EP1535257A1 - Dispositif et procede de signalisation de danger sur base radio - Google Patents

Dispositif et procede de signalisation de danger sur base radio

Info

Publication number
EP1535257A1
EP1535257A1 EP03798123A EP03798123A EP1535257A1 EP 1535257 A1 EP1535257 A1 EP 1535257A1 EP 03798123 A EP03798123 A EP 03798123A EP 03798123 A EP03798123 A EP 03798123A EP 1535257 A1 EP1535257 A1 EP 1535257A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
warning
driver
urgency
information
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP03798123A
Other languages
German (de)
English (en)
Other versions
EP1535257B1 (fr
Inventor
Lutz Eckstein
Volker Entenmann
Markus Hess
Uwe Petersen
Werner Reichelt
Thomas Unselt
Cornelia Voigt
Richard Zimmer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE2002141133 external-priority patent/DE10241133A1/de
Priority claimed from DE10332502A external-priority patent/DE10332502A1/de
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1535257A1 publication Critical patent/EP1535257A1/fr
Application granted granted Critical
Publication of EP1535257B1 publication Critical patent/EP1535257B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes

Definitions

  • the invention relates to a device for radio-based hazard warning according to the preamble of claim 1 and a method for radio-based hazard warning according to the preamble of claim 6.
  • EP 927 983 A2 describes a device for radio-based hazard warning in which the difference between the speeds of the sending and receiving vehicle is determined in a vehicle receiving the hazard warning and the decision is made on the basis of the determined speed difference as to whether a warning signal is output to the driver becomes.
  • FR 2 793 056 describes a device for hazard warning in which the type of hazard in the vehicle is displayed. The receiving vehicle determines whether it is necessary to send the warning to other vehicles.
  • WO 01/61668 AI describes a device for hazard warning in which a warning zone is generated in the transmitting vehicle and transmitted together with the hazard warning.
  • the position of the vehicle and the type of road on which the vehicle is located are determined using a navigation system.
  • the speed difference between the speed of the sending vehicle and the typical or maximum speed of other vehicles on the given road type is included in the calculation of the warning zone in the sending vehicle.
  • the received hazard warning in the receiving vehicle is evaluated using a navigation system by checking whether the receiving vehicle is in the Warning zone and whether the hazard warning relates to a section of the route potentially in front of the receiving vehicle.
  • a method is known from DE 199 52 392 AI in which route-dependent warning information is provided to the driver.
  • Digital road maps for example, are used to identify whether the driver is approaching a curve ahead. If the current speed of the vehicle is greater than a cornering speed limit, the driver is first given a visual warning. If the driver does not respond to the visual warning within a certain time, ie if he continues to drive at undiminished speed, an additional acoustic warning is given. Since the curve has a fixed position, the approach to a curve is always recognized at a sufficiently large distance in front of the curve and various Warning levels of increasing urgency are triggered one after the other.
  • the invention is based on the object of realizing an improved device for hazard warning and an improved method for hazard warning with improved information output to the driver.
  • the radio-based hazard warning device generates a hazard warning that extends beyond the optical range of a hazard warning system. This achieves an electronic extension of the classic hazard warning system.
  • An essential component of the device is a radio modem, which enables direct data exchange between vehicles in real time and with a sufficiently long range, approx. 1 km.
  • the device optionally includes a locating module with which the position of the vehicle can be determined by locating. This location module can be part of a navigation system or can be coupled to a navigation system. If the locating module is coupled to a navigation system or is part of the same, the vehicle position can be determined with even greater accuracy because the measured vehicle position can be mapped on the digital map present in the navigation system by map matching. This enables errors in the position determination to be compensated for by the locating module.
  • the data received by the sending vehicle include information about the position of the sending vehicle.
  • This position information includes positions that have been determined by a locating device and / or a rattle lane of the vehicle.
  • a directional lane of the vehicle is formed from the direction of travel and speed of the vehicle at different times.
  • the received position information optionally also includes additional information about previous positions of the sending vehicle.
  • the earlier positions of the vehicle form a position chain of the vehicle, which consists of a sequence of points for which information about the position of the vehicle is available.
  • the position chain can be a directional lane and / or a sequence of positions determined by means of the positioning system or navigation system.
  • a relevance measure is determined from the received data of the sending vehicle and the position, speed and direction of travel data of the receiving vehicle, by means of which it is expressed with what probability the sending vehicle is on the front, i.e. downstream, of the Receiver lying section of the route is located.
  • the receiving vehicle advantageously has route information with which the future route of the receiving vehicle is predicted.
  • the relevance measure is determined from the received data of the sending vehicle and the predicted future route of the receiving vehicle, by means of which it is expressed with what probability the sending vehicle is on the predicted future route of the receiving vehicle.
  • false warnings are recognized on the basis of the time course of the relevance measure.
  • the information is advantageously output as a function of the relevance measure determined. This means, for example, that information whose relevance is too small is not output.
  • the information output to the driver is ended as soon as a is recognized as a false warning.
