EP2195796B1 - Procédé de mise à disposition de données de marche de véhicule - Google Patents

Procédé de mise à disposition de données de marche de véhicule Download PDF

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Publication number
EP2195796B1
EP2195796B1 EP08801578.9A EP08801578A EP2195796B1 EP 2195796 B1 EP2195796 B1 EP 2195796B1 EP 08801578 A EP08801578 A EP 08801578A EP 2195796 B1 EP2195796 B1 EP 2195796B1
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EP
European Patent Office
Prior art keywords
motor vehicle
driving operation
operation data
network
data
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EP08801578.9A
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German (de)
English (en)
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EP2195796A1 (fr
Inventor
Gregor Nitz
Felix Dr. Klanner
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP2195796A1 publication Critical patent/EP2195796A1/fr
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • 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
    • G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking

Definitions

  • the invention relates to a method for providing driving operation data in a network for the wireless exchange of driving operation data.
  • the DE 10 2005 017 419 A1 describes a method for transmitting information that is relevant for the operation of vehicles, wherein the information is provided by a transmitting unit of a first vehicle in an environment of the first vehicle in a technically evaluable form and by means of a receiver unit in a second vehicle at least partially recording and / or evaluation of the information takes place when the second vehicle is in the surrounding area of the first vehicle.
  • the vehicles thus provide driving operation data to each other using wireless communication means.
  • a first motor vehicle can transmit its driving operation data to a stationary infrastructure device, which forwards and / or interprets the travel operating data of the first motor vehicle, if necessary, to a second motor vehicle.
  • the document US 2007/100537 A1 discloses a vehicle probe based traffic information system and associated method for collecting traffic data.
  • a so-called host vehicle dictates status data of other vehicles, aggregates and processes these and forwards the processed data to a traffic information center. This is intended to reduce the number of communication channels required to communicate the status data of a plurality of vehicle probes to the traffic information center.
  • the invention broadens the database that can be used in the network.
  • absolute driving operation data of a motor vehicle is first determined by another motor vehicle and then disseminated by this other motor vehicle in a communication network.
  • absolute driving data of a motor vehicle are operationally relevant data of this motor vehicle to understand that relate exclusively to this motor vehicle, so for example, an absolute driving speed of this motor vehicle and / or an absolute position of this motor vehicle.
  • relative speeds that are related to the "measuring" motor vehicle are not to be regarded as absolute driving operating data of a motor vehicle "measured” by another motor vehicle.
  • the absolute driving operation data is determined by comparing relative driving force data of the "measured" motor vehicle (eg a relative speed between "measured” and “measuring” motor vehicle) related to the "surveying" motor vehicle in connection with known absolute driving operation data of the "surveying" vehicle. Motor vehicle are evaluated.
  • the absolute driving data of the "surveying" Motor vehicles can be determined, for example, by a tachometer and / or a satellite-based position determination system.
  • the "surveying" motor vehicle is connected to the network in terms of communication technology.
  • this connection is made by a radio module.
  • an environment sensor system of the motor vehicle connected to the network by communication technology is used for the measurement.
  • This preferably has at least one radar or lidar sensor or an image processing unit.
  • the "measured" motor vehicle is preferably located in the immediate vicinity of the "surveying" motor vehicle, at least within the range of its surroundings sensor system.
  • the "measured" motor vehicle preferably drives directly in front of the "surveying" motor vehicle or directly behind the “surveying” motor vehicle.
  • the absolute driving operation data are preferably transmitted in the network in such a way that they can be assigned to a specific motor vehicle or at least to a single motor vehicle. This can be realized, for example, by the absolute position of the "measured” motor vehicle determined and timely, or possibly together with a time indication is transmitted. With sufficient accuracy of the position information, this allows a clear assignment to the respective "measured" motor vehicle, since no other motor vehicle can be at the exact same location at the same time.
  • the absolute travel operating data transmitted in the network are evaluated by at least one subscriber of the network, in particular an infrastructure device, with assignment to a specific motor vehicle or at least one individual motor vehicle.
  • a model can be made in which the positions and routes of individual motor vehicles are modeled.
  • the present invention determines the "measuring" motor vehicle, hereinafter also referred to as the first motor vehicle, further by means of at least one own sensor arranged in the first motor vehicle absolute driving operation data of the first motor vehicle and this absolute driving operation data of the first motor vehicle are transmitted from the first motor vehicle to at least one other participant of the network.
  • the first motor vehicle in the network therefore not only provides the driving data of the "measured" motor vehicle, also referred to below as the second motor vehicle, but also its own driving operating data.
  • the other participant of the network, to which the driving data of the second, and possibly also of the first, motor vehicle are transmitted, may in particular be designed as a third motor vehicle.
  • the driving operation data of the second motor vehicle can then be evaluated, for example, by a driver assistance system of the third motor vehicle.
