however, it is necessary for the vehicle transmitting the request to also be equipped with the necessary communication devices. Not only do the additional costs for these communication devices have to be incurred, but also the power consumption, the required installation space and the associated connection and control of the additional components increase the costs and the vehicle complexity.

There is therefore a need to create an improved concept for transmitting requests. The subject matter of the independent claims takes this need into account.

Exemplary embodiments are based on the core idea of transmitting the request signals from the vehicle to a traffic infrastructure via distance converters installed in most vehicles and thus to dispense with additional physical components in the vehicle. In this case, according to the invention, ultrasonic sensors are used for sending out the request signals, which are already often installed in current vehicles and are used as sensors for various applications. In exemplary embodiments, the vehicle has a plurality of ultrasonic sensors, which can be installed in particular in the front and rear bumpers of the vehicle.

For example, vehicles today increasingly have ultrasonic sensors built into the vehicle for driver assistance systems, such as PDC (Park Distance Control), parking assistant PLA (park steering assistant), intelligent parking assistant (IPA), remote-controlled parking assistant RPA (Remote Park Assistant), ACC (Adaptive Cruise Control). ), Lane Assist.

To eliminate the disadvantages of the prior art, it may be necessary in exemplary embodiments to use a method, a device and a computer program in which sound-based communication between the vehicle and the barrier of the parking lot management system is used for clear vehicle identification and barrier opening. The sound-based communication can be generated, for example, by the ultrasonic sensors installed on the vehicle and recorded using microphones at the barrier. In exemplary embodiments, the evaluation can take place in the parking lot management system.

In other words, a device, a method or a computer program can be used in which sound-based communication between a traffic infrastructure and a vehicle that is not coupled to the traffic infrastructure is used to convert request signals in the traffic infrastructure. The sound-based communication can be generated by the ultrasonic sensors installed on the vehicle and recorded using microphones on the traffic infrastructure. The request signal is implemented in the traffic infrastructure. Thus, exemplary embodiments can provide a method, a device and a computer program for sound-based communication between a vehicle and a traffic infrastructure that is not coupled to the vehicle and a query based thereon. In this context, in exemplary embodiments, access to the parking area, determination of the parking time and the parking fee when leaving the parking area can be supported.

A method is proposed for a vehicle that is designed to send a sound-modulated request signal to a traffic infrastructure to clear the path. The method includes detecting whether the traffic infrastructure is designed to receive the sound-modulated request signal. If the traffic infrastructure is designed to receive the sound-modulated request signal, the method also includes sending, via the one or more interfaces, information for controlling an electroacoustic distance converter in order to generate the sound-modulated request signal, and generating the sound-modulated request signal in the frequency band between 18 kHz and 20 kHz through the electro-acoustic distance converter.

In this way, a request signal can advantageously be provided by the method for controlling proven technology--electroacoustic distance conversion--which is already widespread in vehicles, at least in the form of sound sensors, and is therefore easy to integrate as a familiar technology.

A further exemplary embodiment is a device for a vehicle which is designed to send a sound-modulated request signal to a traffic infrastructure for the purpose of clearing the path. The device includes an electro-acoustic distance converter, designed to generate the sound-modulated request signal in the frequency band between 18 kHz and 20 kHz, one or more interfaces for communication with the electro-acoustic distance converter. The device also includes a control module designed to detect, via the one or more interfaces, whether the traffic infrastructure is designed to receive the sound-modulated request signal. If the traffic infrastructure is designed to receive the sound-modulated request signal, the control module includes sending, via the one or more interfaces, information for controlling an electroacoustic distance converter in order to generate the sound-modulated request signal. The control module of the device is also designed to generate the information for an ultrasonic sensor as an electro-acoustic distance converter, the information for activation being designed to generate the sound-modulated request signal in the frequency band between.

In this way, a request signal can advantageously be output by the device to control proven technology--electroacoustic distance conversion--which is already widespread in vehicles, at least in the form of other sound sensors, and is therefore easy to integrate as a familiar technology.

This can advantageously be applied to the component of the ultrasonic sensor, which is widely used in vehicles be resorted to, which can be acquired inexpensively due to the large number of items. Another advantage is that the sound-modulated request signal between 18 kHz and 20 kHz does not interfere with other applications that are used, for example, for voice transmission in the range up to 18 kHz or for ultrasonic-based distance determination at around 50 kHz. In addition, inexpensive microphones can also be used for the barrier, since only the frequency range up to 20 kHz has to be received.

In other exemplary embodiments, the sound-modulated request signal can have an identifier, the identifier being designed to distinguish the sound-modulated request signal from other sound-modulated request signals.

A request signal can advantageously be assigned to a specific traffic infrastructure, so that, for example, if multiple traffic infrastructures are present, for example multiple barriers next to one another in a multi-storey car park, a clear assignment to the respective traffic infrastructure is possible.

In further exemplary embodiments, the control module can also be designed to determine the information for controlling the electroacoustic distance converter in such a way that the sound-modulated request signal at least with regard to one of the properties: movement data of the vehicle, environmental conditions, data of a parking lot system, identification recognized by an environmental sensor system of the vehicle the traffic infrastructure and geographic location of the vehicle.

In this way, the query can advantageously be limited to relevant scenarios, since the application will cause acceptance problems with the operator of the transport infrastructure if there are a large number of incorrect queries. In addition, the restriction to relevant request signals protects the channel capacity of the acoustic channel.

Another embodiment is a vehicle with the device.

It is thus advantageously possible to use existing elements in the vehicle for sending out the request signal, without making it necessary to use additional components.

Further exemplary embodiments are computer programs for carrying out a method described above or below when the computer program runs on a computer, a processor or a programmable hardware component.

