EP2831863B1 - Method for communicating within an ad hoc-type motor vehicle communication system, in particular a wireless motor vehicle communication system, transport infrastructure device and transport user device - Google Patents

Description

The invention relates to a method for communication within a cooperating on the type of ad-hoc, wireless, automotive communication system according to the preamble of claim 1 and a device of the traffic infrastructure according to the preamble of claim 19 and a traffic participant device according to the preamble of claim 20.

It is known that occasionally there are so-called false or ghost drivers on the road. That is, road users steer their vehicle on the roadway in the wrong direction and thus come in the lane of vehicles that are moving in the right direction. Such accidents usually happen on highways, especially on freeways, which are taken wrong or one-way streets. Lack of knowledge of local traffic management but also confusing or poor signage or simply distraction of the driver are the most common causes of driving in the wrong direction.

The resulting dangerous situation very often leads to serious and serious accidents, so that it is one of the essential tasks in traffic counts to avoid these situations or dissolve as possible without damage when such a situation occurs.

For the first approach, the signage, be it fixed or dynamic in the form of traffic management systems, is usually used. In some cases, cameras, radar or infrared detection devices are used to detect the wrong-moving vehicles and issue appropriate warnings. However, these systems are not available everywhere. Even mechanical obstacles are installed; However, these are designed in such a way that they generally solve the dangerous situation by taking property damage into account.

For the latter approach is usually given by the driving in the right direction road users, for example by fading with the vehicle headlights, the wrong-way driver signal. Since these vehicles already approach each other in this case, depending on the speed, a dangerous and harmless solution of the situation is hardly possible.

From the DE 10 2008 036 131 A1 a system is known in which a vehicle based on the, in particular from the vehicle ahead, transmitted currently present vehicle information, such as current position, direction and speed and comparison with existing maps extrapolates an assessment of existing and future dangerous situations.

From the DE 10 2010 049 721 A1 For example, a system is known which determines trajectories from messages from vehicles and, based thereon, determines future collision probabilities / dangerous situations.

The invention is therefore based on the object to provide an improved solution over the above solutions for the above-mentioned risk.

This object is based on the method according to the preamble of claim 1 by its characterizing features, and starting from the device of the traffic infrastructure according to the preamble of claim 19, by its characterizing features, but also by the traffic participant device according to the preamble of claim 20, by solved its characteristic features.

The inventive method for communication on the basis of an ad-hoc cooperating, wireless, motor vehicle communication system, wherein the communication between road users and / or between road users and traffic infrastructure, sends at least a first, a first road users associated, radio transmitter and radio receiving device at least a first message to at least a second located in the radio coverage area of the first radio transmitting and receiving device second, a second road user or a device of the traffic infrastructure associated, second radio transmitting and receiving device. In this case, the sending of the first message takes place such that on the basis of the received first message a first direction of a change in position of the first road user is determined. On the basis of first messages, according to the invention, furthermore, a history of detected directions is formed and a correlation between the first direction and the history of directions is determined. On the basis of the correlation, a decision is made on the existence of a dangerous situation, wherein in the event that the decision results in a dangerous situation, by means of the second radio transmitting and receiving device, a second message to the first radio transmitting and receiving device is transmitted.

By means of this method according to the invention, it is possible for wrong-hand drivers to be automated by other road users and / or facilities of the traffic infrastructure and thus signal driving in a reversed direction at a very early point in time and / or even measures for the elimination of the danger can be automatically initiated. In this case, it is not necessary, thanks to the invention, to have previously stored information about the intended direction to the current location of the event, since the determination of the history of directions results in a probability for the correct direction. The devices according to the invention, whether mobile or stationary, can thereby be installed at any location without adaptation with regard to the location data for this purpose. The degree of correlation between the determined position of the first road user and history in an inventive manner, in turn, reflects the probability of a possibly misaligned position change of the vehicle again. In the case of driving in the opposite direction, which will usually be the most common type of wrong driving on roads, for example, the measure of correlation will go to zero. But even if a vehicle leaves the road, this can be determined by suitable evaluation algorithms, so that this can also be recognized as possible dangerous situations.

In an advantageous embodiment of the invention, the transmission of the first message is at least temporarily repeated periodically. This has, among other things, the advantage that the evaluation for determining the change in position becomes more reliable. The decision as to whether a dangerous situation occurs can thus be made more reliably since not every short-term movement in the wrong direction must actually be the driver's intended direction of travel.

