EP2787494A1 - Réalisation de profils de mouvement - Google Patents

Réalisation de profils de mouvement Download PDF

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Publication number
EP2787494A1
EP2787494A1 EP14153639.1A EP14153639A EP2787494A1 EP 2787494 A1 EP2787494 A1 EP 2787494A1 EP 14153639 A EP14153639 A EP 14153639A EP 2787494 A1 EP2787494 A1 EP 2787494A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
driving information
route
motor
determining
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.)
Withdrawn
Application number
EP14153639.1A
Other languages
German (de)
English (en)
Inventor
Dijanist GJIKOKAJ
Andreas Offenhaeuser
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2787494A1 publication Critical patent/EP2787494A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096791—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is another vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
    • G08G1/096844—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route where the complete route is dynamically recomputed based on new data

Definitions

  • the invention relates to a method and a system for creating movement profiles.
  • the invention relates to a technique for providing up-to-date traffic data for determining a route for a motor vehicle.
  • a conventional motor vehicle includes a navigation system for guiding a driver from a current position to a destination position.
  • the route is determined mainly on map data stored on board the motor vehicle.
  • traffic flow information can be received, for example via shortwave, in order, for example, to take into account traffic disruptions in route determination.
  • the route is additionally determined on the basis of statistical information, for example to avoid busy routes during commuter traffic.
  • a statistical evaluation of a use of mobile devices may be used be used to determine a traffic flow.
  • an automatic measurement of a traffic volume can also be carried out, for example by means of an automatic traffic counting device on a motorway bridge.
  • Additional congestion information may be determined by an airborne traffic monitoring system, a taxi fleet or other user group of commercial motor vehicles.
  • mobile navigation devices can be evaluated.
  • the said systems have the disadvantage that they either have only statistical information and can not track a vehicle in a targeted manner from the beginning to the end of a journey, or they have no possibility of forwarding the information collected in real time.
  • the invention achieves this object by means of a method, a computer program product and a system of independent claims. Subclaims give preferred embodiments again.
  • a method for determining a route for a first motor vehicle comprises steps of receiving drive information from a second motor vehicle relating to a third motor vehicle in the area of the second motor vehicle, storing the received travel information, determining a movement profile for the third motor vehicle on the basis of stored driving information and determining the route for the first motor vehicle on the basis of the determined movement profile for the third motor vehicle.
  • a single second motor vehicle can record and forward driving information on any number of third motor vehicles in this way. It may therefore be sufficient to equip only a few second motor vehicles of a predetermined quantity of road users with means for scanning their surroundings. As a result, a traveled path of the third motor vehicle can already be determined sufficiently accurately individually. It can be the complete way of the third Motor vehicle are detected from its starting point to its destination. This driving information can be more representative and informative than conventionally ascertained driving information, so that the route determination for the first motor vehicle can be carried out with improved accuracy or quality.
  • the route for the first motor vehicle preferably comprises a section which is frequently traveled by the third motor vehicle.
  • the driver of the third motor vehicle can have expertise or local knowledge for route design, so that an advantageous route determination can be carried out using the section for the first motor vehicle.
  • driving information about the third motor vehicle is received by a plurality of second motor vehicles.
  • the path lying between the positions can optionally be interpolated on the basis of a road map.
  • driving information which relates to further third motor vehicles is also received by the second motor vehicle.
  • a second motor vehicle can scan and transmit driving information about any number of third-party motor vehicles.
  • a traffic anomaly is determined if the third motor vehicle last used a route other than a conventional route between a predetermined starting point and a predetermined destination point, the route for the first motor vehicle being determined to bypass the traffic anomaly.
  • a deviating from a rule behavior of the driver of the third motor vehicle is considered a strong indication that there is a traffic anomaly or traffic disruption on the otherwise traveled route. Even without any specific information on the type and extent of the possible traffic obstruction, orientation towards the behavior of the driver deviating from the rule may result third motor vehicle an improved route for the first motor vehicle are determined.
  • This procedure can be further refined by taking into account the drive of the third motor vehicle only if it is not more than a predetermined time ago. Thus it can be avoided to use outdated or outdated driving information about the third motor vehicle of the route determination for the first motor vehicle.
  • an identification of the third motor vehicle is transmitted together with its position and optionally further information from the second motor vehicle.
  • the third motor vehicle is identified by the second motor vehicle on the basis of an optical license plate identifier.
  • APR Automatic number plate recognition
  • the third motor vehicle is identified by the second motor vehicle on the basis of a communication identifier for communication between the two motor vehicles with one another.
  • Such communication is usually wireless and is known as Car-to-Car-Infrastructure (C2C).
  • C2C Car-to-Car-Infrastructure
  • the communication identifications of motor vehicles are usually unique and fixed.
  • the third motor vehicle can also be detected by the second motor vehicle when there is no line of sight between the motor vehicles.
  • the driving information additionally comprises a lane information of the third motor vehicle.
  • a lane information of the third motor vehicle For example, on the basis of lane allocations stored in a road map, an intention of the driver of the third motor vehicle can be deduced.
  • the driving information about the third motor vehicle can be better interpolated.
  • a computer program product comprises program code means for carrying out the method described, when the computer program product runs on a processing device or is stored on a computer-readable data carrier.
  • An inventive system for route determination for a first motor vehicle comprises a receiving device for receiving driving information from a second motor vehicle, wherein the driving information relates to a third motor vehicle in the region of the second motor vehicle, a memory for storing the received driving information and a processing device for determining a movement profile of the second Motor vehicle based on the stored driving information.