  • the driver is explicitly informed by an immediately subsequent information output that the previously reported danger is no longer relevant to him.
  • the decision as to whether information is output to the driver is made when evaluating a received radio message in a computer unit in the receiving vehicle.
  • the basic idea behind the triggering concept is to include at least the approaching speed of the sending and receiving vehicle and the distance between the two vehicles in the decision as to whether information is to be output to the driver.
  • the invention does justice to the fact that, for the urgency of a warning, the decisive factor is how much time is left for the driver to react to the warning and to brake his vehicle. However, this time is calculated at least from the distance and the relative speed of the receiver and transmitter, so that both variables are decisive for the triggering concept, i.e. the decision when information is to be output and when the output is ended.
  • the time remaining until the transmitter is reached becomes the determining variable for the triggering concept.
  • This also corresponds to the human perception of dangers in road traffic.
  • the driver mainly assesses the dangerousness of a situation according to the time he has to take necessary actions and driving maneuvers to avoid an accident.
  • the triggering concept can also be designed in such a way that no warning is triggered if the distance is so short or the approach speed is so great that due to the short warning time, the driver can no longer adequately respond to the signal before reaching the transmitter Warning might respond.
  • an urgency level for the information output is determined using the distance between the sending and receiving vehicle and using the approach speed of the sending and receiving vehicle.
  • the type of information output to the driver depends on the determined urgency level. In this way, the distance and the relative speed of the receiver and transmitter are decisive for the type of information output.
  • the level of urgency depends on when the driver informs about a received radio message and how this information or warning is output to the driver. This is particularly advantageous for the high speeds driven on motorways, where the driver has to concentrate fully on the driving task and is only able to a limited extent to take up additional information and warnings that are output by a vehicle system. The driver can understand the warnings intuitively and react correctly to them.
  • Through the device for radio-based hazard This enables drivers of subsequent vehicles to recognize the danger ahead of them in good time and then to be able to brake their vehicle in good time.
  • the vehicle is automatically braked by an intervention in vehicle control systems.
  • further data can be taken into account in a further embodiment of the invention in order to inform about the triggering of a warning and its urgency level. decide. Examples include the speed and acceleration of the receiving vehicle and the time elapsed since the last warning. For example, route information can also be used to determine the urgency level. Route information is determined, for example, using a digital road map.
  • the urgency of a warning can also be determined depending on the time elapsed since the last warning. If two warnings follow one another in short time intervals, it can be assumed that the driver is still paying more attention due to the first warning. Therefore, the second warning may occur a low level of urgency should be assigned when the station is reached shortly.
  • the device for radio-based hazard warning comprises a data transmission device which, for. B. is triggered by the hazard lights of the vehicle. If the hazard warning system of a vehicle is triggered in this embodiment of the invention, a corresponding radio message is broadcast to all vehicles in the vicinity of the transmitting vehicle.
  • the data sent out by each transmitter include its current speed, its position chain and a hazard type. In one embodiment of the invention, it is also possible for the transmitter to transmit its identification number.
  • information about the degree of urgency is output by a voice output.
  • information about a degree of urgency is only output by a voice output and / or by a single voice output.
  • the display method depending on the urgency, one of a plurality of predefined display modes is selected, which includes at least one voice output and a further display type.
  • the implementation of different speech outputs to differentiate between different urgency levels combined with an additional display type has the advantage that the corresponding speech output already contains the important information without the driver having to query another source of information. for example without having to read a display unit to display an optical display.
  • the additional visual display only serves as an optical information store that the driver can access if required can access to refresh the information. This minimizes the distraction effect and increases the comprehensibility of the warnings and the acceptance of the system.
  • the voice output in the case of a determined first urgency level with a low degree of urgency can contain a distance indication which indicates the approximate distance to the source of danger.
  • the distance indication signals to the driver that he still has enough time to reduce his speed by accelerating and possibly braking slightly.
  • the driver can be given a warning which signals that a quick reaction is required and the driver has to implement a braking deceleration which may also lie outside the normal driving comfort range.
  • the voice output is for the purpose of keeping the distraction effect as low as possible.
  • the different levels of urgency are diminished by the different contents and formulations of the language edition.
  • At least one of the display modes can comprise a one-time voice output which warns of the danger and contains information about the determined urgency. The distraction of the driver is further reduced by the only one-time voice output.
  • information about a type of hazard can be displayed, for example, via a visual display and / or via voice output at both levels of urgency.
  • external data from other vehicles or from a control center are received and evaluated.
  • data from vehicle sensors can also be evaluated, which can also include a location system with a digital map and / or a navigation system.