Preferably, the period of the period is set, so that the implemented algorithm according to the invention provides the same results everywhere. A value which is generally well suited for evaluation and reliability is around 100 ms.

If the receiver of the first message, ie the second radio transmitting and receiving device, assigned to the transport infrastructure, it is advantageous if the decision is formed at least on the basis that a value is determined for the time since the last first message and / or since the beginning of the collection of first messages has elapsed. Furthermore, it is determined whether a history can be formed and / or if there is a correlation and in the event that the value exceeds a period and no history can be formed or in the event that there is no correlation, the decision is made that a hazardous situation is present. With this development, in particular the case that the receiver is housed in a stationary facility of the transport infrastructure, is taken into account. In this case, it may happen that this device is in a place where hardly a road user operates, so that no or for a very long time no first messages are received. So here no history can be formed, as it possibly has never been the first news. It may also be that the receipt of a first message has been so long ago that traffic management has changed in the meantime. Thus, there is no or no reliable information from the correlation.

It can still be a trip in the wrong direction. The time reference is now advantageous because one can also give a warning as a precaution, even though there is a correlation. This also makes a warning possible if no history can be generated, since it is the first time of the first messages, so that no statement can be made about how the road users usually drive on the route concerned. In addition, this development course allows the usual case of detection, namely, that a history can be formed and the evaluation shows that there is no correlation and thus the first road user is very likely to go in the wrong direction.

Alternatively or additionally, it is advantageous if the decision is formed at least on the basis that it is determined whether a history can be formed and / or whether there is no correlation. This development is particularly suitable when the second radio transmitting and receiving device is assigned to a second road user, because then it will be assumed that this road user constantly gets first messages due to its mobility and thus the verification of time is whether It is the very first first message, not required, as always a history is formed.

A time limit in the history determination, in which, for example, by a start event always a reset, but this training can be supplemented especially for the implementation by a second road user but advantageous.

This would also be advantageously developed if these start events are triggered by facilities of the infrastructure, in particular by messages. For example, when driving on a highway, so that the system is now known that the history now formed following this route is crucial.

The first message preferably contains a first information item that represents the direction of travel, position and / or speed of the first traffic participant. As a result, the direction can be determined either directly or indirectly.

It is also advantageous if the second message contains a second information triggering a warning. As a result, a recipient is given the opportunity to initiate procedures that are necessary or suitable for resolving the dangerous situation.

The invention may also be developed in such a way that the radio transmitting and receiving devices for data transmission according to a dedicated short-distance radio communication standard, in particular the so-called Dedicated Short Range Communication, "DSRC", operated. Such short-range radio standards are particularly suitable for communication between vehicles and other mobile road users and, through standardization, ensure that the interaction also works. In particular, integrated with the WLAN standard 802.11 and its derivatives, such as 802.11a / b / e / g / n / p, this works very well.

If the radio transmission and radio reception devices according to the invention are to be operated in Europe, it is advantageous if they are operated for data transmission in accordance with the so-called wireless access in vehicle environments, "WAVE", standard or derivatives thereof.

A defined radio interface of the radio transmitting and receiving devices is obtained when the radio transmitting and receiving devices for data transmission are at least partially operated according to standards IEEE 1609.4 and / or ETSI Intelligent Transportation Systems, ITS "or its derivatives.

A wide distribution and / or penetration brings the development in which the radio transmitting and receiving devices for a data transmission at least partially according to standards IEEE 802.11 or its derivatives, in particular the IEEE 802.11p operated, since now any portable entertainment device As mobile phone, PDA, such a wireless interface has, so that without major changes, these devices can be used for traffic-related communication among road users. Very reliable in fast-moving objects such as motorized vehicles is the training using the IEEE 802.11p derivative.

It is also conceivable that the radio transmitting and receiving devices or the associated method, the communication with road users at least partially in accordance with a mobile standard, such as the GSM, UMTS or derivatives thereof, performs. This is particularly advantageous for better penetration and detection, since pedestrians and cyclists, who are in possession of a mobile device (mobile phones), as already indicated, can also be integrated into the communication as road users, thus forming a more comprehensive overall picture of the traffic can.

Further penetration is achieved if the radio transceivers are further developed to communicate with road users at least in part according to the European standard ETSI TC ITS, the American so-called "Vehicle Safety Communications Program, VSC" or Japanese " Advanced Vehicle Safety Program, AVS "operated. As a result, the device according to the invention can be used in various parts of the world.