The invention also includes developments of the methods according to the invention, which have one or more features as have already been described in connection with the developments of the devices according to the invention. For this reason, the corresponding developments of the method according to the invention are not described again here, but also apply to them as disclosed. Similarly, aspects described in connection with or as a method step also constitute a description of a corresponding block or detail or feature of a corresponding device.

A program according to an exemplary embodiment can implement one of the methods during its execution, for example by reading out memory locations or writing one or more pieces of data into them, which may result in switching processes or other processes in transistor structures, in amplifier structures or in other electrical, optical, magnetic or components working according to a different functional principle. Accordingly, data, values, sensor values or other information can be acquired, determined or measured by a program by reading out a memory location. A program can therefore capture, determine or measure variables, values, measured variables and other information by reading from one or more memory locations, as well as cause, cause or carry out an action by writing to one or more memory locations and control other devices, machines and components .

• 1 ein System mit einem Ausführungsbeispiel einer Vorrichtung für ein Fahrzeug zum Senden eines schallmodulierten Anfragesignals an eine Verkehrsinfrastruktur, und einem Ausführungsbeispiel einer Vorrichtung für eine Verkehrsinfrastruktur zum Empfang eines schallmodulierten Anfragesignals von einem Fahrzeug;
• 2 ein Blockdiagram eines Ausführungsbeispiels eines Verfahrens für ein Fahrzeug zum Senden eines schallmodulierten Anfragesignals an eine Verkehrsinfrastruktur;
• 3 ein Blockdiagram eines Ausführungsbeispiels eines Verfahrens für eine Verkehrsinfrastruktur zum Empfang eines schallmodulierten Anfragesignals von einem Fahrzeug; und
• 4 ein detaillierteres Blockschaltbild eines Ausführungsbeispiels eines Verfahrens für ein System.

In the following, exemplary embodiments of the present invention are described in more detail with reference to the accompanying drawings. This shows:

• 1 a system with an embodiment of a device for a vehicle for sending a sound-modulated request signal to a traffic infrastructure, and an embodiment of a device for a traffic infrastructure for receiving a sound-modulated request signal from a vehicle;
• 2 a block diagram of an embodiment of a method for a vehicle for sending a sound-modulated request signal to a traffic infrastructure;
• 3 a block diagram of an embodiment of a method for a traffic infrastructure for receiving a sound-modulated request signal from a vehicle; and
• 4 a more detailed block diagram of an embodiment of a method for a system.

In the following description of the accompanying figures, which only show a few exemplary embodiments, the same reference symbols can designate the same or comparable components. Furthermore, summarizing reference signs can be used for components and objects that appear multiple times in an exemplary embodiment or in a drawing, but are described together with regard to one or more features. Components or objects that are described with the same or collective reference symbols can be identical with regard to individual, several or all features, for example their dimensions, but may also be different, unless something else is explicitly or implicitly stated in the description.

Although example embodiments can be modified and altered in various ways, example embodiments are illustrated in the figures and are described in detail herein. However, it should be understood that example embodiments are not intended to be limited to the forms disclosed, but rather that example embodiments are intended to cover all functional and/or structural modifications, equivalents, and alternatives. The same reference symbols denote the same or similar elements throughout the description of the figures.

Note that an element referred to as being “connected” or “coupled” to another element may be directly connected or coupled to the other element, or there may be intervening elements. On the other hand, when an element is said to be "directly connected" or "directly coupled" to another element, there are no intervening elements present. Other terms used to describe the relationship between elements should be interpreted in a similar manner (for example, "between" versus "directly between," "adjacent" versus "directly adjacent," etc.).

The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting of example embodiments. As used herein, the singular forms "a," "an," "an" and "the" are intended to include the plural forms as well, unless the context clearly dictates otherwise. Further, it is clarified that the expressions such as "includes", "including", "comprises", "comprises" and/or "comprising" as used herein indicate the presence of named features, integers, steps , workflows, elements and/or components, but do not exclude the presence or addition of one or more features, integers, steps, workflows, elements, components and/or groups thereof.

The components described herein and below are described as "designed to" or "configured to" perform or perform a certain function, which terms are used interchangeably and are interchangeable. In this case, such a component is able to carry out the described function in each case because, for example, corresponding software is available or kept available in a memory. For example, a control module that is designed or designed to control a transceiver module and is implemented in programmable hardware is to be designed such that corresponding control software for controlling the transceiver module is present.

1 illustrates a system 400 with an embodiment of a device 10 for a vehicle 100 for sending a sound-modulated request signal 350 to a traffic infrastructure 200, and an embodiment of a device 20 for a traffic infrastructure 200 for receiving a sound-modulated request signal from a vehicle 100. The system 400 in exemplary embodiments include a backend, not shown, which is connected to the vehicle 100 and the traffic infrastructure 200 .

Exemplary embodiments show a device 10 for a vehicle 100, which is designed to send a sound-modulated request signal 350 to a traffic infrastructure to clear the path. The device 10 includes one or more interfaces 12 for communication in the vehicle. The device also includes a control module 14 which is coupled to the one or more interfaces 12 . The control module 14 can be designed, for example, to carry out calculations or logical operations. The control module 14 is designed to detect, via the one or more interfaces 12, whether the traffic infrastructure is designed to receive the sound-modulated request signal 350. If the traffic infrastructure is designed to receive the sound-modulated request signal 350, the control module 14 is further configured to send, via the one or more interfaces 12, information for controlling an electroacoustic distance converter 120 in order to generate the sound-modulated request signal 350.

