EP2713352B1 - Method for determining special traffic conditions in road traffic - Google Patents

Description

The present invention relates to a method for determining a road-mounted speed measuring device.

On the road, which is a highly dynamic and at the same time complex system, there are always traffic-technical features that occur in certain places and persist for certain periods of time or are permanently set up.

Such special traffic features include, in particular in the course of the road built, stationary or mobile speed measuring systems of the regulatory authorities.

Not only for the sake of mere information to the road users, but also out of considerations to take such influence on the route setting of the individual road users and thus to meet traffic control and steering functions, it is trying to provide information on traffic characteristics, in particular speed measurement, the To provide motor vehicle guides as extensive, timely and accurate. For example, there have been traffic reports for many years about broadcasts that can be received by the road users via their car radio. Traffic reports have also been available on the Internet for a long time.

Traffic announcements broadcast via broadcasting stations are now not only offered as voice messages but also encoded, e.g. About the so-called TMC system, which coded transmitted traffic news for equipped with appropriate receivers, set up for navigation and route navigation devices are receivable and readable, so that road users who use such navigation devices informed about lying on their route specific traffic conditions and warned accordingly can be or a route planning taking into account traffic specifics, eg bypassing existing road closures or links with other traffic obstructions, can be made by the route planning routine in the navigation device. Not only such devices are to be understood as navigation devices that are stationary installed in motor vehicles or designed and designed mobile exclusively for this purpose. Navigation devices in the context of this invention are in particular also mobile phones, smartphones, tablet PCs or other digital terminals, which have a location technology, in particular a GPS receiver and on which a navigation software is installed and running.

Furthermore, users of certain navigation systems are today additionally informed about traffic-specific features, in particular about the installation site of speed-measuring devices and about sections with certain speed limits, about services offered by the navigation providers. There are, for example, regular updates of the navigation software, with the transmission of data sets in which stationary speed measuring devices are recorded and updated in localities or other traffic route points. Connected to this data may be the respective speed limit or maximum speed valid at the location of the speed measuring device. Other traffic announcements are not only given to road users from the "official side", but here too there are parallel systems of navigation providers, which return user-derived information about special traffic features to their users. In order to be able to disseminate and transmit corresponding information about traffic-technical features, in particular speed-measuring devices, to the road users, these must first be obtained. This happens in very different ways. For example, it has long been known that traffic monitoring takes place, for example, from the air, with police traffic surveillance helicopters or comparable aircraft surveying neuralgic sections or main road connections such as highways and with regard to the occurrence of special traffic features, such as accidents, broken-down vehicles and other obstacles, supervise, with detected traffic-technical characteristics these to a reporting center, from where they are distributed then. Also set up on particularly sensitive streets road points camera surveillance systems are known whose image data monitored in central observation points and are used in the occurrence of special traffic conditions such as traffic obstructions or the like to issue a corresponding message. It is also known to involve the road users themselves in the detection of traffic-technical characteristics. Thus, there are special traffic information telephone connections, in which road users who have noticed traffic-specific features such as a broken-down vehicle or an accident, phone and report the nature and location of the observed traffic-technical feature to display.

Furthermore, systems are known in which the road users special traffic technical features by entering in their navigation device, for example, by pressing a button to report to a central office. The corresponding input is then reported by a communication unit of the navigation device to a central data collection point and processed there. Such approaches are, for example, in the DE 10 2006 010572 A1 and in particular speed measuring equipment in the US 6,675,085 as well as in the WO 00/29869 A1 described. In the WO 00/29869 A1 is also another way of reporting a traffic-technical feature, there in the form of a speed measuring system, described. Accordingly, with communication means equipped devices that detect such systems automatically via an automatic detection of, for example, the radar emitted by speed measuring radar such systems, immediately deposit an automatic notification of such a system and its location to a central collection point, without this requires the intervention of a vehicle driver.