  • the driving operation data of the second, and possibly also the first, motor vehicle can also be transmitted to an infrastructure facility.
  • Such an infrastructure device preferably transmits the driving operation data of the second motor vehicle and / or a traffic information derived from these travel operating data to at least one third motor vehicle.
  • a plurality of infrastructure devices communicating with each other can be provided in a network. An information flow can then lead from the first motor vehicle via several infrastructure facilities to a third motor vehicle.
  • the driving operation data of the second motor vehicle will be transmitted by the first motor vehicle only if the second motor vehicle is not connected by communication to the network. Namely, unnecessary communication effort can be avoided if the second motor vehicle anyway provides its driving operation data itself in the network or would at least be able to do so.
  • the first motor vehicle may have means for receiving communication data from subscribers of the network and also comprise an evaluation unit for determining whether the second motor vehicle communication data, the content determined by the first motor vehicle concerning the second motor vehicle Driving data correspond even in the network communicates. Consequently, it may be advantageous to transmit the driving operation data of the second motor vehicle only by the first motor vehicle if the evaluation unit determines that the second motor vehicle does not communicate any communication data in the network that corresponds in terms of content to this driving operation data.
  • the first motor vehicle also has means for receiving communication data from subscribers of the network, and the first motor vehicle comprises an evaluation unit for determining whether communication data that the first motor vehicle receives by means of an infrastructure Receives device based on data that correspond in content to the driving data determined by the first motor vehicle.
  • the driving operation data of the second motor vehicle are advantageously transmitted by the first motor vehicle in the network only if the evaluation unit determines that the communication data is not based on data that corresponds in content to the driving operation data.
  • the redundant provision can be avoided even in cases in which driving operation data of the second motor vehicle are not received directly from the first motor vehicle, but are already taken into account in the model of an infrastructure facility.
  • radio technologies for example IEEE802.11p
  • C2C car-to-car
  • C2X infrastructure facilities
  • driver assistance systems which serve, for example, to detect and avoid potential collisions between two objects (eg Communication-based Cross Traffic Assistant KQA of the BMW Group Research and Technology, presented at the "Aachen Colloquium” 2006), need not only the data of the own vehicle, but also the data of all relevant objects in the environment.
  • the own vehicle data can be detected by vehicle-autonomous sensors.
  • the collection of the data of all relevant objects is usually not possible only with vehicle-autonomous sensors on the own vehicle.
  • the availability of the driving operation data of individual road users for other road users and / or for an infrastructure device can also be limited by the fact that the communication means used for transmission fail or work incorrectly.
  • driving operation data of other road users are made available by a vehicle with a communication device equipped first motor vehicle driving data of at least one second motor vehicle, which is located in the vicinity of the first motor vehicle, detected by own sensors and this driving operation data of the second motor vehicle by means of the communication device spread in a network.
  • the network may comprise only the first motor vehicle and a third motor vehicle, to which the first motor vehicle transmits the driving operation data of the second motor vehicle.
  • the network may also include at least one infrastructure device and a plurality of other road users.
  • the driving operation data of the second motor vehicle are then transmitted from the first motor vehicle to the infrastructure device.
  • driving data of many other road users are transmitted to the infrastructure facility by other road users in the present example.
  • the collected driving operation data can enter in particular into a traffic flow model.
  • the driving operation data of the second motor vehicle is propagated in the network together with driving operation data of the first motor vehicle. There is then no additional communication channel or no additional addressing required.
  • An increase in performance can be achieved in that the driving operation data of the second motor vehicle are propagated by the first motor vehicle in the network only if the second motor vehicle does not have a suitable communication device to do this itself, or if a corresponding communication device of the second motor vehicle in the current situation is not ready.
  • a performance increase can also be achieved by the fact that the driving operation data of the second motor vehicle are distributed by the first motor vehicle in the network only if these driving operation data in the current situation are expected to be relevant for other participants of the network. This may in particular depend on the position, direction of travel and driving speed of the other participants in the network.
  • Fig. 1 illustrates the functional principle of an example system.
  • a motor vehicle - according to the above-mentioned first motor vehicle - is equipped with vehicle sensors and a radio module. By the radio module, the motor vehicle is connected to a communication system.
  • Vehicle sensors 11 of the motor vehicle detect own vehicle data of the motor vehicle (eg the own driving speed), which are made available to the communication system 40 via an evaluation unit 12 and a relevance assessment by a relevance evaluation unit 30 via the radio module after an evaluation and interpretation.
  • own vehicle data of the motor vehicle eg the own driving speed