A further exemplary embodiment is a device 20 for a traffic infrastructure 200, which is designed to receive a sound-modulated request signal 350 for a vehicle to clear the path. The device 20 includes a receiving module 22 for receiving a representation of the sound-modulated request signal 350 from an electro-acoustic distance transducer of the vehicle. The device 10 also includes a control module 24 which is coupled to the receiving module 22 . The control module 24 is designed to receive the representation for the sound-modulated request signal 350 from the receiving module 22. The control module 24 is also designed to determine information about a path release for the vehicle based on the representation for the sound-modulated request signal 350. The control module 24 is next designed to provide the information about the path release to the traffic infrastructure 200 if the path release occurs.

1 shows an embodiment of a vehicle 100 (in dashed representation with respect to the device 10 optional) comprising the device 10 and comprising at least one electroacoustic distance converter 120. In addition, FIG 1 an exemplary embodiment of a traffic infrastructure 200 (in dashed representation since with regard to the device 20 is optional) comprising the device 20 and comprising at least one microphone 220.

As the 1 1, a system 400 is another embodiment. The system 400 includes an embodiment of a vehicle 100 with a device 10 and an embodiment of a traffic infrastructure 200 with a device 20. In embodiments, the system 400 can include a backend (not shown) that is connected to the vehicle 100 and the traffic infrastructure 200.

In this case, the sound-modulated request signal 350 is an acoustic signal. It is generated by the at least one distance converter 120. This sound-modulated request signal 350 propagates through the air and is picked up by a microphone 220 of the traffic infrastructure 200 .

A representation for the sound-modulated request signal can be in the form of an electrical signal. In this case, it can be in the form of an analog signal which, in exemplary embodiments, is generated directly by one or more microphones. In other embodiments, it may also be digitized and modulated, for example, where the modulation may include Pulse Code Modulation (PCM), Advanced Multi-Band Excitation (AMBE), AMR (Adaptive Multi Rate), or Code Excited Linear Prediction (CELP).

The traffic infrastructure is a traffic control element that allows a vehicle to continue its journey, for example. It can be designed as a barrier or as a traffic light or traffic sign system. The traffic light can be embodied as a light signal system in which a plurality of colors can be used in exemplary embodiments. Each vehicle can be allowed to continue driving individually. Typical applications are paid parking lots whose entry and exit can be controlled by barriers or traffic lights.

The detection carried out by the control module 14 as to whether the traffic infrastructure is designed to receive the sound-modulated request signal 350 can use on-board sensors, for example. Furthermore, in exemplary embodiments, signals from outside the vehicle can also be used for detection. In this respect, the detection here means determining information about whether the traffic infrastructure is designed to receive the sound-modulated request signal 350 , which can also be done by obtaining or receiving corresponding information from outside the vehicle 100 .

With the named components, the device 10 for the vehicle 100 is thus suitable for stimulating the sound-modulated request signal 350 for output by the electroacoustic distance converter 120 if the traffic infrastructure is designed to receive the sound-modulated request signal 350 . The sound-modulated request signal 350 recorded by the microphone 220 of the traffic infrastructure 200 is fed to the device 20 of the traffic infrastructure 200 as a representation of the sound-modulated request signal 350 and evaluated there. As a result of the evaluation, device 20 makes information available to traffic infrastructure 200 . In exemplary embodiments, the traffic infrastructure 200 converts this information into a path release for the vehicle 100, for example by raising the barrier or switching on a release light at traffic lights. In this context, the billing of fees, for example parking lot fees, can also be included in exemplary embodiments. Alternatively, in exemplary embodiments, the path release and billing can be included in the information about the path release to the transport infrastructure. In other words, information about the path release to the traffic infrastructure can also include the path release and/or a billing.

In exemplary embodiments, the device 10, 20 can comprise one or more building blocks in the form of any controller or processor or a programmable hardware component speak. The respective control module 12, 22 can correspond to a computing or logic unit and the one or more interfaces 12 or the receiving module 22 to an interface of a processor or controller (for example input/output ports). Alternatively, a device 10 can also be implemented as software that is programmed for a corresponding hardware component. In this respect, a device 10, 20 can be implemented as programmable hardware with appropriately adapted software.

In exemplary embodiments, the one or more interfaces 12 and/or the receiving module 22 of the respective device 10/20 can be embodied as the contacts of the aforementioned module. In exemplary embodiments, they can also be implemented as separate hardware. They can include memories that at least temporarily store the signals to be sent or received. The one or more interfaces 12 and/or the receiving module 22 can be designed to receive electrical signals, for example as a bus interface or as an optical interface. In addition, they can be designed for radio transmission in exemplary embodiments and can include a radio front end and associated antennas. Furthermore, for the one or more connection types, for example for the CAN bus, synchronization mechanisms for synchronization with the respective transmission medium can be included.

In exemplary embodiments, a control module 14, 24 can comprise other elements of the aforementioned building block. Any processor cores, such as digital signal processor cores (DSPs), can be used. Exemplary embodiments are not limited to a specific type of processor core. Any number of processor cores or even multiple processor cores or microcontrollers are conceivable for implementing the control module 14, 24. Implementations in integrated form with other devices are also conceivable, for example in a control unit for a vehicle, which additionally includes one or more other functions. In exemplary embodiments, the control module 14, 24 can be represented by a processor core, a computer processor core (CPU=Central Processing Unit), a graphics processor core (GPU=Graphics Processing Unit), an application-specific integrated circuit core (ASIC=Application-Specific Integrated Circuit), an integrated circuit ( IC = Integrated Circuit), a one-chip system core (SOC = System on Chip), a programmable logic element or a field-programmable gate array with a microprocessor (FPGA = Field Programmable Gate Array) can be realized as the core of the above-mentioned component or components.