  • the display device comprises a control / evaluation unit, a speech output unit with specific functionality and a further display unit.
  • a data reception unit and / or a vehicle-side sensor unit can be provided, which, for example, provide the control / evaluation unit with data for determining the urgency and / or the distance to the danger point.
  • the data reception unit can also be used to evaluate external data, for example from other vehicles or from a control center.
  • Fig. 1 is a block diagram of a device for radio-based
  • FIG. 2 shows a diagram with urgency levels
  • FIG. 3 shows an exemplary information output
  • FIG. 4 shows a further example of an information output.
  • FIG. 5 shows a flow diagram of a display method for danger warning in a motor vehicle
  • FIG. 6 shows a schematic block diagram of a display device for hazard warning in a motor vehicle.
  • the same reference numerals are used for corresponding elements.
  • the device for radio-based hazard warning comprises a data receiving unit 10, data transmission unit 15 and a computer unit 20.
  • the device for radio-based hazard warning is preferably provided with a navigation system 30, an output unit 40, an activation device 50 and a sensor unit 60 Vehicle bus system connected.
  • the sensor unit can comprise several different sensors, in particular a crash sensor, a speed sensor, etc.
  • the activation device 50 can e.g. B. the hazard lights of the vehicle.
  • the level of urgency of a warning is determined in the computer 20 when a radio message is received for the first time when the radio message is processed.
  • the value pairs of distance and approach speed that belong to a certain urgency level can be described, for example, by the fact that the reaction time granted to the driver and the braking deceleration with which he has to brake his vehicle to prevent collision with the transmitter, between common upper ones and lower threshold values. The following applies: the shorter the response time and the greater the braking deceleration, the higher the urgency level. For example, urgency levels 0, 1, 2, 3, 4 are entered schematically in a diagram in FIG. 2.
  • a warning is only triggered if the approach speed is sufficiently high. If the transmitter and receiver drive at almost the same speed and constant distance in succession, or if the transmitter even moves away from the receiver, then the transmitter does not pose any danger to the following receiver and a warning can be given. be drawn. This corresponds to urgency level 0 in the diagram in FIG. 2.
  • an urgency level is also maintained as long as further radio messages from the same transmitter are received.
  • the urgency level of the warning when the danger point is approached is not increased even if the driver does not reduce his speed.
  • the main reason for this is that it is not known what specific danger is posed by the sending vehicle or is marked by it. For example. it makes a big difference whether the sending vehicle is on or next to the road. However, this information is not necessarily available. Therefore, the driver is much better able than the radio warning system to draw conclusions about the dangerousness of the situation by observing his traffic environment. If the driver recognizes no danger to himself or his vehicle, he will continue to drive at an almost unchanged speed despite the warning. However, this behavior should not mean that the driver did not notice the warning.
  • the time at which a radio message is received by a vehicle in front cannot be predicted, and the distance to this vehicle also becomes known only when the first radio message is received. It can therefore happen that the receiver is already very close to the transmitter when a radio message is received for the first time and that there is little time left. In particular, the time may be too short to run through several warning levels of increasing urgency one after the other.
  • the warning is mainly intended to induce the driver to continue driving with increased attention and to observe his traffic environment, since the danger of a situation and the like. It may be inadequate to infer from the received hazard report. If the driver recognizes no specific danger for him, he will continue to drive at an almost unchanged speed despite the warning. This behavior then does not require a second, more urgent warning of the hazard warning device.
  • the driver is advantageously warned as long as radio messages are received and the transmitter is in front of the receiver.
  • the warning continues and the relative movement of the receiver with respect to the transmitter is continued on the assumption that the transmitter is moving at its last known speed.
  • the warning is only ended when radio messages are no longer received for a sufficiently long time, but at the earliest after a minimum warning time, which ensures that the driver can also perceive the displayed warning.
  • a warning is also ended if the driver of the receiver indicates by switching on his own hazard warning system that he has recognized the reported danger.
  • the switching on of the hazard warning system and not the state "hazard warning lights on” is used as a criterion for ending the warning, because otherwise the driver would not receive a warning if he approaches a transmitter with the hazard warning system already switched on, for example because he is moving another vehicle Switching on your own hazard warning lights is an advantageous option for the driver to acknowledge a warning and thereby end it manually The system remains easy to acknowledge. Further operating actions are conceivable.
  • a warning is automatically ended even if the speed at which the receiver approaches the transmitter or the absolute speed of the receiver becomes very low. This prevents e.g. a display in the vehicle is blocked for an unnecessarily long time.
  • Scenarios are conceivable, for example when approaching an end of a traffic jam, in which several transmitters broadcast radio messages at the same time.
  • the radio messages of any number of transmitters can be processed in parallel. Successive radio messages from the same transmitter are recognized on the basis of their common identification number. First, it is checked individually for each transmitter whether a warning has to be issued and which urgency level can be assigned to it. The urgency level and the hazard type are then defined independently of one another for the one warning to be output to the driver.