The US 2012/0065871 A1 deals with another possibility, traffic-specific features to recognize and report to a headquarters. It is suggested from data recorded for satellite positioning with the communication data for the acceleration or deceleration behavior of vehicles in which they are carried to close to special traffic features, in particular congestion and stop-and-go traffic, according to the statements in this Document can be distinguished by evaluating the acceleration and deceleration data of, for example, a ride on a provided with traffic lights route and driving behavior when passing through red phases. However, this document is silent with regard to a possible possibility to detect speed-measuring devices installed in traffic.

As a problem in view of the previously known possibilities and methods to determine traffic-specific features, on the one hand the considerable effort (installation of camera systems, implementation of surveillance flights) to see that can be made only for certain sections of a road and path system, on the other hand and with regard to reporting by road users, only minor participation on their part. Evaluations of data and statistics have shown that only one to around two percent of users of navigation devices who have a reporting function for reporting traffic-specific characteristics, in particular speed measuring systems, make use of the possibility of a message at all. The data situation, which is received at the data collection points so and is available for information of the road users, is thus very incomplete.

The in the WO 00/29869 A1 described possibility of an automated message upon detection of a speed measuring system due to the radiated from this and picked up by a detector in the vehicle radar radiation is also of limited suitability to increase the data density reliable. For one, many speed measuring systems of modern design are now no longer detectable with the known detectors, on the other hand, only a few motor vehicle drivers carry corresponding detection devices at all.

The object of the invention is therefore to provide a method for determining established in road speed measuring devices, which allows the high-speed measuring devices without high effort and yet reliable and this as far as possible automated and with high data density.

This object is achieved by a method having the features of claim 1. Advantageous developments of this method are specified in the dependent claims 2 to 9. In a further aspect, this object is achieved by a traffic control system having the features of claim 10.

The inventors have found that acceleration and braking processes of motor vehicles, which are undertaken by their motor vehicle drivers due to various traffic engineering situations, differ significantly in their respective pattern and time course. They have also found that can be drawn from the patterns of acceleration and / or braking processes so far on a cause of a corresponding driving behavior of the motor vehicle driver, in this case also on speed measuring devices. Thus, in general (regardless of the respective motor vehicle drivers), a braking maneuver when approaching a traffic light, for example, differs. from a braking maneuver which is carried out due to a sudden obstacle.

Braking and acceleration maneuvers performed by motor vehicle drivers when using a speedometer at high speeds, Subjectively, at any rate, as perceived to be too fast, detected early, or detected by such a speedometer and photographed emitting a flash of light, have a certain pattern. Because motor vehicle drivers brake very abruptly, either to reduce their speed in good time before the speed measuring system or as a startle reaction to the flash of light after triggering the measurement, but accelerate shortly after the speed measuring system usually to a higher speed. This results in the sequence so in a short timeline a characteristic abrupt braking maneuver with a subsequent acceleration phase.

The idea and the core idea of the invention is now, with a traceable via satellite radio communication device, as it is carried by many motor vehicle drivers today, for example in the form of a navigation device with communication functions either via wireless networks or via the Internet, or even in the form of a smartphone, mobile phones or a computer, such as a tablet PC, to record the acceleration and deceleration processes that the motor vehicle driven by the motor vehicle driver carrying the communication device carries, as well as record the speed traveled and analyze that data for the response recognize patterns that are characteristic of a speed-measuring device detected by the driver in these acceleration and / or braking operations and in the course of the speed, and to infer the presence of a speed-measuring device at the location where the maneuver took place SEN. In a central data collection point with which each of the communication devices is connected, these data and reported speed measurement devices are then first collected. Messages about the presence of a speed measuring device are then combined in the central data collecting point and, if a predetermined number or a threshold number is reached or exceeded, this speed measuring device is recorded as being reliably determined at the associated location. The analysis of braking and acceleration processes can be based on immediate measurement of acceleration or deceleration values or indirectly via an evaluation of the time course of carried out speed determinations.