  • the communication system 40 comprises the own vehicle and all objects within radio range of the own vehicle (eg other vehicles and infrastructure devices), which are equipped with a radio module and also make their data, referred to below as object data, available to the communication system 40 , On the basis of this object data, an environment model can be generated in the own vehicle and / or in at least one of the objects and / or even in each individual object.
  • a certain number of environment sensors 21 are also installed on the own vehicle. If an object (for example another vehicle - corresponding to the above-mentioned second motor vehicle) is within the range of the environment sensors 21, measurement data relating to this object (eg a relative speed) of the own vehicle is detected and stored in an evaluation system Interpretation unit 22 evaluated and interpreted. As a result of these method steps, object data of the object (eg driving operation data of the second motor vehicle) can be determined in the case of the own vehicle (eg its absolute speed).
  • the object data determined in this way can be compared in a comparison unit 23 of the own vehicle with those object data which the own vehicle itself has received via the radio module from other communication users of the communication system 40. If no object data is received from an object detected in the environment of the own vehicle, it can be concluded from this that this object does not have a functioning radio module. Accordingly, if necessary after a Relevance check, the subject of the object vehicle specific object data from the own vehicle - in a sense representative of the object - the communication system are made available.
  • the advantage can be exploited that the vehicle-autonomous sensors and / or algorithms required for the determination of this object data already for the purposes of other driver assistance systems in Vehicle are provided (eg front radar at ACC and rear radar at lane change assistance).
  • the additional measurement, calculation and cost is therefore relatively low.
  • the object in question has a functioning radio module is determined in the present case via the radio data received from the own vehicle.
  • the advantage can be exploited that the object data of the relevant object are transmitted to the one via the communication system 40 and, on the other hand, are detected by the vehicle-autonomous environmental sensors 21 on the own vehicle. For if an object is detected by the vehicle-autonomous sensors 21 of the own vehicle, but no data is received from this object via the communication system 40, then it can be assumed that the object has no or no functional radio module.
  • the object data that an object sends are provided with an identification feature, if the object also has an external property that can also be detected by the surroundings sensors 21 of the own vehicle, and if the identification feature and the external property are mutually exclusive are assignable.
  • a vehicle can send a code derived from the imprint of its license plate as an identification feature together with its driving operation data. If the own vehicle, which has a camera as environmental sensor 21, now image-based bearing the imprint of the license plate of another vehicle determined and derived from the same code, it may be concluded that this vehicle is equipped with a radio module and its Fahr sunnyschal sent itself.
  • a vehicle can send a code derived from its overall size and / or its exterior color as an identification feature together with its driving operation data. If the own vehicle, which has a camera as environment sensor 21, now image processing-based determines the overall size and / or exterior color of another vehicle in its environment and derived from it in about the same code, it may conclude that this vehicle with high probability with a Radio module is equipped and its driving data sent itself.
  • the own vehicle can be at least approximately determine the absolute position of another vehicle when aware of its own absolute position by means of environmental sensors. If the own vehicle now receives radio data object data describing an object with exactly this absolute position, or if it receives object data with additional identifying position data corresponding to this absolute position, it may conclude that this vehicle is equipped with a radio module is and sends its driving data itself.
  • Vehicle 1 and vehicle 2 are each equipped with a radio module.
  • Vehicle 2 also has vehicle-autonomous sensors (eg front and rear radar).
  • the vehicles 3 and 4 have no radio module.
  • the driver of the vehicle 1 interprets the traffic control incorrectly. It is therefore assumed that the vehicle 1 with the vehicle 4 is on a collision course.
  • the driving operation data of the vehicle 4 eg, absolute position and speed
  • Fig. 2 radar lobes 2a are shown at the front and rear of the vehicle 2, detected and transmitted to the vehicle 1 via the radio module together with the driving operating data of the vehicle 2 determined by self-sensors.
  • Vehicle 1 can thus receive the driving operation data of vehicle 4 via the radio module, although the vehicle 4 itself has no radio module.
  • radio-based driver assistance systems An important criterion for the market introduction of radio-based driver assistance systems is the expected performance, reliability and availability even with a low distribution of the system. Since all these quality measures increase with increasing equipment rate of the vehicles with radio modules, in particular a market introduction of such systems is supported by the inventively achieved virtual increase in the equipment rate. But even with a high equipment rate with radio modules, the proposed method offers further advantages. Thus, for example, the data of a not equipped with a radio module classic car can be detected by the vehicle-autonomous sensors of a modern, equipped with a radio, own vehicle and thus made available through the communication system.
  • a provision for the creation of a financial compensation between the passive and the actively communicating participants in a method according to the invention is also conceivable.
  • the acquisition of a radio module can thus be jointly funded financially.
  • Transmitted driving data can be provided with an assignment characteristic of the sender.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Traffic Control Systems (AREA)

