EP2983151A2 - Concept for identifying a wrong turn - Google Patents

Abstract

The invention relates to a method for detecting a driving situation as a wrong drive, the driving situation relating to the retraction of a vehicle (16) in a street (10) with prescribed direction, along an access road (12) via a possibly formed as a junction node (14). The method comprises: Determining a travel curve (18) formed by a course of the approach (12) or a course of a travel path of the vehicle (16); Recognizing that the vehicle (16) is in an area of a junction for evaluating a node condition; Identifying a course or orientation of the travel curve (18) to evaluate a shape condition; and Recognizing the driving situation as a wrong-way drive, if the node condition and the form condition are fulfilled. Recognition procedures are automatic and reliable and associated with high detection rates. The method is executable on a smartphone available as a mass product, whereby the initial and operating costs are low. Thus, the invention solves the problem of providing a concept for detecting and avoiding wrong trips, which can be implemented with less effort and also has improved effectiveness and efficiency.

Description

Field of the invention

The invention relates to a concept for detecting a wrong-way drive. The concept comprises a method and an assistance system for detecting the wrong-way travel of a vehicle when entering a road with the prescribed direction of travel, in particular a motorway or one-way street, preferably for preventing wrong-way travel.

Background of the invention

A wrong-way driver, also known as a "ghost rider" driving on a street with a prescribed direction of travel, for example, a motorway, contrary to the permissible direction of travel, represents a serious threat: for themselves and for those motorists who are traveling in the permitted direction and drive towards the wrong-way driver. The ordinary driver can unintentionally become a wrong-way driver, for example because of fatigue, confusion, the influence of drugs, poor visibility or confusing traffic routing, or even deliberately, for example in suicidal intent. Ghost driving often leads to serious or even fatal accidents.

Many concepts are known for detecting and preventing wrong driving. The best known and most frequently implemented in practice is the broadcasting of a broadcast message informing about the wrong-way driver. The disadvantage here is that the broadcast message can be broadcast only with time delay and thus the target group, if this ever has a car radio or has turned on, often too late or not reached.

Concepts are known, for example DE 299 17 764 U1 . DE 299 15 718 U1 , or WO 2012000651 A1 that require complex arrangements on the motorway ramps, by means of which the direction of travel of vehicles is detected, to detect wrong driving.

Furthermore, concepts are known, for example EP 1347 425 B1 or DE 10 2012 220138 A1 , the supplemented or very detailed digital maps require, in conjunction with a high-resolution location system, a determination of the lane on which a vehicle is traveling and thus enable the detection of a wrong-way.

• "Fahrbahn-Krallen" im Asphalt von Autobahnauffahrten, welche die Reifen von Falschfahrern beschädigen und sie an der Weiterfahrt hindern,
• auffällige "Autobahn-Beschilderungen", die Falschfahrer aufrütteln, wie etwa elektronische Warntafeln, Blinklichter oder neonfarbene Schilder,
• ein "Car-to-Car-System", wobei Fahrzeuge und Verkehrsleitsysteme miteinander drahtlos vernetzt werden, zum Austausch von Informationen, oder
• ein "Ghost Rider Information System", wobei das Radarsignal eines mit einem Radar ausgestatteten Falschfahrers bereits an der Autobahnauffahrt erfasst und eine entsprechende Information an Polizei und Verkehrsredaktionen der Radiosender gesendet wird.

In public discussion, there are other approaches, such as:

• "Road claws" in the tarmac of motorway ramps, which damage the tires of wrong-handers and prevent them from continuing,
• eye-catching "highway signage" that rouse wrong-handers, such as electronic warning signs, flashing lights or neon signs,
• a "car-to-car system" whereby vehicles and traffic management systems are networked with each other wirelessly, for exchanging information, or
• a "Ghost Rider Information System", wherein the radar signal of a equipped with a radar wrong driver already detected at the highway entrance and a corresponding information is sent to police and traffic offices of radio stations.

A disadvantage of the known concepts is that with a conversion of freeways or motorway signage, or an introduction of a new communication system, or a modification of an existing public system, such as a geo system or navigation system, high initial costs and thus high entry barriers for the implementation of Concepts go hand in hand.

General description of the invention

The invention has for its object to provide a concept for detecting and avoiding wrong trips that can be implemented with less effort and also has improved effectiveness and efficiency.