In exemplary embodiments, the transmission can include transmission of a signal via a wired interface or by radio. The wired interface can be designed as a bus, for example, on a CAN bus (Controller Area Network) or LAN connection, via which signals from devices connected to the connection can be sent and received. Alternative standards such as FlexRay, Ethernet, K-Line, LIN (Local Interconnect Network) and MOST MOST (Media Oriented Systems Transport) can also be used. Alternatively, optical conductors can also be used instead of wires. Next, the transmission can be done by radio transmission. Various radio standards such as Bluetooth, ZigBee, NFC (near field communication), RFID (radio-frequency identification) or proprietary standards or agreements are available that allow radio communication within the vehicle.

In exemplary embodiments, the transmission of information for driving an electro-acoustic distance transducer 120 in order to generate the sound-modulated request signal 350 can include the generation of the sound-modulated request signal 350 by the driven electro-acoustic distance transducer 120 . In this context, the sound-modulated request signal 350 is sent to the traffic infrastructure 200 in exemplary embodiments.

To detect whether the traffic infrastructure is designed to receive the sound-modulated request signal 350, both the vehicle's own sensor system, which is also known as the vehicle's surroundings sensor system, can be used, as well as corresponding signals from outside the vehicle. The environment sensors can use sensors based on ultrasonic sensors, cameras, radar, lasers and lidar. For detection, data from the various sensors can be collected in a data cloud and evaluated according to various patterns. In exemplary embodiments, this pattern recognition can recognize a traffic infrastructure, which can be based, for example, on barcode recognition, 2D (dimensional) code recognition or the like. Furthermore, in exemplary embodiments, the pattern recognition can recognize roadway types that can distinguish specific roadways, for example. In this way, lanes of the lane type “parking lot” or “city street”, “motorway” or “country road” can be recognized. In addition, the reliability of the detection can be further increased by using and processing data external to the vehicle, which can be transmitted to the vehicle via X2V (X to Vehicle) transmission. Furthermore, in exemplary embodiments, data that has already been evaluated external to the vehicle, for example sensor data that has already been evaluated, can be transmitted those used for detection in the control module.

In exemplary embodiments, the information for controlling the electroacoustic distance converter can be in the form of a specific command which causes the distance converter to now assume a separate operating mode in deviation from its previous mode of operation. This separate mode of operation can include the transmission of acoustic request signals to warn road users. In this case, the special command can immediately cause a modulation in that an acoustic signal is generated directly for each command. However, a circuit or a program can also be provided in a control module of the electroacoustic distance converter, which is activated by the specific command and, for example, emits an acoustic signal sequence. The acoustic signal sequence can include information that includes an identification of the vehicle, the position of the vehicle, its direction of movement, its speed, its urgency and other vehicle parameters. The form, content and structure of this information are known to the control modules 14/24 in the device of the vehicle 10 and in the device 20 of the traffic infrastructure 200.

A vehicle 100 can be a motor vehicle within the meaning of the preceding or following description. The motor vehicle can be a motorized, mobile means of transport for transporting people and/or goods, for example a land vehicle. The vehicle 100 is, for example, a passenger car, a truck, a bus or a motorcycle.

The electro-acoustic distance converter converts the information received (for example in the form of a control signal) into acoustic signals. Electroacoustic distance converters are known in vehicle construction and can be used, for example, as distance detectors between an obstacle in the form of a body or object and the vehicle. They can be permanently installed in the vehicle and arranged in such a way that they are preferably used in the direction of movement of the vehicle.

In exemplary embodiments, the control module 14 can also be designed to generate the information for an ultrasonic sensor as an electro-acoustic distance converter 120 . Ultrasonic sensors are components that are common in vehicle construction, which are used in particular for distance measurements and, in exemplary embodiments, can be arranged in vehicle bumpers. Furthermore, the control information can be designed to generate the sound-modulated request signal 350 in a frequency band that is adjacent to the human hearing ability and differs from the ultrasonic range. This frequency band can include frequencies from 18 kHz to 20 kHz.

In exemplary embodiments, the information for activating the ultrasonic sensor can be the same as the information for activating the electroacoustic distance transducer 120, which is described above. In exemplary embodiments, this can also lead to a sound-modulated request signal 350 in the described frequency band between 18 kHz and 20 kHz. Use can also be restricted to parts of the frequency band from 18 kHz to 20 kHz, for example 18 kHz to 19 kHz or 19 kHz to 20 kHz. In other words, the control module 14 is designed to generate information for activating the electroacoustic distance converter in order to cause the sound-modulated request signal 350 to be emitted in the frequency band between 18 kHz and 20 kHz.

In this case, commercially available ultrasonic sensors can be used, which are caused by the additional commands/excitation to emit the sound-modulated request signal 350 in the frequency band between 18 kHz and 20 kHz. Alternatively, specific ultrasonic sensors with a sensor-specific control module can also be used in exemplary embodiments, which determine and transmit the sound-modulated request signal 350 in the frequency band between 18 kHz and 20 kHz when the additional commands are received. The sensor's own control module can be designed, for example, as an ASIC (application-specific integrated circuit) that is able to cause the sound to be emitted at 50 kHz or between 18 kHz and 20 kHz in response to corresponding commands received. Correspondingly, the control module 14 can also include the control module of the electroacoustic distance converter 120 in exemplary embodiments. In this case, the one or more interfaces 12 comprise the analog signal, for example, between the sensor's own control module and the acoustic vibration parts of the electro-acoustic distance transducer 120.

In exemplary embodiments, the sound-modulated request signal 350 can have an identifier, the identifier being designed to distinguish the sound-modulated request signal 350 from other sound-modulated request signals.