This is advantageously supplemented or it also offers the alternative of further developing the radio transmitting and receiving devices used in accordance with the method in such a way that they are at least partially in accordance with the ISO standard "continuous-air long and medium range" for communication with road users. CALM, to be operated. Thus, the device is not only usable worldwide, but also without any changes or national adjustments, which is the mobility thoughts of vehicles appropriate.

The invention also relates to a device of the traffic infrastructure for communication on the basis of an ad-hoc cooperating, wireless, automotive communication system, the communication between road users with each other and / or between road users and traffic infrastructure, wherein it is for receiving at least one of a first , a first traffic participant assigned, radio transmission and radio receiving device sent first message has a second in the radio coverage area of the first radio transmitting and receiving device and with means for determining a first direction of a change in position of the first road user based on the first Message, having means for forming a history of determined directions based on first messages, comprising means for determining a correlation between the first direction and the history of directions t is. Further comprising means for making a decision on the existence of a hazard situation on the basis of the correlation, with means for forming a second message in the event that the decision results in a hazardous situation, for transmission by the second radio transmitting and receiving device to the first Radio transmitting and receiving device, is configured.

The invention further relates to a road user device for communication on the basis of an ad-hoc cooperating, wireless, automotive communication system, the communication between road users with each other and / or between road users and traffic infrastructure, where it is for sending at least a first message by means of a their associated first radio transmitting and receiving device is capable of a second, a second road user or a device of the traffic infrastructure in the radio coverage area of the first radio transmitting and receiving device, the sending of the first message is such that on the basis of the received first message, a first direction a change in position of the first road user is determined. Furthermore, it has means for receiving a second message transmitted in the case of a decision and means for carrying out a procedure relating to the dangerous situation.

These apparatuses according to the invention allow the implementation of the method according to the invention and thus an increase in the exploitation of the advantages of the method according to the invention in favor of traffic safety.

Further developments of these arrangements are "mutatis mutandis" from the developments of the method, which thus also "mutatis mutandis" have the same advantages as the corresponding method further education, each with the additional advantage that they contribute to the realization of the objective advantage.

Figur 1a-d

schematisch die Situation von Verkehrsteilnehmern in einem mobilen ad-hoc Netz, und die

Figur 2

ein Ablaufdiagramm eines Ausführungsbeispiels des erfindungsgemäßen Verfahrens aus der Sicht einer stationären Einrichtung der Verkehrsinfrastrukur.

The invention will be explained in more detail by way of example with reference to two figures, in which shows

Figure 1a-d

schematically the situation of road users in a mobile ad hoc network, and the

FIG. 2

a flowchart of an embodiment of the method according to the invention from the perspective of a stationary device of the traffic infrastructure.

In FIG. 1 is as an embodiment of the invention schematically the history formation, see Figure 1b, which is stored to objects LANE1, LANE2 and LANE3, see Figures 1c and 1d, based on directions of road users lead, shown, who have traveled on an earlier date the roads shown represented.

In the exemplary embodiment, radio transmission and radio reception devices are used for communication within an ad hoc wirelessly cooperating motor vehicle communication system for the communication between road users with one another. Ad hoc interacting means so-called ad-hoc networks, that is essentially self-organizing networks formed or operated spontaneously by direct communication of the participating network nodes. These are usually formed when, as shown in the figure, the radio coverage areas (shown schematically as ellipses) of the communication partners overlap in a suitable manner.

In road traffic, this communication usually includes motor vehicles, so it is also borrowed from English called "car to car" (C2C) communication. However, this communication also includes the communication to the traffic infrastructure, which are formed for example by so-called "roadside units" RSU, such as traffic lights, base stations for switching the communication or dissemination of information to connected to the traffic light information networks or controlling traffic centers , This communication is - also borrowed from English - called "car to infrastructure" (C2I). Since motor vehicles are not the only road users but bicycles and pedestrians are also involved, this communication also includes the exchange of data between radio transmission and reception devices operated by them and the radio transmission operated by motor vehicles and radio reception equipment. There is no term or acronym borrowed from English for this, but they fall under the notion of "car to X" technology or communication (C2X) known for generalizing this type of communication.

In this case, this type of communication is to be distinguished from the known mobile radio communication, since the former is usually automated, that is predominantly without initiation or required actions of the user and serves the purpose of collecting and exchanging traffic-relevant data, so that ideally on all possible traffic situations can be reacted appropriately, for example by warnings of the user or automated reactions of the motor vehicle.