This object is solved by the subject matter of the independent claims. Advantageous embodiments and further developments are specified in the dependent claims. The features of the developments may, as far as technically feasible, be combined with each other and with the independent claims.

In the following, terms are defined which have a special meaning in the present document.

The OR operation is considered a non-exclusive disjunction. Accordingly, the link "A or B" expresses that at least one of the statements A, B involved is true; the OR link can thus comprise an AND link.

The term "on" / "an", for example "a measured value" / "a position information", designates a measured value / position information with regard to the quantity i) or ii) at least one measured value / position information. The quantity "on" includes the amount "at least one". However, if the term "at least one" is nevertheless used explicitly, a subsequent use of "a" means no departure from the stated principle that "a" is to be understood as "at least one".

1. a) einstellbar oder auswählbar ist, oder
2. b) gespeichert und damit abrufbar ist, oder abgefragt werden kann,

wodurch sie als bekannt angesehen werden kann.The term "predetermined" means that a quantity designated as predetermined, for example a predetermined value or a predetermined gradient pattern, is presented, preferably by an operator, or a method, or a device, and thereby

1. a) is adjustable or selectable, or
2. b) stored and thus retrievable, or can be queried,

which makes it known.

The term "in the area", "in the vicinity" or "near" a location on a driveway indicates an area of the driveway that comprises i) the location or ii) sections of the driveway on both sides of the location, wherein the sections have small lengths, which are preferably smaller than a predetermined threshold value. In this case, the location can be, for example, a node, a transition point or another location.

The term "right" or "left" describes an assignment of one of two vertically separated sides from the perspective of a driver oriented in the direction of travel of a vehicle.

"Node" is understood to mean a location in which two or possibly several traffic routes intersect, the following traffic situations being possible: i) the traffic flow of one traffic route leads into the traffic flow of another traffic route, or ii) the traffic flows of the respective traffic routes run independently of one another ,

One aspect of the invention relates to a method for detecting a driving situation as a wrong-way drive, that is to say a discrimination method for discriminating a wrong-way drive. The driving situation may relate to the entry of a vehicle into a road with a prescribed direction of travel, for example a motorway or a one-way street, along an access road via a junction which may be formed as a connection point; Access to the road or traffic flow from the access road into the traffic flow of the road can be via the junction.

1. a) Ermitteln einer, durch einen Verlauf der Zufahrt oder einen Fahrpfad des Fahrzeugs gebildeten, Fahrkurve;
2. b) Erkennen, dass das Fahrzeug in einem Bereich einer Anschlussstelle ist, zum Evaluieren einer Knotenpunktbedingung;
3. c) Identifizieren eines Verlaufs oder einer Ausrichtung der Fahrkurve, zum Evaluieren einer Formbedingung; und
4. d) Erkennen der Fahrsituation als Falschfahrt, wenn die Knotenpunktbedingung und die Formbedingung erfüllt sind.

The discrimination process may include the following steps:

1. a) determining a, formed by a course of the driveway or a driving path of the vehicle, driving curve;
2. b) recognizing that the vehicle is in an area of a junction to evaluate a node condition;
3. c) identifying a course or orientation of the travel curve to evaluate a shape condition; and
4. d) Recognizing the driving situation as a wrong drive, if the nodal condition and the form condition are met.

Preferably, the data used to execute steps b), c) relate, in whole or in part, to i) a common area of the lane traveled by the vehicle, or ii) a common data collection period. This is advantageous in terms of reliability or reproducibility of the results over use of data relating to steps b), c) disjoint areas (lane or time). In this case, "partially" may mean a proportion of more than 60% or 80%, optionally more than 20% or 40%; "whole" means 100%.

The node condition may be considered satisfied when the vehicle is detected in a region of a junction (detected). The shape condition may be considered satisfied if a gradient or orientation of the driveway is identified (identified).

The course of an access road, including the roadway in a region of the node, or the course of a travel path of the vehicle, where the travel path can be understood as a path or track traveled by the vehicle, forms a travel curve and can be referred to as a "curve". known one-dimensional mathematical object lying in a 2D plane (planar curve) or a 3D space (space curve); The determined travel curve can be represented by such a curve. Preferably, the driving curve characterizes a cornering of the vehicle. The curve may have features whose recognition causes the form condition to be satisfied.