In exemplary embodiments, an identifier can be embodied as a header of the request signal 350 in order to distinguish the request signal 350 from other signals. This can be an agreed upon Be tone sequence in a certain frequency range, which can be received by the traffic infrastructure 200, for example by microphone 220 and are evaluated and recognized in devices 20 for receiving the sound-modulated request signal. In exemplary embodiments, the identifier may comprise a sequence of alternating frequencies transmitted in conjunction with predetermined durations. However, individual tones with a specific duration can also be used. In other words, the identifier can generally also be understood as a signal pattern that can be recognized in a quantity of data.

Furthermore, in exemplary embodiments, the identifier of the sound-modulated request signal 350 can include a minimum volume level, so that it can still be reliably detected even in a noisy environment. This minimum volume level may be above the volume level of the rest of the request signal (excluding the identifier) and/or above the volume level of the distance transducer in other modes.

Furthermore, in exemplary embodiments, a directional characteristic of electroacoustic distance converter 120 can be used to align sound-modulated request signal 350, in particular since modern vehicles have a number of these electroacoustic distance converters installed, which in exemplary embodiments are embodied as ultrasonic sensors. The geographical position of the traffic infrastructure 200 can be taken into account in the selection, so that those electroacoustic distance converters 120 can be selected whose sound-modulated request signal 350 is aligned with the traffic infrastructure 200 . In other words, in exemplary embodiments, the control module 14 can be designed to select the electroacoustic distance converter 120 whose sound-modulated request signal 350 is aligned with the traffic infrastructure 200 .

In other exemplary embodiments, the chirp principle can be used. In signal processing, a chirp is a signal whose frequency changes over time. A distinction is made between positive chirps - in which the frequency increases over time - and negative chirps - in which the frequency decreases. By receiving such chip signals as a sound-modulated request signal 350 in the traffic infrastructure 200, for example from electroacoustic distance transducers 120 that are arranged on the front vehicle bumper and those that are arranged on the rear vehicle bumper, it can be deduced whether the vehicle 100 is on the traffic infrastructure 200 moves towards or away from it. Thus, in the case of several barriers or traffic lights in close proximity to one another, the assignment of the vehicle to the barrier or traffic light can be improved.

In exemplary embodiments, the identifier can be recognized by a reception filter of the control module 24 .

Furthermore, in embodiments, the determination may include identifying a direction of the received signal. In addition, the determination can include recognizing an identification of the vehicle, the position of the vehicle, its direction of movement, its speed, its urgency and other vehicle parameters. In exemplary embodiments, the determination can include known decoding methods or demodulation methods. In embodiments, further reception filters can also be used to recognize this information.

Furthermore, in exemplary embodiments, the control module 14 can also be designed to determine the information for controlling the electroacoustic distance converter 120 in such a way that the sound-modulated request signal 350 at least with regard to one of the properties of movement data of the vehicle 100, environmental conditions, data of a parking lot system, by an environment sensor system of the vehicle 100 recognized identification of the traffic infrastructure and geographic location of the vehicle 100 is pronounced.

In exemplary embodiments, one or more of these additional conditions can be determined by on-board pattern recognition based on on-board sensor data. Alternatively, in exemplary embodiments, they can also be based on data remote from the vehicle, which can be transmitted to vehicle 100 via an X2V interface, for example. Alternatively, in exemplary embodiments, they can also be based on the combination of the vehicle's own pattern recognition and the transmitted data.

The determined direction of movement of the vehicle 100 can thus be based on location determination data, for example on GPS data. In exemplary embodiments, information about environmental conditions can include weather information such as darkness, rain, fog, snowfall and can be based on the vehicle's own pattern recognition and/or based on information transmitted via the X2V interface. Data of a parking lot system can include an identification of the parking lot. Identification of the traffic infrastructure recognized by an environment sensor system of the vehicle can include, for example, an optical code that can be read on the infrastructure. It can in Embodiments also be radio signals with which the traffic infrastructure can be identified. Information about a geographic location of the vehicle 100 can include, for example, different roadway types such as "parking lot" or "urban road", "freeway" or "country road" and can, in exemplary embodiments, be based on road maps stored in the control module 14 and/or on the X2V Interface transmitted information based.

In further exemplary embodiments, the control module 14 can also be designed to determine the information for controlling the electroacoustic distance converter 120 in such a way that the sound-modulated request signal is characterized at least with regard to one of the properties of frequency modulation, amplitude modulation, signal duration and signal pattern.

For this purpose, in exemplary embodiments, specifications can be stored in a memory of the control module 14, on which the information for controlling the electroacoustic distance converter 120 is based. Alternatively, in exemplary embodiments, this information can be ascertained on the basis of the detection of whether vehicle 100 is approaching road user 300 . For example, information about road users 300 and/or their traffic infrastructure 200 can be transmitted to the vehicle via an X2V interface. In particular when using electroacoustic distance converters 120 with a specific control module, a parameter in the information for control can specify the corresponding property. The frequency modulation can be achieved in a simple form by changing between at least two different frequencies. The amplitude modulation can be designed as a change between at least two amplitudes. Signals can be transmitted using different signal durations, which include at least one shorter and one longer signal duration.

Various signal patterns can be designed orthogonally, so that a large number of items of information encoded in this way can be transmitted simultaneously without or with only minor mutual interference.

In the case of frequency modulation, a relatively interference-free signal can advantageously be generated which, for example, allows a higher dynamic range of the information signal compared to amplitude modulation and thus also advantageously stands out compared to the other transmission methods. In the case of amplitude modulation, a number of useful signals can advantageously also be transmitted simultaneously and without mutual interference, which advantageously distinguishes them from most other methods. When the signal duration is modulated--in contrast to the other methods mentioned--a simple control of the electroacoustic distance converter can advantageously be implemented, for example by switching the signal on and off directly via bus commands. For example, they can involve sending Morse code, which in turn can easily be generated via bus signals. Advantageously, signal patterns can facilitate the assignment of the received signals to a specific category, for example the category of request signals that can be specifically handled by the receiving traffic infrastructure. Alternatively, signal patterns can also form orthogonal signals that do not or hardly interfere with one another and thus allow various signals to be operated in parallel. When combining different properties, the advantages can also be combined.