Claims (8)

  1. Procédé permettant de fournir des données de déplacement d'un véhicule dans un réseau pour permettre un échange sans fil de données de déplacement comprenant les étapes suivantes :
    - un premier véhicule (2) relié au réseau par une technique de communication, détermine au moyen d'au moins un détecteur d'environnement (21) associé au premier véhicule des données de fonctionnement spécifiques d'un second véhicule (3, 4), et
    - ces données de déplacement spécifiques du second véhicule sont transmises par le premier véhicule à au moins un autre participant (1) du réseau,
    les données de déplacement du second véhicule n'étant transmises par le premier véhicule que lorsque le second véhicule n'est pas relié au réseau par une technique de communication.
  2. Procédé conforme à la revendication 1,
    caractérisé en ce que
    le premier véhicule détermine en outre au moyen d'au moins un capteur propre (11) associé à ce premier véhicule des données de déplacement qui lui sont spécifiques, et
    ces données de déplacement spécifique du premier véhicule sont transmises par le premier véhicule à au moins un autre participant (1) du réseau.
  3. Procédé conforme à la revendication 1 ou 2,
    caractérisé en ce que
    l'autre participant du réseau est réalisé sous la forme d'un troisième véhicule et les données de déplacement du second véhicule sont évaluées au moins partiellement par au moins un système d'assistance du conducteur du troisième véhicule.
  4. Procédé conforme à la revendication 1 ou 2,
    caractérisé en ce que
    l'autre participant du réseau est réalisé sous la forme d'un dispositif d'infrastructure, et
    le dispositif d'infrastructure transmet les données de déplacement du second véhicule et/ou une information de trafic dérivée de ces données de déplacement à au moins un troisième véhicule.
  5. Procédé conforme à l'une des revendications 1 à 4,
    caractérisé en ce que
    les données de déplacement du second véhicule décrivent au moins sa vitesse spécifique.
  6. Procédé conforme à l'une des revendications 1 à 5,
    caractérisé en ce que
    les données de déplacement du second véhicule décrivent au moins sa position spécifique.
  7. Procédé conforme à l'une des revendications 1 à 6,
    caractérisé en ce que
    le premier véhicule comporte des moyens permettant de recevoir des données de communication provenant de participants du réseau,
    le premier véhicule renferme une unité d'exploitation (22) permettant de déterminer si le second véhicule communique lui-même dans le réseau des données de communication qui correspondent aux données de déplacement déterminées par le premier véhicule, et
    les données de déplacement du second véhicule ne sont transmises par le premier véhicule que lorsque l'unité d'exploitation détermine que le second véhicule ne communique pas dans le réseau des données de communication qui pourraient correspondre aux données de déplacement.
  8. Procédé conforme à l'une des revendications 1 à 6,
    caractérisé en ce que
    le capteur d'environnement associé au premier véhicule est réalisé sous la forme d'un capteur radar ou d'un capteur lidar ou sous la forme d'une unité de traitement d'images et/ou le réseau est réalisé sous la forme d'un réseau de radio communication et le premier véhicule est relié par un module radio à ce réseau de radio communication.
EP08801578.9A 2007-09-07 2008-08-14 Procédé de mise à disposition de données de marche de véhicule Active EP2195796B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007042793A DE102007042793A1 (de) 2007-09-07 2007-09-07 Verfahren zur Bereitstellung von Fahrbetriebsdaten
PCT/EP2008/006680 WO2009033546A1 (fr) 2007-09-07 2008-08-14 Procédé de mise à disposition de données de marche de véhicule

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Publication Number Publication Date
EP2195796A1 EP2195796A1 (fr) 2010-06-16
EP2195796B1 true EP2195796B1 (fr) 2014-04-02

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US (1) US7974772B2 (fr)
EP (1) EP2195796B1 (fr)
DE (1) DE102007042793A1 (fr)
WO (1) WO2009033546A1 (fr)

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Publication number Publication date
WO2009033546A1 (fr) 2009-03-19
DE102007042793A1 (de) 2009-03-12
US7974772B2 (en) 2011-07-05
US20100161173A1 (en) 2010-06-24
EP2195796A1 (fr) 2010-06-16

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