Preferably, spatial information is provided or determined comprising i) geographic information relating to an environment of the vehicle, preferably the road, the access road and the node, or ii) position information relating to a position of the vehicle, preferably with respect to the surroundings of the vehicle. In particular, the geographic information comprises i) topographical information identifying a topographical area around the vehicle and preferably including access, road or node data, such as a digital map or road map representing a road or access route, or ii ) optical information representing an optically detectable area around the vehicle or a vehicle environment.

The recognition that the vehicle is in an area of a junction, or identifying a course or an orientation of the driveway, can be carried out in particular by an assistance system, by means of the room information, or optionally by the driver himself, based on his perception of the vehicle environment.

• die topographische Information kann Teil eines, eine Straßenkarte umfassenden, Geosystems oder Navigationssystems sein oder in Form eines Datensatzes von einem Kommunikationssystem übertragen werden,
• die optische Information kann mittels eines optischen Sensors oder eines Video-Systems ermittelt werden, und
• die Positionsinformation kann mittels eines Ortungssystems oder mittels Fahrzeug-Messungen ermittelt oder bereitgestellt werden.

Preferably, the space information may be provided as follows:

• the topographical information may be part of a geo-system, navigation system comprising a road map, or may be transmitted in the form of a dataset from a communication system,
• the optical information can be determined by means of an optical sensor or a video system, and
• the position information can be determined or provided by means of a location system or by means of vehicle measurements.

In principle, the concept of the invention can be implemented without the use of optical information, that is to say without using images or video recordings of the vehicle environment.
In particular, a travel curve or a node can be recognized, or the node condition or shape condition can be evaluated without using optical information.
Optionally, the steps of the method based on processing the optical information may be performed by image analysis or pattern recognition.

• Ein Raumdarstellungsmittel zum Bereitstellen einer Rauminformation umfassend i) eine Geoinformation betreffend eine Umgebung des Fahrzeugs, vorzugsweise einen Verlauf der Zufahrt oder Straße, oder ii) eine Positionsinformation betreffend eine Position des Fahrzeugs.
• Eine mit dem Raumdarstellungsmittel verbundene Recheneinheit.

Another aspect of the invention relates to an assistance system for a vehicle for detecting a driving situation as a wrong-way drive. The driving situation may relate to the entry of a vehicle into a road with a prescribed direction of travel, for example a motorway or a one-way street, along an access road via a junction which may be formed as a connection point. Via the junction, access to the road or a traffic flow of the access road into a traffic flow of the road may take place. The assistance system can include the following components:

• A space display means for providing room information comprising i) geographic information relating to an environment of the vehicle, preferably a course of the driveway or road, or ii) position information relating to a position of the vehicle.
• A computation unit connected to the space presentation means.

• eine Knotenpunktbedingung und eine Formbedingung mittels der Rauminformation zu evaluieren, und
• eine Fahrsituation als Falschfahrt zu erkennen oder zu diskriminieren, wenn die Knotenpunktbedingung und die Formbedingung erfüllt sind.

Die Formbedingung kann als erfüllt gelten, wenn ein Verlauf oder eine Ausrichtung einer Fahrkurve identifiziert wird. Die Knotenpunktbedingung kann als erfüllt gelten, wenn erkannt wird, dass das Fahrzeug in einem Bereich einer Anschlussstelle ist.The arithmetic unit can be designed to

• to evaluate a node condition and a shape condition by the space information, and
• recognize or discriminate a driving situation as a wrong drive when the node condition and the shape condition are satisfied.

The shape condition can be considered satisfied when a course or orientation of a travel curve is identified. The node condition may be considered satisfied if it is detected that the vehicle is in an area of a junction.

Preferably, the assistance system may comprise an execution means for carrying out a measure to assist the driver if the driving situation is recognized as a wrong-way drive. The means may comprise, for example, an optical display or a loudspeaker by means of which information or warning is transmitted to the driver. The means may optionally be designed to perform an active intervention in the movement sequence of the vehicle, such as a braking operation.

Advantageously, the assistance system can be implemented in a smartphone. By default, the smartphone can already include the components of the assistance system, for example the arithmetic unit, a location system for determining the position information, a navigation system for providing a digital map or road map, or a mobile radio communication unit for providing or transmitting topographical information or position information.

By "topographical information" is meant a topographical area represented by three dimensional (3D) data, including at least the access road, the road and the intervening node. Terms associated with the topographic information, such as driveway, hub, or course of a driveway, may refer to data that is part of a digital map or a cell-phone transmitted dataset.