In this case, in exemplary embodiments, a plurality of the properties of frequency modulation, amplitude modulation, signal duration and signal pattern can also be parameterized simultaneously.

2 FIG. 5 shows a block diagram of an exemplary embodiment of a method 500 for a vehicle that is configured to send a sound-modulated request signal for path clearance to a traffic infrastructure, based on the scenario of FIG 1 . The method includes detecting 510 whether the traffic infrastructure is designed to receive the sound-modulated request signal. If the traffic infrastructure is designed to receive the sound-modulated request signal, the method also includes sending 520, via the one or more interfaces, information for controlling an electroacoustic distance converter in order to generate the sound-modulated request signal.

Next is in an embodiment according to 3 a method 600 is shown for a traffic infrastructure configured to receive a sound-modulated path clearance request signal from a vehicle, based on the scenario of FIG 1 . The method includes the step of receiving the sound-modulated request signal from an electro-acoustic distance transducer of the vehicle. The method further includes the step of receiving 610 a representation for the sound-modulated request signal from a receiving module. The method also includes the step of ascertaining 620 information about a path release for the vehicle based on the representation for the sound-modulated request signal. Finally, the method includes the step of providing 630 the information about the path release the traffic infrastructure, if the route is cleared.

The provision 630 of the information about the route release to the traffic infrastructure, if the route is released, can, in embodiments, include processing for evaluating the information by the traffic infrastructure or by a backend or a central unit that processes vehicle data, billing data or the like for the route release. Thus, in exemplary embodiments, a cost calculation can be made when leaving the parking space and, for example, after approval or automatically debited from a bank account or the like. This can be based on determining the parking time, which can also be remunerated depending on the time, for example.

In exemplary embodiments, the information about the path being released to the traffic infrastructure can be based at least on one of the information identifying a vehicle driver, determining the parking time and paying the parking fee.

The identification of a vehicle driver can be designed as a data field that is temporarily or permanently assigned to a vehicle driver. The identification of the vehicle driver can be based on a contract that the vehicle driver has concluded with an operator of a parking lot management system. The data field can be divided into a header and a user data part.

The determination of the parking time can include the time between entering the parking lot and leaving the parking lot. In exemplary embodiments, a barrier can allow the respective onward journey for both processes. Alternatively, traffic light systems can also be used. In exemplary embodiments, the determination of the parking duration can also include free parking times for which no parking fee is incurred. These free parking times can also vary for each driver.

The payment of the parking fee can include at least one of the following payment methods: cash payment, card payment, whereby credit cards and other bank cards can be used. Furthermore, in exemplary embodiments, automatic debits can also be made from the bank account or credit balance or other accounts without the use of cards in which, for example, an identification of the vehicle driver with respect to the vehicle is used. This identification can be done, for example, by recognizing physical features or by entering login sequences, passwords or the presence of special key elements.

The information about the release of the route can include the information for identifying a vehicle driver, determining the parking time and paying the parking fee in plain text. Alternatively, these parameters can also be included in processed form, for example as a barrier opening signal.

Furthermore, in exemplary embodiments, the identity of a driver of the vehicle 100 can be transmitted with the sound-modulated request signal 350 and/or an identification of the vehicle 100. The identity and/or the identification can be agreed with the backend, with the backend also using this information provides transport infrastructure. Accordingly, this information can also be changed dynamically and, for example, only apply to certain periods of time.

In further exemplary embodiments, a computer program can be executed with a program code according to one of the aforementioned methods 500, 600. To this end, the program code can be executed on a computer, a processor, a control module or a programmable hardware component. The methods 500, 600 mentioned can therefore be implemented in exemplary embodiments as software that can be used on a wide variety of hardware, as already disclosed. Various programming languages can be considered for this purpose, which are familiar to the person skilled in the art and are not explained further here for this reason.

4 shows a more detailed block diagram of an embodiment of a method for a system. It shows a selection of function blocks for a vehicle 100 with dot-dash outlines and for a traffic infrastructure 200 with dashed outlines. The blocks with solid frame lines represent influencing variables that provide information to the function blocks. The solid arrows and the dashed arrows are only different for reasons of representation without expressing different technical meaning.

The block 780 shows a determination of a current scenario, corresponding to the above-mentioned detection 510, as to whether the traffic infrastructure is designed to receive the sound-modulated request signal, which takes place in the control module 14. Information from a vehicle environment 710, a vehicle speed 730, a backend 740, which can be connected via an X2V interface, for example, via a roadway type 750, via a GPS position 760, and via specifications for extended ultrasonic sensor activation 850 in the determination 780. Except for the information from the backend, this information can be collected from the vehicle's own sensors and can be provided directly or alternatively in pre-processed form.

• Ermittlung eines aktuellen Szenarios 780 anhand von verschiedenen Eingangsgrößen kann folgende relevante Szenarien umfassen:
  • 1) wenn der Motor vom Fahrzeug an ist,
  • 2) wenn sich das Fahrzeug im niedrigen Geschwindigkeitsbereich 730 bewegt (kleiner als Schwellwert, zum Beispiel 15km/h),
  • 3) wenn mittels Umfeldsensorik des Fahrzeugs (zum Beispiel Ultraschallsensoren, Kamera, Radar, Laser) eine Schranke erkannt wurde, oder
  • 4) wenn sich das Fahrzeug einem Parkbereich 710 nähert, welcher ein unterstütztes Bezahlsystem anbietet.