  • the processing device is set up to determine a route for the first motor vehicle on the basis of a position and a target position of the first motor vehicle and the movement profile of the third motor vehicle.
  • the system can in particular be wirelessly networked with the first and the second motor vehicle.
  • the system may include an abstracted computer infrastructure known as "cloud computing.”
  • Fig. 1 shows a system 100 for route determination for a first motor vehicle 105.
  • the system 100 comprises a receiving device 120, a memory 125 and a processing device 130.
  • the receiving device 120 is configured to exchange information bidirectionally at least with the first motor vehicle 105, that is also to send out information.
  • the second motor vehicle 110 comprises a transmitting device 135 for transmitting information to the receiving device 120 of the system 100, a positioning device 140 for determining a position of the second motor vehicle 110 and a processing device 145.
  • the positioning device 140 preferably comprises a receiver for signals of a satellite navigation system such as GPS, GLONASS or Galileo.
  • the second motor vehicle 110 is configured to detect the third motor vehicle 115 in the vicinity and to determine driving information about the third motor vehicle 115.
  • the driving information preferably comprises a position of the third motor vehicle 115, which in one embodiment can be equated approximately with the position of the second motor vehicle 110, an identification of the third motor vehicle 115 and optionally further information.
  • the further information can include, for example, a measuring time, a driving direction, a driving speed of the third motor vehicle 115 or a lane information about a track of a driving route used by the motor vehicle 115.
  • different devices may be mounted on board the second motor vehicle 110.
  • a plurality of such devices are mounted, namely, a camera 150 which, alone or in conjunction with the processing device 145, provides an automatic number plate recognition of a license plate of the third motor vehicle 115 to the third motor vehicle Identify by his official number.
  • a communication device 155 is provided for wireless communication with the third motor vehicle 115, so that the third motor vehicle 115 can be identified on the basis of a unique communication identifier assigned for the communication with the second motor vehicle 110.
  • the second motor vehicle 110 scans its surroundings and identifies the third motor vehicle 115 by means of the camera 150 or the communication device 155 when it is in the area of the second motor vehicle 110. Subsequently, further driving information is optionally determined via the third motor vehicle 115 and transmitted to the receiving device 120 of the system 100 by means of the transmitting device 135.
  • the system 100 stores the received driving information via the third motor vehicle 115 in the memory 125 and assigns it, if necessary, already existing information about the third motor vehicle 115.
  • the second motor vehicle 110 transmits driving information about a plurality of third motor vehicles 115 to the system 100. It is further preferred that a plurality of second motor vehicles 110 transmit information about third motor vehicles 115 to the system 100.
  • a second motor vehicle 110 which has technical devices for detecting driving information of surrounding motor vehicles, can also be treated as a third motor vehicle 115 if it is detected by another second motor vehicle 110.
  • a second motor vehicle 110 can also transmit driving information about itself to the system 100, for example on a time or location-controlled basis.
  • a corresponding request is transmitted from the first motor vehicle 105 to the system 100.
  • the system determines, based on the received and possibly historical driving information in the memory 125, a route which is classified as advantageous for the intended driving time of the first motor vehicle 105 due to the known behavior of the drivers of the third motor vehicle 115.
  • the particular route may then return to the first motor vehicle 105 be transmitted so that the first motor vehicle 105 can drive in manual, semi-autonomous or autonomous operation to the destination.
  • FIG. 12 shows a method 200 for determining a route for the first motor vehicle 105 Fig. 1 ,
  • the steps 205 to 220 shown on the left are in particular for running on the processing device 145 on board the second motor vehicle 110 FIG. 1 , Steps 225 to 250, shown on the right, for running on the processing device 130 of the system 100 of FIG. 1 set up.
  • the method shown can also be subdivided into two independent partial methods in this sense.
  • a first step 205 the environment of the second motor vehicle 110 is scanned.
  • the third motor vehicle 115 is identified by the second motor vehicle 110, for example by means of the above-mentioned automatic number plate recognition or by means of the communication identifier for communication between the motor vehicles 110 and 115 (C2C).
  • driving information about the third motor vehicle 115 is collected in a step 215. The collected driving information is then transmitted in a step 220 from the second motor vehicle 110 to the system 100.
  • the system 100 stores the received driving information in a step 225.
  • a movement profile of the third motor vehicle can be determined in a step 230.
  • a traffic anomaly in the area of the old route can be inferred.
  • the traffic anomaly may also be determined based on motion profiles of a plurality of third vehicles 115, such as when some third vehicles 115 are slow or impossible to drive on a portion of the route they are driving or when the drivers of several third vehicles 115 are selecting their vehicles deviate from other habits.
  • a starting point and a current position and a destination of the first motor vehicle 105 are received.
  • a route section determined by the third motor vehicle 115 is then determined in a step 245 was driven.
  • Successful means that a trouble-free ride as possible for the third motor vehicle 115 was possible. If only information about disruptive routes of third motor vehicles 115 is available, it may be attempted to drive on the basis of a road map of the relevant area all route sections of third motor vehicles 115 known to be faulty. This execution takes place in a step 250.
  • the particular route can still be transmitted to the first motor vehicle 105.
  • Fig. 3 shows an exemplary traffic situation 300 at two different times.
  • second motor vehicles 110 with the identifiers A and D and third motor vehicles 115 with the identifiers B, C and E on the way.
  • the motor vehicles A to E take the marked positions, at a later time they take the positions A 'to E'.
  • A scans driving information via B and C.
  • D and E are out of range of the sensors 150, 155 of A.
  • a and B continue straight ahead.
  • C leaves the previously used road and turns right.
  • a ' On the road A 'turns E', where it is identified by A 'and his driving information is sampled.
  • C ' encounters the road D' which he is now driving, which scans further driving information via C '.
  • the driving information of B, C and E is output from A and D to the system 100 Fig. 1 transmitted and there for a later determination of a movement profile or a route for a first motor vehicle 105th