"Position" may be understood as a location position of the vehicle related to a topographical location or point represented by 3D location data, which position may be an absolute or relative magnitude. The position may be defined as a topographical location or as a distance indication along a travel path.

"Road with prescribed direction of travel" can be understood to mean a travel path with i) a driving stiff, or ii) two driving struts separated by a central stripe, wherein a uniform, prescribed driving direction applies to each driving strut and the median stripe is not passable or passable by the vehicles. The median strip can be designed, for example, as a road boundary, separating strip, protective barrier, center plank or green strip. A road with a prescribed direction of travel may be, in particular, a motorway or motorway-like federal highway, expressway, one-way street, road bridge or a road tunnel.

"Access" or "road" can be understood to mean a road accessible to public traffic on which vehicles can drive. If the driveway is connected to the road via a junction, the driveway joins the road and the traffic flow of the driveway overflows or flows into the traffic flow of the road, or the flow of traffic flows into the road Traffic flow of the driveway. A driveway may be a driveway into the road or an exit from the road, and may thus lead a traffic flow to the road or lead away from the road. "Access" can therefore be regarded as a generic term for "driveway" and "exit". In the present case, the terms "track" and "roadway" are equivalent.

"Junction" can be understood as a junction that connects the driveways "road" and "driveway" and the corresponding traffic flows, ie a structural system that serves to connect two or more driveways. The connection point can also be designed as a ramp or connection ramp between two roads or comprise a connection ramp. Preferably, the node can have at least one connection point feature that identifies it as a connection point and different from a node that is not a junction, but preferably an intersection, for example, i) the traffic flow is regulated by means of traffic signs (stop or right of way signs) or a traffic light or (ii) the access road forms an overpass or underpass to the road.

A "junction" or a "junction" may include the junction of the connection ramp in the highway, so the immediate route area before the entrance to the highway. In the present concept, an evaluation of the criteria decisive for a wrong-way journey before a crossing between a highway and motorway connection ramp, ie before entering the connection ramp, would be irrelevant. In particular, an intersection of a federal highway with a connecting ramp between the federal highway and the highway is not considered as a "junction" or "junction".

• der Rauminformation umfassend eine topographische oder optische Information, wodurch ein Verlauf der Zufahrt oder der Straße ermittelbar ist, oder
• einer mittels der Positionsinformation oder einer Messung in oder an dem Fahrzeug ermittelten Wertereihe, wodurch ein Verlauf des Fahrpfads des Fahrzeugs ermittelbar ist.

Die Fahrkurve kann insbesondere auf Basis des ermittelten Verlaufs bereitgestellt werden.Preferably, the determination of the travel curve can be carried out by an evaluation

• the spatial information comprising a topographic or optical information, whereby a course of the access road or the road can be determined, or
• a value series determined by means of the position information or a measurement in or on the vehicle, whereby a course of the travel path of the vehicle can be determined.

The travel curve can be provided in particular on the basis of the determined course.

The recognition that the vehicle is in an area of a connection point can be carried out as follows: on the one hand, it is recognized that the node is a connection point, by means of a recognition or identification of connection point features; on the other hand, it is recognized that the vehicle is in an area of the node, based preferably on an analysis of the structure or geometry of the driveway or roads in the vicinity of the vehicle, identifying features of a node, for example by means of a check whether roads merge into each other or themselves intersect, or whether a distance of the vehicle to the node a predetermined Threshold falls below. The structure or geometry may be characterized at the node by shape features, such as a gradient pattern of the travel curve, or inclination angle of the routes to each other. The analysis can be performed by recognizing the shape features or pattern recognition.

The evaluation of the node condition may be based on a hub formed as a port having features that enable detection of whether the hub is a port. Thus, a determination is possible that (or whether) the vehicle is in the area of a junction. The obtained recognition rate, which is a measure of how often or how well a position of the vehicle is correctly recognized in the area of a junction, is high.

In a region of a node, a travel curve may be characterized by its curvature having a negative or positive value, whereby the travel curve has a right-hand curvature or left-hand curvature. The curve curvature can preferably be regarded as a second derivative of the travel curve according to a curve parameter. The curvature also has an amount associated with a radius of the travel curve, with a small radius indicating a highly curved and a large radius indicating an approximately straight course of the curve.