In exemplary embodiments, step 1 can include the following:

• Determination of a current scenario 780 based on various input variables can include the following relevant scenarios:
  • 1) when the engine of the vehicle is on,
  • 2) when the vehicle is moving in the low speed range 730 (less than the threshold, for example 15km/h),
  • 3) if a barrier was detected by means of the vehicle's surroundings sensors (e.g. ultrasonic sensors, camera, radar, laser), or
  • 4) when the vehicle approaches a parking area 710 that offers an assisted payment system.

In exemplary embodiments, it is also possible to define a combination of different conditions, for example when a vehicle is moving at low speed towards a parking area that offers a supported payment system.

Alternatively, in a further exemplary embodiment, step 1 can include taking into account certain barriers, for example toll stations or parking lots, if 5) the vehicle is moving on lanes with a certain lane type 750, for example "parking lot" or "urban road" (Not on “motorway” or “country road”).

The result of the determination of the current scenario 780 is checked to see whether a relevant scenario is present, operation 810. In exemplary embodiments, this can include a check 810 in step 2 as to whether a relevant scenario from step 1 is present. If this is the case, the system branches to step 3a. If this is not the case, the system branches to step 3b.

If there is no relevant scenario (no case), the standard ultrasonic sensor control 820 is used. This use 820 takes into account ambient temperature/humidity 840 and optional specifications for standard ultrasonic sensor activation 880. In exemplary embodiments, this can include a step 3a if there is no relevant scenario. Then the ultrasonic sensors installed on the vehicle are controlled with the standard control 820. The standard control 820 includes which ultrasonic sensors measure in which order, at which point in time and with which signals (amplitude, frequency, signal duration, signal modulation). The standard activation depends on the ambient conditions (e.g. ambient temperature 840) and in the ultrasonic frequency range (approx. 50 kHz). Signals in the ultrasonic frequency range (approx. 50 kHz), which are used for distance measurement, are not suitable for being received by a microphone in a traffic infrastructure, since their microphone is not designed for this frequency range.

If, on the other hand, there is a relevant scenario in the test 810 (yes case), the process of selecting relevant ultrasonic sensors 830 branches off. This process 830 takes into account information about the vehicle environment 710 and a direction of movement of the vehicle 720.

In exemplary embodiments, this can include a step 3b if a relevant scenario has been identified. In this case, certain ultrasonic sensors are controlled by the vehicle with the Extended Sensor Control 830. In exemplary embodiments, the sensors are selected on the basis of the direction of movement of the vehicle. So it can make sense that only the sensors in the direction of movement of the vehicle (e.g. sensors on the front bumper when driving forward, left turn only front center and front left) are operated with the extended sensor control. In addition, one can include the position of a recognized barrier in the vehicle environment.

After selecting relevant ultrasonic sensors 830 , the process of using “extended ultrasonic sensor control” 870 is passed. This corresponds to the method step of sending 520, via the one or more interfaces 12, information for controlling an electroacoustic distance converter 120 in order to generate the sound-modulated request signal 350. In addition, the process 870 also takes into account information about the ambient temperature/humidity 840 and the specifications for the standard ultrasonic sensor activation 880. The process 870 branches back to the process 780, determination of the current scenario, to check whether a relevant scenario is still present, 890 Second, process 870 branches to process Evaluate Ambient Noise 910, a process for a traffic infrastructure.

In exemplary embodiments, this can include a step 4, in which an extended Senso ran control 870 controls specific first ultrasonic sensors in a different frequency range (18-20 kHz) and controls specific second ultrasonic sensors according to the standard control (approximately 50 kHz) 820 . When driving with the other frequency range (18 - 20 kHz) 870 it is useful if the amplitude and the signal duration are adjusted to the frequency range. On the other hand, it may be necessary in exemplary embodiments to use a vehicle-specific and possibly day-specific pattern/coding that can be recognized in the traffic infrastructure, for example a sequence of tones with a specific length, amplitude and pause length. In exemplary embodiments, the actuation can likewise take place as a function of the ambient condition (for example ambient temperature 840). The determination of which vehicle is assigned which pattern on which day is made by the parking lot management system and transmitted to the vehicle via the backend 740 . This ensures that both the parking lot management system and the vehicle know the vehicle-specific pattern.

For example, the other frequency range (18 - 20 kHz) is chosen so that it is not in the ultrasonic range, so that the microphones of a traffic infrastructure can receive these signals. At the same time, the frequency range can be selected in such a way that the human ear does not register these signals. However, the signals in this frequency range (18 - 20 kHz) can no longer be used for a distance measurement. The signals in the frequency range (18 - 20 kHz) do not interfere with the simultaneous measurements in the higher frequency range from other sensors on the vehicle.

It can be changed continuously which sensor should transmit according to the standard control 880 (50 kHz) and which according to the other control 850 (18 - 20 kHz, different amplitude), with each sensor within a specified period of time after the standard control 880 must be controlled. This ensures that the driver assistance systems based on the ultrasonic sensors (e.g. parking aid, parking assistant) continue to detect the surroundings. If, for example, it was determined in step 3 that the ultrasonic sensors installed in the front bumper should be controlled with the extended control 870, you can continuously switch which sensor in the front bumper according to the standard control (50 kHz) 880 and which according to the other control (18 - 20 kHz, different amplitude) 850 should send.

The process of evaluating the ambient noise 910 is intended for a traffic infrastructure, as already mentioned. It corresponds to receiving 610 a representation of the sound-modulated request signal of the method 600 for a traffic infrastructure 200. In addition to the outcome of the process using extended ultrasonic sensor control 870, the process 910 also takes into account information about the ambient temperature/humidity 840, the specifications for extended ultrasonic sensor control 850 and microphone barrier 860.