In this way, fully automated data of a plurality of users of appropriately equipped communication devices (on which, for example, a corresponding software is installed and running) are collected, and there is a statistical evaluation instead, that only those reported due to the above procedure Velocity measuring devices are found to be secure, for which there are a minimum number of matching, determined from braking and / or acceleration operations of the motor vehicle drivers using the communication devices messages via a speed measuring device in the data collection point. Currently, the inventors believe that a consistent message from 10 to 15 independent users or communication devices will suffice for a secure determination of such a speed measurement device. However, this number may vary if other verification criteria are met. In the best case, then already enough the message of a single communication device for a secure statement.

For the evaluation of the movement data and driving maneuvers is also focused on characteristic patterns in the braking processes. Because such braking operations are, as already explained above, of particular characteristics when it comes to the detection of speed measuring devices. For the detection of such speed control points with greater accuracy and reliability but also an evaluation of the acceleration processes is made.

In principle, it is possible for the communication devices to transmit the temporally and spatially resolved data acquired by them via acceleration and braking processes of the motor vehicles in which they are carried, all to a central evaluation point in which the evaluation is carried out and then a message of the recognized Speed measuring device and the associated position data to the central data collection point. However, such a method is complex and requires a large central processing power. In this respect, it is preferred that the evaluation of the spatially and temporally resolved data on acceleration and braking processes and the speed profile of the motor vehicles in which the communication devices are carried in the communication devices themselves and only if based on these data and specific patterns occurring therein Speed measuring device is detected, an appropriate message about their location is done to the central data collection point. This reduces wireless communication to the central data collection point, typically centrally connected via cellular or the Internet or other wireless communication pathways.

As already mentioned, the acceleration speed and braking processes of further parameters to be taken into account include the absolute speed traveled before a braking process for the detection of speed measuring devices. It can thereby be considered in particular and advantageously only braking and subsequent acceleration maneuvers of such vehicles for the evaluation of a possibly established in the section in question speedometer, which were previously driven faster than those at the point at which the braking maneuver, allowed maximum speed , In this case, in addition, a threshold for a minimum overrun, for example. 10% or an absolute value of eg 10 km / h can be set below which measured data are also disregarded. The maximum speeds at the respective sections can be known to the communication devices as a data set and included there directly in the evaluation. However, such values can also be stored in the central evaluation point and only then included in the evaluation.

It is also advantageous if, as proposed with an advantageous embodiment of the invention, in addition to the place where the detected speed measuring device has been detected, and the time of their detection or observation, ie the time at which the corresponding peculiarities in their pattern having braking or acceleration processes and speed profiles of the motor vehicle were detected with and taken into account in the further data processing. Because often established speed measuring devices of temporary nature. Although speed measuring devices are also stationary and therefore in constant stock. Frequently, however, the mobile security systems are set up by the police, operated for a certain period of time and dismantled after the end of a measuring period. So as not to continue to receive speed measuring devices as established which no longer exist due to a time sequence, such speed measuring devices to which no further corresponding observations reported from movement data with acceleration and braking processes of motor vehicles can be present over a specific, predetermined period of time or can be present have been received at the central data collection point, are deleted as no longer existent.

The determination of the movement data, in this case the acceleration and braking data as well as the absolute speed, or the associated processes and the resulting temporal patterns and processes can be determined, for example, from changes in the position of the radio-located communication device. Equally, however, it is also possible to use, alternatively or additionally, acceleration or speed sensors which are integrated in the communication device or are connected to it by signal technology for the determination of the measured values or signals. Thus, e.g. modern smartphones built-in acceleration sensors, which can be used for this purpose. The appropriate utilization of such hardware can be done by programming the software required for the operation of this method.

In order to be able to reduce the number of messages required for a secure acceptance of a detected speed measuring device (possibly even to be able to use these as the basis for a secure message even for a single message), in the method according to the invention, as in FIG Claim 9 can be set forth. By requesting the user via the communication device to confirm, possibly also to correct, the speed measuring device adopted on the basis of the automatic evaluation, the information then obtained can, if confirmed or corrected, be regarded as secured or can be given a higher value Be assigned importance, so that then only a smaller number of control messages of the same content needs to accept the assumed speed device as existing existing.