If the travel curve is considered a 2D object, the right-hand curvature of the travel curve corresponds to a negative value of the second derivative of the travel curve at the transition point at which the access road merges into the road. In this case, the more pronounced the curvature, the greater the magnitude or absolute value of the second derivative; at a small amount of the second derivative, the trajectory has an approximately straight course. A right turn may be present when the second derivative of the travel curve at the transition point has a negative value with an amount greater than a predetermined threshold. Correspondingly, a left-hand bend can be present when the second derivative of the travel curve at the transition point has a positive value with an amount greater than the predetermined threshold value. The characteristic of the curve can also be expressed by a curve radius: the smaller the curve radius at the transition point, the more pronounced the curve is.

A curve may have a slope; in an approximately straight curve (curve curvature to zero, radius of curvature to infinity) is about the inclination of a trained as a straight first curve against another straight line. For example, in a first curve with a limited curve radius, which represents, for example, a travel curve and which intersects a second curve, which represents, for example, a road, at an intersection, it concerns the inclination of a curve tangent at the intersection with respect to a tangent of the second curve at the intersection. Preferably, the inclination of the travel curve can be determined by means of a curve-related variable; the curve-related quantity may indicate a travel curve, which is a turning of the vehicle or a course of the driveway or road in an area of the node.

An analysis of the driving curve can be carried out by means of an evaluation of the geometry of the driveway or road, in particular in an area of the nodal point. The travel curve may be characterized at the node by shape features, such as a gradient pattern, an orientation (left or right curvature), or an inclination. The identification of the course of the travel curve can be carried out by recognizing the shape characteristics or pattern recognition, wherein the identification of a determined feature or a history pattern can be regarded as recognizing a match between the determined feature and a predetermined feature. Preferably, identifying the course of the travel curve may involve a query as to whether a determined course is similar or similar to a predetermined course pattern. Based on the detected features, the evaluation of the molding condition can be performed. The achieved recognition rate, which is a measure of how often or how well the shape features are correctly recognized and the course or orientation of the travel curve is correctly identified, is high.

• für die Knotenpunktbedingung, zum Erkennen, dass das Fahrzeug in einem Bereich einer Anschlussstelle ist, und
• für die Formbedingung, zum Identifizieren eines Verlaufs oder einer Ausrichtung der Fahrkurve,

sind sehr zuverlässig und mit hohen Erkennungsquoten verbunden. Zudem ist das Assistenzsystem auf einem als Massenprodukt verfügbaren Standardgerät, beispielsweise einem Smartphone implementierbar, wodurch die Initial- und Betriebskosten gering sind. Damit ist vorteilhafter Weise das vorliegende Konzept zur Erkennung von Falschfahrten mit geringerem Aufwand umsetzbar und weist eine sehr gute Effektivität und Effizienz auf.The detection procedures

• for the node condition, for recognizing that the vehicle is in an area of a junction, and
• for the molding condition, for identifying a course or orientation of the travel curve,

are very reliable and associated with high detection rates. In addition, the assistance system can be implemented on a mass-produced standard device, such as a smartphone, whereby the initial and operating costs are low. Thus, advantageously, the present concept for detecting wrong-way driving can be implemented with less effort and has a very good effectiveness and efficiency.

1. a) Bereitstellen oder Aufnehmen einer Eingabegröße umfassend die Wertereihe;
2. b) Ermitteln einer Häufigkeitsverteilung oder eines Histogramms der Wertereihe;
3. c) Ermitteln oder Auswählen eines Wertebereichs umfassend ein Maximum der Häufigkeitsverteilung; und
4. d) Bereitstellen oder Ausgeben einer Ausgabegröße umfassend den Wertebereich.

Another aspect of the invention relates to a filtering method for filtering outliers in a series of values. The filtering process may include the steps of:

1. a) providing or recording an input quantity comprising the value series;
2. b) determining a frequency distribution or a histogram of the value series;
3. c) determining or selecting a range of values comprising a maximum of the frequency distribution; and
4. d) providing or outputting an output quantity comprising the range of values.

The reason for the use of the filtering method are outliers or outliers in value ranges determined by means of measurements. Outliers can arise due to measurement errors or exceptional situations and can prevent a correct description or modeling of the technical process that generates the measured values; it is therefore desirable to eliminate the outliers from the series of values.

For example, when driving to a node along a driveway, a vehicle may travel through a travel curve characterized by a deflection of the vehicle from a straight ahead direction of the vehicle; a mean value of displacement values measured along the driveway may form a curve-related quantity that characterizes the course of the driveway.