In exemplary embodiments, this can include a step 5 in which the ambient noises 910 are recorded at the barrier with the aid of microphones (for example in a smartphone or smartwatch) and evaluated in the parking lot management system.

The output of process 910 leads to decision 920 as to whether extended ultrasonic sensor activation has been detected. This corresponds to the process 620, determining information about a path release for the vehicle based on the representation for the sound-modulated request signal of the method 600 for a traffic infrastructure 200.

In exemplary embodiments, this can include a step 6 in which it is checked on the basis of the specifications for extended ultrasonic sensor activation 870 whether the extended sensor activation 920 was recognized. In particular, the specified frequency, amplitude and pattern of the Extended Ultrasonic Sensor Control 870 in the frequency range (18 - 20 kHz) are taken into account (compare with step 4).

If the decision 920 is affirmative, a branch is made to the opening of the barrier and optionally to the determination/accounting of the parking time 940 in exemplary embodiments. This is to be equated with feature 630, the provision of information about the path release to the traffic infrastructure if the path release takes place in method 600 for a traffic infrastructure 200.

In exemplary embodiments, this can include a step 7a in which, if the extended sensor activation 870 has been detected, the barrier for the vehicle can be opened and the calculation of the parking time in the parking space management system 940 can be started. Leaving the vehicle can also be detected in the same way. The parking fee is then billed via the parking lot management system. For this purpose, a customer account is assigned to the vehicle, via which the billing can take place in exemplary embodiments.

If, on the other hand, the decision 920 is negative, the process branches to process 930, barrier remains closed. In exemplary embodiments, this can include a step 7b in which the barrier remains closed if the extended sensor activation 870 was not recognized.

In a step 8, in exemplary embodiments, the standard control 820 can be used for all ultrasonic sensors installed on the vehicle, provided that a relevant scenario 810 no longer exists.

The features disclosed in the above description, the subsequent claims and the attached figures can be important and implemented both individually and in any combination for the realization of an exemplary embodiment in their various configurations.

reference list

10

Device for a vehicle

12

one or more interfaces, I/O (input / output)

14

Control module, µC (microcontroller)

20

Device for a traffic infrastructure

22

one or more interfaces, I/O (input / output)

24

Control module, µC (microcontroller)

100

vehicle

120

electroacoustic distance converter

200

transport infrastructure

220

microphone

350

sound-modulated request signal

400

System comprising a vehicle device and a traffic infrastructure

500

Procedure for a vehicle

510

Detection of whether the vehicle is approaching the traffic infrastructure

520

sending information

600

Procedure for a transport infrastructure

610

receiving a representation of the sound modulated request signal

620

determining information

630

providing the information

700

system

720

direction of movement of the vehicle

730

vehicle speed

740

backend

750

road type

760

GPS position

780

Determination of current scenario

810

Is there a relevant scenario?

820

Use of standard ultrasonic sensor control

830

Selection of relevant ultrasonic sensors

840

Ambient temperature / humidity

850

Specifications for Advanced Ultrasonic Sensor Control

860

microphone barrier

870

Use Extended Ultrasonic Sensor Control

880

Specifications for standard ultrasonic sensor control

890

Is the relevant scenario still present?

910

Evaluation of the ambient noise

920

Was the extended ultrasonic sensor control recognized?

930

barrier remains closed

940

Opening of barriers & determination/invoicing of parking time, if necessary

Claims (6)

A method (500) for a vehicle that is configured to transmit a sound-modulated request signal for path clearance to a traffic infrastructure, comprising: detecting (510) whether the traffic infrastructure is designed to receive the sound-modulated request signal, and if the traffic infrastructure is designed to receive the sound-modulated request signal, Sending (520), via one or more interfaces, information for driving an electro-acoustic distance transducer in order to generate the sound-modulated request signal, and Generating the sound-modulated request signal (350) in the frequency band between 18 kHz and 20 kHz by the electro-acoustic distance converter (120). A device (10) for a vehicle (100) for sending a sound-modulated request signal (350) for path release to a traffic information structure, the device (10) comprising: an electro-acoustic distance converter (120), designed to generate the sound-modulated request signal (350) in the frequency band between 18 kHz and 20 kHz, one or more interfaces (12) for communication with the electro-acoustic distance converter (120 ); a control module (14) designed to detect, via the one or more interfaces (12), whether the traffic infrastructure is designed to receive the sound-modulated request signal (350), and if the traffic infrastructure is designed to receive the sound-modulated request signal (350), Sending, via the one or more interfaces (12), information for controlling the electroacoustic distance converter (120) in order to generate the sound-modulated request signal (350), the control module (14) also being designed to transmit the information for an ultrasonic sensor as an electroacoustic To generate distance converter (120), and wherein the information for control is designed to generate the sound-modulated request signal (350) in the frequency band between 18 kHz and 20 kHz. The device (10) according to claim 2 , wherein the sound-modulated request signal (350) has an identifier, the identifier being designed to distinguish the sound-modulated request signal (350) from other sound-modulated request signals. The device according to one of claims 2 or 3 , wherein the control module (14) is also designed to determine the information for controlling the electroacoustic distance converter (120) in such a way that the sound-modulated request signal (350) at least with regard to one of the properties of movement data of the vehicle, environmental conditions, data of a parking lot system, identification of the traffic infrastructure and geographic location of the vehicle recognized by an environment sensor system of the vehicle. A vehicle (100) comprising the device (10) according to any one of claims 2 until 4 . Computer program with a program code for performing the method according to claim 1 , when the program code is executed on a computer, processor, control module or programmable hardware component.

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