As already mentioned, a further part of the solution of the problem is to be seen in a traffic control system, as indicated in claim 10. Accordingly, such a traffic control system has several set up for radio positioning and route guidance communication devices, such as GPS navigable navigation devices, be it in the form of specific separately formed as navigation devices, be it in the form of equipped with appropriate software smartphones, mobile phones, tablet PCs or Other digital devices, a central data collection point, which is set up to receive by means of the communication devices, in particular wirelessly transmitted data and a data transmitter, which is connected to the data collection point and set up for transmitting traffic control data to the communication devices. In this system, the communication devices for detecting temporally and spatially resolved data on acceleration and braking operations and the respective driving speed of each associated motor vehicle operate according to the above method, and it will be determined from these data according to information on the presence of speed measuring devices. Via the data transmitter, the information thus obtained is given back to the users of the communication devices, so that these data can be displayed, for example, for warnings against speed measurements or can also be taken into account in the route calculation per se.

Fig. 1

den Verlauf der Geschwindigkeit und der Beschleunigungswerte, wie sie für die Annäherung eines Kraftfahrzeuges an eine Baustelle typisch sind;

Fig. 2

den Verlauf der Geschwindigkeit und der Beschleunigungswerte, wie sie für die Annäherung eines Kraftfahrzeuges an eine Verkehrsampel typisch sind, und

Fig. 3

den Verlauf der Geschwindigkeit und der Beschleunigungswerte, wie sie für die Fahrt eines Kraftfahrzeuges im Bereich einer Geschwindigkeitsmesseinrichtung typisch sind, wenn der Kraftfahrzeugführer diese Geschwindigkeitsmessanlage spät und überraschend erkennt.

In the attached figures, examples of theoretically determined temporal speed profiles of motor vehicles are shown, as they result as a reaction of the motor vehicle drivers to different types of traffic-technical characteristics and - in the case of the in Fig. 3 shown course - can be used as a characteristic pattern of the evaluation of the invention. Showing:

Fig. 1

the course of the speed and the acceleration values, as are typical for the approach of a motor vehicle to a construction site;

Fig. 2

the course of the speed and the acceleration values, as they are typical for the approach of a motor vehicle to a traffic light, and

Fig. 3

the course of the speed and the acceleration values, as they are typical for the travel of a motor vehicle in the area of a speed measuring device when the motor vehicle driver detects this speed measurement system late and surprising.

In the three diagrams, diagrams of typical driving behavior of motor vehicle drivers are shown for different traffic-specific characteristics and shown as an order of the course of the driving speed and acceleration (each represented on the y-axis) over time (represented on the x-axis). In addition, values are entered for the speed limits (the permissible maximum speed) that apply to the respective section. The dark gray lines with the square value points each represented the current driving speed, the mid-gray lines with the pointed diamonds represent the permissible maximum speed and the light gray lines with the triangular value points show the acceleration values (acceleration or deceleration).

Good to see are the cases selected for a construction site ( Fig. 1 ), a traffic light ( Fig. 2 ) and one (surprisingly recognized by the motor vehicle driver) Speed measuring device different courses. While at a construction site ( Fig. 1 , there the case for a typical motorway construction site announced over a longer preliminary run) the permissible maximum speed abruptly decreases, the driver of the motor vehicle but his driving speed to the construction site entrance usually only slowly lowers with low delay, becomes at a traffic light, with which the permissible maximum speed becomes does not change (s. Fig. 2 ) the driver brakes more to a speed of zero. After a lifetime then takes a strong acceleration.

In the case of a surprisingly detected speed measuring device, the driver, especially if as in Fig. 3 He had earlier shown that he was driving faster than permitted at the permissible maximum speed, braking abruptly and significantly below the permissible maximum speed and then significantly accelerating again after passing the measuring device, often initially only up to the permissible maximum speed and then again beyond that.