During the journey, an exceptional situation may occur, wherein the driver performs a strong steering or evasive maneuver, for example, to avoid an object on the road. The measurements taken during the evasive maneuver are outliers and may change the mean of the displacement measurement series such that averaged curve-related quantity would erroneously reflect the course of the approach.

Similar outliers may also be included in data or value series derived from other sensors or subsystems, for example in position information provided by a location system.

The illustrated problem can thus falsify the characteristics relevant to the recognition of a driving situation as a wrong-way ride and determined by means of a value series, for example a curve-related variable. To solve the problem, the value series can be supplied to the filtering process as an input quantity. The filtering method provides a range of values around the maximum of a histogram of the value series as the output size, thus excluding the end or edge regions ("tails") of the histogram; as known, the foothills are contained in the end regions, the spurs are eliminated in this way.

Advantageously, the execution of the filtering process provides an output quantity comprising a range of values in which outliers, such as when driving along an access route, during an evasive maneuver or in other exceptional situations, measured values are eliminated. Based on a series of values, relevant for recognizing the driving situation as a wrong course characteristics are determined correctly.

• einen Eingang zum Aufnehmen einer Eingabegröße umfassend die Wertereihe;
• Mittel zum Ermitteln einer Häufigkeitsverteilung oder eines Histogramms der Wertereihe und zum Ermitteln oder Auswählen eines Wertebereichs umfassend ein Maximum der Häufigkeitsverteilung; und
• einen Ausgang zum Bereitstellen oder Ausgeben einer Ausgabegröße umfassend den Wertebereich.

Das Häufigkeitsfilter kann ausgebildet sein als ein Hardwareobjekt, vorzugsweise eine analoge oder digitale elektronische Schaltung, oder als ein Softwareobjekt, vorzugsweise ein auf einer Recheneinrichtung oder einem Mikroprozessor installiertes oder laufendes Computerprogramm.Preferably, a frequency filter for filtering outliers in a value series may be provided for carrying out the filtering method. The frequency filter can include the following components:

• an input for receiving an input quantity including the value series;
• Means for determining a frequency distribution or a histogram of the value series and for determining or selecting a value range comprising a maximum of the frequency distribution; and
• an output for providing or outputting an output quantity including the range of values.

The frequency filter can be embodied as a hardware object, preferably an analog or digital electronic circuit, or as a software object, preferably a computer program installed or running on a computing device or a microprocessor.

Advantageous embodiments and developments are given below. The features of the developments may, as far as is technically meaningful, be combined with each other and with each of the aspects of the invention.

According to an embodiment, the detection of whether the vehicle is in a junction may include checks, i) whether the vehicle is in an area of the node where driveway and road meet, and ii) whether the junction is a junction. In this case, a check as to whether a feature is present can be regarded as equivalent to the recognition that the feature is present.

Unlike in known wrong-way detection methods, where the detection of a motorway entrance is performed en bloc (motorway entrance yes / no), the evaluation of the node condition requires two steps: in a first step, it is recognized that the vehicle is in a range of a node is, and in a second step, it is detected that the node is a connection point. Evaluation of a node condition is more efficient, more reliable, simpler, and thus less expensive (implementation on a driver's mobile phone or smartphone) over known methods, where the highway access is detected, for example, by a video camera or by a person Evaluation is automated, intervention by the driver is not necessary).

The check as to whether the vehicle is in an area of the node (node condition) can be made by i) the position of the vehicle and, in particular, ii) a digital map included in the topographic information the routes and the junction. Preferably, it may be checked whether the position of the vehicle relative to the road or the node satisfies a predetermined condition, for example, checking a distance of the vehicle to the road or to the node along the driveway, if it is less than a predetermined threshold ( since a continuity of the road course only gives meaning in the immediate vicinity of the nodal point of the curve-related variable, a check of the shape condition can only make sense there).

1. a) Der Knotenpunkt ist zwar eine Anschlussstelle, das Fahrzeug ist aber nicht in einem Bereich des Knotenpunkts, sondern in einen größeren Abstand zum Knotenpunkt.
2. b) Das Fahrzeug befindet sich in einem Bereich des Knotenpunkts, dieser ist aber derart ausgebildet, dass die Zufahrt i) eine Ampelkreuzung mit der Straße, oder ii) eine Über- oder Unterführung zur Straße bildet. Der Knotenpunkt ist dann keine Anschlussstelle, da nur bei einem Winkel, der klein ist oder geht gegen Null geht, ein stetiges und reibungsloses Einfädeln des Verkehrsstroms möglich ist.