For the inventive collection of data and especially their replacement, it is provided according to the embodiment that each motor vehicle sends a cyclic message at a distance of 100ms, which may contain information on speed, direction and position. The transmission of standard cyclic messages, also known as "beacons", known in such systems can alternatively or additionally be used as the message according to the invention by the receiver for determining a history.

In order to avoid a dangerous situation in which road users drive in the wrong direction, as shown in FIG. 1a, the history is taken from the individual trajectories recorded over time (see arrows in subfigure 1b), which then ultimately determines the correct direction LANE1, LANE2 and LANE3 (thick arrows in subfigure 1c and 1d) on the streets.

If at a later time a fifth road user 5 drives in the opposite direction, ie in the wrong direction, ie in the opposite direction to a first road user 1, a second road user 2, a third road user 3 and a fourth road user 4 (FIG. 1 d), this becomes According to the invention, the first message which the fifth road user transmits periodically (cyclically) to the road side unit RSU detects, in the direction determined by the first message, the direction determined by the history as probably the correct direction LANE3 is examined for correlation and it is found that due to the completely opposite direction of the fifth road user 5, the value of the correlation is substantially zero.

Following this, the road side unit RSU sends a message to the fifth road user 5, which triggers a procedure in the vehicle, which is intended to resolve the dangerous situation. This can be an acoustic announcement, the content of which is a warning, alternatively or additionally an insertion of a warning. Furthermore, it may alternatively or additionally also be an intervention in the control of the vehicle. It is also conceivable that the message has the other road users 1 ... 4 as - further - target, so that the driver will be warned automatically about the ghost driver in a similar way as the fifth road users. Even with these vehicles, it is conceivable that in addition or alternatively, the vehicle control is actively intervened.

Thus, the invention offers a self-learning system, which can dispense with a configuration in terms of the topology of the detected region. Thus also a very (cost) favorable system represents. All participating vehicles can thus be forewarned in a very short time or the procedures mentioned in a very short time be triggered. For this purpose, it is only necessary to design the Road Side Units RSU after installation with the self-learning procedure according to the invention.

Alternatively or additionally, according to the invention, road users can also assume the role of the road side unit RSU in order thus to achieve increased flexibility and coverage for the use of the invention.

In FIG. 2 is from the perspective of a stationary device of the traffic infrastructure RSU the flow of the invention Process illustrated in the context of an embodiment.

In this case, from a first step S1, in which the stationary device of the traffic infrastructure (Road Side Unit) RSU is brought into a state "detection", the road side unit RSU for autonomous detection of the valid traffic directions according to the invention by evaluating the incoming first messages.

For this purpose, upon arrival of such a message, the road side unit RSU in a second step S2, in a third step S3, an evaluation of the first message with respect to information from the direction of travel, which can either be taken directly or in a procedure from the contained Data itself is determined. For example, it is conceivable that, due to the periodic transmission of the first message, only the current position of the vehicle emitting the message is determined in each case and the direction is determined by the change in position.

If the direction is then fixed, the roadside unit RSU can perform a comparison with the history of the directions formed by the directions determined in the past in a third step S4 in such a way that it is determined to what extent a correlation exists between the two.

In a fifth step S5 it is then checked whether it can be concluded from this that there is a danger or not. If there is no danger, then in a sixth step, the current direction can be used to update the history, the road side unit RSU return to the initial state.

If, on the other hand, there is a danger, a warning message is sent in a seventh step.

The invention is not limited to the figures and examples shown, but encompasses all embodiments which include the inventive idea defined by the claims and achieve equivalent effect.

Claims (20)

1. Method for communicating on the basis of an ad hoc-type, wireless motor vehicle communication system, wherein transport users communicate with one another and/or transport users and the transport infrastructure communicate, characterized in that

   a) at least one first radio transmission and radio reception device associated with a first transport user transmits at least one first message to at least one second radio transmission and radio reception device which is in the radio supply area of the first radio transmission and radio reception device and is associated with a second transport user or a transport infrastructure device,

   b) the first message is transmitted in such a manner that a first direction of a position change of the first transport user is determined on the basis of the received first message,

   c) a history of determined directions is formed on the basis of the at least first message,

   d) a correlation between the first direction and the history of directions is determined,

   e) a decision on the presence of a hazardous situation is made on the basis of the correlation,

   f) if the correlation value is essentially zero and the decision reveals a hazardous situation, the second radio transmission and radio reception devices are used to transmit a second message to the first radio transmission and radio reception device.
2. Method according to the preceding claim, characterized in that the first message is at least occasionally transmitted in a periodically repeated manner.
3. Method according to the preceding claim, characterized in that the duration of the period is set to 100 ms, in particular.
4. Method according to one of the preceding claims, characterized in that, if the second radio transmission and radio reception device is associated with the transport infrastructure, the decision is formed at least on the basis of the fact that