  • the general hazard hazard type is sent when the driver has manually triggered the hazard warning lights and the vehicle's engine is running, for example when driving onto an end of a traffic jam.
  • the virtual warning triangle hazard type is sent when the driver has manually triggered the hazard lights and the vehicle's engine is off, for example because the vehicle has broken down.
  • the accident type of hazard is sent when the hazard warning system has been triggered automatically by the vehicle's crash sensor.
  • the construction site hazard type is ultimately not sent by vehicles, but by beacons that mark the start of a construction site.
  • the highest of all urgency levels determined from the received data is used for the warning to be output to the driver. If the radio messages from different transmitters relate to different hazard types, these are prioritized. For example, the "accident" hazard type has the highest priority. The order of priority is then, in descending order, for example, accident, general hazard, virtual warning triangle and construction site. For the warning to be output to the driver, the one with the highest priority is selected from all available hazard types.
  • the following example explains how a single warning is generated from different radio messages.
  • An accident occurred at a distance of 800 m in front of the receiving vehicle.
  • the crash sensor was triggered on one of the vehicles involved, which in turn automatically activated the hazard warning system and thus the transmission function of the radio warning system.
  • the vehicle involved in the accident therefore sends the accident type.
  • a traffic jam forms in front of the accident site.
  • a following vehicle, 500 in front of the receiver hits the end of the traffic jam.
  • the driver manually triggers the hazard warning lights. This vehicle therefore sends the general hazard type of danger.
  • the urgency level of the warning is now determined for both transmitters.
  • the position information that is sent by a sending vehicle comprises a directional lane of the vehicle, formed from the direction and speed of the vehicle at different times.
  • the information about the position is generated by a navigation system 30. This is advantageously done using a locating device, e.g. B. GPS.
  • the type of road and the direction of travel can also be determined using a navigation system 30.
  • the determination of position, type of street and direction of travel by means of a navigation system 30 is described in WO 01/61668 AI and is incorporated herein by reference.
  • the determination of position, type of street and direction of travel using directional lanes of vehicles is described in EP 0 927 983 A2 and is incorporated herein by reference.
  • a position chain of a vehicle consists of a sequence of points for which information about the position of the vehicle is available.
  • the position chain can be a directional lane and / or a sequence of positions determined by means of the positioning system or navigation system 30.
  • the position chain describes the geometry of the route traveled by the transmitter in the recent past.
  • the transmitter is on the same lane in front of the receiver or on the opposite lane. If the sending vehicle is on the same lane in front of the receiving vehicle, the relevance measure is large and the driver of the recipient must be warned of the reported danger. If the sending vehicle is behind the receiving vehicle or on the opposite lane, the Small level and the received danger message has no meaning for the driver of the recipient.
  • a false warning is a warning that warns the driver of a danger that is not on his future route.
  • the transmitter is just behind. a fork in the road, e.g. on the left branch, the driver of the recipient must be warned in good time of the reported danger, even if it is not known when the warning is triggered whether the recipient will drive onto the left or right branch of the fork , Regardless of the future turn decision, the relevance measure of the transmitter is sufficiently large to trigger a warning. After reaching the fork, however, the further course of the relevance measure depends on whether the receiver is leading the left or right branch of the fork.
  • the position chains of sender and receiver continue to match well, the relevance remains high and the warning is maintained.
  • the position chains of sender and receiver diverge and the degree of relevance decreases. If it falls below a certain threshold value, it can be assumed that the transmitter and receiver are now on different routes and that the warning was incorrectly triggered. A false message is thus detected by the falling edge of the relevance measure. If this is the case, not only is the warning ended, but the driver is also explicitly informed that the previously reported danger is no longer relevant to him. This prevents the driver from losing confidence in the radio warning system due to false warnings, which may be unavoidable, or from wondering that the warning seems to have disappeared for no reason.
  • the triggering concept can also be refined by route information, which can be found, for example, on a digital road map.
  • route information can be found, for example, on a digital road map.
  • the route information of the future route of the transmitter can be predicted at least to the next crossing point.
  • the position chain of the transmitter can thus be lengthened and the reliability of the relevance measure, which depends on the overlap length of the position chains of transmitter and receiver, can be increased.
  • the route preview enables the distance between transmitter and receiver to be determined more precisely because the exact geometry of the section of the route between the two vehicles is known.
  • the route information can be used to avoid false warnings in certain situations.
  • the triggering concept is supplemented by an output concept.
  • the output concept determines how the driver is warned. There is a close link between the urgency level of a warning, which is determined by the trigger concept, and the type of output. The driver can be informed optically and / or acoustically of the danger ahead.
  • the optical output takes place via a display 70 mounted in the vehicle.
  • This is preferably integrated in the instrument cluster and is therefore located in the driver's primary field of vision. There, the driver's attention can advantageously be drawn to the hazard warning with an optical output.