As an indication of the distance of the vehicle to the node, an orientation of the vehicle relative to the road, in particular an angle between the vehicle and the road in a region of the node, can be considered. If the angle between the vehicle and the road has a large value, preferably greater than a predetermined threshold, then the node condition is most likely not met because of one of the following scenarios:

1. a) The node is indeed a junction, but the vehicle is not in an area of the node, but at a greater distance from the node.
2. b) The vehicle is located in an area of the junction, but this is designed such that the access road i) forms a traffic light intersection with the road, or ii) an overpass or underpass to the road. The node is then no connection point, since only at an angle that is small or goes to zero, a steady and smooth threading of the traffic flow is possible.

1. i) Der Betrag der Krümmung der Fahrkurve in einem Bereich des Knotenpunkts erfüllt eine vorgegebene Bedingung, wobei vorzugsweise der Betrag größer als ein vorgegebener Wert ist. Falls die Zufahrt einen geraden Verlauf hat (kleiner Krümmungs-Betrag), wobei insbesondere ein großer Winkel zwischen Zufahrt und Straße vorliegt, dann ist der Knotenpunkt mit großer Wahrscheinlichkeit keine Anschlussstelle, sondern i) eine Ampelkreuzung, oder ii) eine Über- oder Unterführung.
2. ii) Eine Orientierung des Fahrzeugs oder der Zufahrt gegenüber der Straße in der Umgebung des Knotenpunkts erfüllt eine vorgegebene Bedingung. Hierbei kann beispielsweise geprüft werden, ob ein Winkel zwischen Kurventangente und Richtung der Straße kleiner als ein vorgegebener Schwellwert ist; ein großer Winkel kann daraufhinweisen, dass die Zufahrt eine Überführung oder Unterführung zur Straße bildet, oder dass die Verbindung zwischen Zufahrt und Straße über eine Ampel ausgeführt ist (bei einem stetigen und reibungslosen Einfädeln des Verkehrsstroms ist der Winkel klein oder geht gegen Null).
3. iii) Unterschiedliche Höhenlagen bzw. fehlende Plangleichheit von Zufahrt und Straße: Eine Höhenlage der Zufahrt gegenüber einer Höhenlage der Straße in dem Bereich des Knotenpunkts erfüllt eine vorgegebene Bedingung, wobei vorzugsweise geprüft wird, ob Zufahrt und Straße in einer Ebene geführt sind, so dass der Verkehrsfluss der Zufahrt mit dem Verkehrsfluss der Straße verbindbar ist. Wenn Zufahrt und Straße in verschiedenen Höhen, mittels Unterführung oder Überführung, geführt sind, dann können die Verkehrsflüsse von Zufahrt und Straße nicht miteinander verbunden werden.
4. iv) Die digitale Landkarte umfasst eine Information oder Markierung, die den Knotenpunkt als Anschlussstelle kennzeichnet.

A check as to whether the node is a port may involve a query as to whether at least one of the subsequent port features is present, that is, whether any of the port features or a combination of port features is present. In this case, the connection characteristics can be determined by means of the spatial information.

1. i) The amount of curvature of the travel curve in a region of the node satisfies a predetermined condition, wherein preferably the amount is greater than a predetermined value. If the driveway has a straight course (small amount of curvature), in particular a large angle between access road and road, then the node is most likely not a junction, but i) a traffic light crossing, or ii) an overpass or underpass.
2. ii) An orientation of the vehicle or the driveway opposite the road in the vicinity of the node meets a predetermined condition. In this case, for example, it can be checked whether an angle between the curve tangent and the direction of the road is less than a predetermined threshold value; a large angle may indicate that the driveway forms an overpass or underpass to the road, or that the connection between driveway and road is executed via a traffic light (with a steady and smooth threading of the traffic flow, the angle is small or approaches zero).
3. (iii) Different altitudes and / or missing equality of driveway and road: An altitude of the driveway against an altitude of the road in the region of the node meets a predetermined condition, preferably checking whether driveway and road are guided in a plane, so that Traffic flow of the driveway with the traffic flow of the road is connectable. If the access road and the road are at different heights, by means of underpass or overpass, then the traffic flows from the driveway and the road can not be linked.
4. iv) The digital map includes information or marking identifying the hub as a junction.