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Atmospheric Sciences (AREA)
  • Mathematical Physics (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)
EP14153639.1A 2013-04-03 2014-02-03 Réalisation de profils de mouvement Withdrawn EP2787494A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE201310205841 DE102013205841A1 (de) 2013-04-03 2013-04-03 Erstellung von Bewegungsprofilen

Publications (1)

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EP2787494A1 true EP2787494A1 (fr) 2014-10-08

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EP14153639.1A Withdrawn EP2787494A1 (fr) 2013-04-03 2014-02-03 Réalisation de profils de mouvement

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DE (1) DE102013205841A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015203192A1 (de) 2015-02-23 2016-08-25 Robert Bosch Gmbh Verkehrssteuerung
DE102016209514B4 (de) * 2016-06-01 2023-01-05 Cosmin Tudosie Verfahren zum Optimieren eines Verkehrsflusses

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19828161A1 (de) * 1998-06-24 1999-12-30 Volkswagen Ag Navigationsvorrichtung für ein Kraftfahrzeug
US20050131627A1 (en) * 2003-12-15 2005-06-16 Gary Ignatin Traffic management in a roadway travel data exchange network
DE102012001949A1 (de) * 2012-02-02 2012-08-23 Daimler Ag Kraftfahrzeugvorrichtung mit einem Verkehrsdaten-Informationssystem

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19828161A1 (de) * 1998-06-24 1999-12-30 Volkswagen Ag Navigationsvorrichtung für ein Kraftfahrzeug
US20050131627A1 (en) * 2003-12-15 2005-06-16 Gary Ignatin Traffic management in a roadway travel data exchange network
DE102012001949A1 (de) * 2012-02-02 2012-08-23 Daimler Ag Kraftfahrzeugvorrichtung mit einem Verkehrsdaten-Informationssystem

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