  • the display area of the display is in different areas 80, 90, 100, 110, 120 are divided, which can be controlled individually, pass on different information to the driver and be activated or hidden depending on the urgency level of the warning.
  • the display configuration in FIG. 3 is used, for example, for warnings that are assigned to a low urgency level, such as urgency level 1.
  • Symbol A in area 80 is a warning symbol that signals to the driver that he should continue driving with increased attention and caution. This symbol can be the same for all hazard types. However, symbols specific to the type of hazard can also be used.
  • Symbol B in area 90 signals to the driver that the hazard warning was sent by a vehicle in front. This information is important in order to make it clear to the driver that the hazard has not been recognized autonomously on board and that he can therefore not assume that he will be warned of any comparable hazard.
  • the text C in area 100 additionally informs the driver of the type of the danger ahead, i.e. the type of danger, e.g. Accident.
  • the display configuration shown in FIG. 4 is used, for example.
  • the symbols A and B are again displayed, however the two display areas 110, 120 provided for the symbols completely fill the display area and the text is not output.
  • the larger symbols mean that the driver's attention can be drawn to the display or the warning even faster.
  • Urgent warnings may be missing. In any case, in the short time until the transmitter reaches the time to read a text information.
  • the symbols of FIG. 3 or FIG. 4 can be triggered after a The warning also flashes together or separately for a certain time, so that the driver can recognize the visual warning even more quickly and distinguish it better from other displays.
  • the visual warnings can also be supplemented by acoustic signals or voice output, in order to ensure that the warning is reliably perceived even when the driver's gaze is turned away from the instrument cluster, for example because he is operating the radio or another control device installed in the center console or is using himself fully focused on observing the traffic environment.
  • acoustic signals are assigned different urgency levels so that the driver can immediately recognize their urgency based on the acoustic warning.
  • 5 and 6 show a further advantageous embodiment of the display concept, which comprises a display method and a display device.
  • an urgency of the hazard warning to be displayed is determined in a first step 5.100.
  • a next step 5,200 one of several display modes is selected depending on the determined degree of urgency.
  • a first display mode (step 5.300) is selected and then in step 5.350 a one-time speech output and a further display type are activated which warn of the danger, only the speech output containing information about the urgency level.
  • the further display type is, for example, an optical and / or haptic display.
  • an additional visual display is activated and the low level of urgency is represented by the unique voice output of the distance to the danger point.
  • a second display mode (step 5,400) is selected, and then, in step 5,450, a single voice output and a further display type in the form of an optical display are activated, which warn of the danger, only the voice output providing information about the Urgency includes.
  • the high degree of urgency is represented by the one-time voice output of a warning.
  • the driver is informed once by voice about the type of danger and the distance to the danger point, eg "traffic jam at 700 meters” or “accident.” in 600 meters ".
  • the visual display includes a warning symbol with additional text that also describes the danger, eg" traffic jam "or” accident ".
  • the first level of urgency is therefore more informative. It is important that the distance is given only once the speech is given and is not visually displayed.
  • the driver is prompted by the voice output of a warning to be careful and to continue driving with great attention. He is also informed about the type of danger.
  • Examples of the warning in the second urgency level are "Warning, traffic jam” or “Warning, accident”.
  • the use of the term “warning” signals to the driver that he must react immediately to the warning, for example by braking quickly and hard, possibly also beyond an ordinary driving comfort range, because the danger point is right in front of him. There is no longer a speech with a distance.
  • the spatial and above all temporal proximity of the event is described by the warning "Caution”.
  • There is also a visual display for the second urgency level which in the exemplary embodiment shown is identical to that from the first urgency level. This makes it clear that the voice output of the is the primary information channel used to convey the level of urgency of a hazard warning, and the visual display is only to be seen as a supplement.
  • the display device shown there for hazard warning in a motor vehicle includes a control / evaluation unit 20 for determining a time urgency of the hazard warning to be displayed and for selecting one of a plurality of predefined display modes as a function of the degree of urgency determined, and a display device 6.3 to display the hazard warning with the selected display mode.
  • the display device 6.3 comprises an optical display unit 6.3.1 and a voice output unit 6.3.2, which warn of the danger in at least one display mode, only the voice output unit 6.3.2 outputting information about the degree of urgency.
  • control / evaluation unit 20 determines a first urgency level with a low degree of urgency, then the optical display unit 6.3.1 and the voice output unit 6.3.2 output an indication of the type of danger, for example “traffic jam” or “accident”.
  • the voice output unit 6.3.2 additionally outputs a distance specification, which corresponds to the approximate distance of the vehicle to the danger point.
  • control / evaluation unit 20 determines a second urgency level with a high degree of urgency, then the optical display unit 6.3.1 and the voice output unit 6.3.2 again display the type of danger.
  • the voice output unit 6.3.2 also issues a warning that signals that an immediate response is required.
  • control / evaluation unit 20 evaluates external data that are received by a data reception unit 10 from other vehicles and / or from a central office.
  • data can be evaluated by a vehicle-side sensor unit 5, which includes, for example, sensors from driver assistance systems and / or from a locating unit with a digital map and / or a navigation system 30.