   a) a value is determined for the time which has elapsed since the last first message and/or since the beginning of the recording of first messages,

   b) it is determined whether a history can be formed and/or whether there is a correlation,

   c) if the value exceeds a period of time and a history cannot be formed or if there is no correlation, the decision is made that there is a hazardous situation.
5. Method according to one of the preceding claims, characterized in that the decision is formed at least on the basis of the fact that it is determined whether a history can be formed and/or whether there is no correlation.
6. Method according to one of the preceding claims, characterized in that the first message contains a first item of information representing the direction of travel, position and/or speed of the first transport user.
7. Method according to one of the preceding claims, characterized in that the second message contains a second item of information which triggers a warning.
8. Method according to one of the preceding claims, characterized in that data transmission is carried out according to a dedicated short-range radio communication standard, in particular so-called dedicated short range communication, "DSRC".
9. Method according to one of the preceding claims, characterized in that data transmission is carried out according to the so-called wireless access in vehicular environments, "WAVE", standard or derivatives thereof.
10. Method according to one of the preceding claims, characterized in that data transmission is at least partially carried out according to IEEE 1609.4 and/or ETSI intelligent transportation systems, ITS, standards or the derivatives thereof.
11. Method according to one of the preceding claims, characterized in that data transmission is at least partially carried out according to IEEE 802.11 standards or the derivatives thereof, in particular IEEE 802.11p.
12. Method according to one of the preceding claims, characterized in that higher-priority first data transmission, in particular safety-relevant data transmission, is formed according to IEEE 802.11e or IEEE 802.11p.
13. Method according to one of the preceding claims, characterized in that lower-priority second data transmission, in particular user-specific data transmission, is formed according to IEEE 802.11 a/b/g.
14. Method according to one of the preceding claims, in which, if the second threshold value is undershot by the second value, the frequency with which temporally successive messages are emitted is set to the third value.
15. Method according to one of the preceding claims, in which, if the first threshold value is undershot by the second value, the frequency with which temporally successive messages are emitted is set to a fifth value.
16. Method according to one of the preceding claims, in which communication with transport users is at least partially carried out according to a mobile radio standard such as GSM, UMTS or derivatives thereof.
17. Method according to one of the preceding claims, in which communication with transport users is at least partially carried out according to the European standard ETSI TC ITS, the American so-called "vehicle safety communications program, VSC" or the Japanese "advanced vehicle safety program, AVS".
18. Method according to one of the preceding claims, in which communication with transport users is at least partially carried out according to the ISO standard "continuous-air long and medium range", CALM.
19. Transport infrastructure device for communicating on the basis of an ad hoc-type, wireless motor vehicle communication system, wherein transport users communicate with one another and/or transport users and the transport infrastructure communicate, characterized in that

    a) it is configured in such a manner that, in order to receive at least one first message transmitted by a first radio transmission and radio reception device associated with a first transport user, it has a second radio transmission/radio reception device in the radio supply area of the first radio transmission and radio reception device,

    b) it is configured with means for determining a first direction of a position change of the first transport user on the basis of the first message,

    c) it is configured with means for forming a history of determined directions on the basis of the at least first message,

    d) it is configured with means for determining a correlation between the first direction and the history of directions,

    e) it is configured with means for making a decision on the presence of a hazardous situation on the basis of the correlation,

    f) it is configured with means for forming a second message for transmission to the first radio transmission and radio reception device by the second radio transmission and radio reception devices if the correlation value is essentially zero and the decision reveals a hazardous situation.
20. Transport user device for communicating on the basis of an ad hoc-type, wireless motor vehicle communication system, wherein transport users communicate with one another and/or transport users and the transport infrastructure communicate, characterized in that it is configured in such a manner that

    a) it is able to use a first radio transmission and radio reception device associated with it to transmit at least one first message to a second radio transmission/radio reception device which is in the radio supply area of the first radio transmission and radio reception device and is associated with a second transport user or a transport infrastructure device,

    b) the first message is transmitted in such a manner that a first direction of a position change of the first transport user is determined on the basis of the received first message,

    c) it is configured with means for receiving a second message transmitted in the event of a decision,

    it is configured with means for carrying out a procedure based on the hazardous situation, the decision being made if the correlation value is essentially zero.

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