These distinctly different patterns indicate that, in an evaluation of acceleration and braking processes as well as the driving speed in the manner described above, the course typical for a speed measuring device can be reliably recognized and distinguished from the other possible courses, thus automating the existence of such Speed measuring device can be deduced.

Claims (10)

1. A method to determine a speed measuring device mounted for road traffic from movement data of vehicles driven by vehicle drivers using communication devices traceable by radio location, in particular satellite radio location, whereas

   i) temporally and spatially resolved data are detected by means of the communication devices and regarding the acceleration and braking processes of the vehicles associated respectively as well as regarding the speed at which the respective vehicle moves before and then during a braking or acceleration process, a vehicle in which the communication device is installed,

   ii) the time curve of acceleration and braking processes as well as of the drive speed of a vehicle is interpreted in terms of occurrence of the following characterising pattern: a braking process is detected from a first drive speed, a process leading to a sudden and clear decelerating speed of the vehicle followed by an acceleration process until a second speed is achieved,

   iii) when recognising the characterising pattern designated in ii), said information is related to the place where the corresponding acceleration or braking process happened, said location is defined as the location of the road particularity and a message regarding the type of the road particularity and its location is sent to a central data collection station and

   iv) the messages received there are interpreted in the central data collection station and in the presence of a number of similar messages exceeding the threshold figure, a speed measuring device is detected as sure with messages showing at a specific location a characterising pattern according to ii).
2. The method of claim 1, characterised in that the interpretation takes place according to phase ii) in the communication device.
3. The method of claim 1, characterised in that the communication devices transmit the data detected in phase i) to a central interpretation station in which the interpretation takes place according to phase ii).
4. The method according to any of the preceding claims, characterised in that there is only a message according to phase iii), if the drive speed of the vehicle exceeds a preset threshold value before the braking process in phase ii).
5. The method according to any of the preceding claims, characterised in that the data in phase i) are detected with time resolution and in phase iii) the time of observation of a road situation, in addition to the location, is displayed in the central data collection station.
6. The method of claim 5, characterised in that a speed measuring device observed once according to phase iv) is rejected again as not more present if no more of these confirmed messages arrives at the central data collection station over a preset time period.
7. The method according to any of the preceding claims, characterised in that the movement data are transmitted from the time sequence of the spatial positions of the communication devices, positions determined by radio location.
8. The method according to any of the preceding claims, characterised in that the movement data regarding the acceleration and braking processes are determined by acceleration sensors integrated in the communication device or linked therewith using signals.
9. The method according to any of the preceding claims, characterised in that the assumed presence of a speed measuring device is displayed by the communication device to the vehicle driver when recognising the characterising pattern for the speed measuring device according to ii) and the vehicle driver is prompted to confirm and said confirmation, once received, is transmitted to the central data collection station.
10. A traffic regulation system comprising

    i) several communication devices set for radio location and for a given route, which are respectively mounted in an associated vehicle;

    ii) a central data collection station, which is set to receive data transmitted by means of the communication devices;

    iii) a data sender, which is linked to the data collection station and set for transmitting traffic regulation data to the communication devices,

    whereas the communication devices are set to detect data with time and spatial resolution regarding the drive speed as well as the acceleration and braking processes of the respective associated vehicle, whereas the communication devices are set to interpret the detected data in terms of occurrence of the following characterising pattern in the braking and acceleration processes and to therefore determine the presence of a speed measuring device: a braking process is detected from a first drive speed, which causes a sudden and significant deceleration of the vehicle followed by an acceleration process until a second speed has been reached, whereas the communication devices are set to transmit signals representing a speed measuring device and the location of their occurrence to the central data collection station,
    whereas the data collection station is set to interpret a speed measuring device detected as sure when the data transmitted by a predetermined number of communication devices enable to recognise such a communication device at a given location, and whereas the data sender is set to transmit information to the communication devices over the location of the speed measuring device detected as sure, information in the form of traffic regulation data.

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