Abstract

L'invention concerne un dispositif et un procédé destinés à signaliser un danger sur base radio à un conducteur d'un véhicule, comportant un système de réception de données (10) recevant des données provenant d'un système d'émission de données (15) d'au moins un autre véhicule et évaluant lesdites données, les données reçues contenant des informations concernant la position, la vitesse et le sens de déplacement du véhicule émetteur. Pour l'évaluation des données reçues dans le véhicule récepteur, la vitesse de rapprochement entre le véhicule récepteur et le véhicule émetteur est déterminée. Par ailleurs, la distance entre le véhicule émetteur et le véhicule récepteur est déterminée et cette distance entre le véhicule émetteur et le véhicule récepteur et la vitesse de rapprochement entre le véhicule émetteur et le véhicule récepteur servent à déterminer s'il est nécessaire d'indiquer une information au conducteur.
EP03798123A 2002-09-03 2003-08-22 Dispositif et procede de signalisation de danger sur base radio Expired - Lifetime EP1535257B1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10241133 2002-09-03
DE2002141133 DE10241133A1 (de) 2002-09-03 2002-09-03 Vorrichtung zur funkbasierten Gefahrenwarnung
DE10332502A DE10332502A1 (de) 2003-07-17 2003-07-17 Verfahren und Vorrichtung zur Gefahrenwarnanzeige, insbesondere in einem Kraftfahrzeug
DE10332502 2003-07-17
PCT/EP2003/009332 WO2004029901A1 (fr) 2002-09-03 2003-08-22 Dispositif et procede de signalisation de danger sur base radio

Publications (2)

Publication Number Publication Date
EP1535257A1 true EP1535257A1 (fr) 2005-06-01
EP1535257B1 EP1535257B1 (fr) 2007-06-27

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Application Number Title Priority Date Filing Date
EP03798123A Expired - Lifetime EP1535257B1 (fr) 2002-09-03 2003-08-22 Dispositif et procede de signalisation de danger sur base radio

Country Status (5)

Country Link
US (1) US7378986B2 (fr)
EP (1) EP1535257B1 (fr)
JP (1) JP2005537587A (fr)
DE (1) DE50307577D1 (fr)
WO (1) WO2004029901A1 (fr)

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US20060114123A1 (en) 2006-06-01
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