The interchange can be a node that allows continuous traffic flow from one lane to another lane; a connection without a continuous flow of traffic, for example via a traffic light, can not be regarded as a connection point. A junction, where the driveway forms an overpass or underpass to the road, so that the traffic flows of driveway and road are not connectable, but run independently, is also no junction.

Preferably, in a highway formed as a highway, a vast majority of junctions are constructed so that when passing the driveway in the road, the roadway at the transition point is continuous, at the transition point of the angle between the road and the road goes to zero. This allows a smooth threading of the traffic flow from the driveway to the road. In the case of right-hand traffic, the continuity of the road course means that at the crossing point the driveway is right-curved (as seen by the driver of a vehicle traveling along the driveway in the regular direction of travel); at a left turn the lane course at the transition point would have a kink or a corner, whereby a smooth threading of the traffic flow would be hindered (a kink is characterized by an angle φ between the lane and the road where 0 ° <φ <90 °, in particular φ> 20 °, 40 °, or 60 °).

In particular, the continuity and smooth threading of the traffic flow can be tantamount to the approach of the access road tangent approaching the tangent of the roadway at the transition point. The approximation of the tangents to each other (in right-hand traffic) results in a right-curved course of the road in the area of a transition point.

Preferably, the continuity of the road course is also structurally implemented in transitions to other roads, such as highway-like federal highways, highways, or one-way streets, at a vast majority of junctions.

If the vehicle i) is traveling in a country with legal traffic and ii) passes through a junction of the road to enter the road in the prescribed direction, the vehicle is likely to make a right turn in the area of the crossing. If, under the conditions i), ii), the vehicle makes a left turn in the area of the crossing, it is likely to enter the road in the opposite direction of travel; the driver becomes a wrong-way driver or ghost driver.

The above remarks on a country with right-hand traffic apply mutatis mutandis to a country with left-hand traffic, wherein the vehicle of the wrong-way driver passes through in the area of the crossing point a right turn.

The shape condition may depend, on the one hand, on the national road traffic regulations of a country (right or left-hand traffic) and, on the other hand, on the orientation of the driving curve (right or left orientation) or the deflection of the vehicle (right or left deflection). In a country with right-hand traffic, for example Germany, France or the USA, the shape condition can be met if there is a left-hand orientation of the travel curve or left-hand deflection of the vehicle. In a left-hand traffic country such as Japan, England or Sweden, the molding condition may be met when there is a rightward orientation of the vehicle's travel or right turn.

The shape condition may be satisfied even when a course of the travel curve is identified by determining that a detected course of the travel curve in the vicinity of the node satisfies a predetermined condition; In this case, for example, it can be checked whether the course is similar or similar to a given course pattern. The predetermined course pattern can be stored a) in a database with known runs of accesses in the area of junctions, or b) in an artificial neural network, which learns the pattern and thus has mapped it to the network parameters.

Thus, if the shape condition can be considered satisfied because a curve of the travel curve is similar or similar to a given gradient pattern, or because the vehicle is traveling in a country with right-hand traffic and the vehicle is making a left turn, and the node is also recognized as a junction, so that the node condition can be considered satisfied, then it can be inferred with high probability that the driver the vehicle is a wrong-way driver; therefore, a measure to assist the driver can be performed. Preferably, the measure may consist of informing or warning the wrong-way driver or the drivers who are driving towards the wrong-way driver, which considerably reduces the risk or probability of an accident.

1. a) mit bewährten, erprobten und technisch ausgereiften Mitteln umsetzbar ist (Nutzung eines bestehenden Smartphones oder Mobiltelefons mit dazugehörender Infrastruktur zum Ausführen des Diskriminierungsverfahrens), und
2. b) auf Gepflogenheiten des modernen Straßenbaus basiert (Stetigkeit des Fahrbahnverlaufs beim Übergang der Zufahrt in die Straße), wodurch die verwendeten Erkennungsbedingungen eine hohe Erkennungs-Wahrscheinlichkeit von Falschfahrten gewährleisten.

Advantageously, the present driver assistance concept allows for false-ride detection, which is extremely effective as it is

1. (a) can be implemented using proven, proven and sophisticated means (use of an existing smartphone or mobile phone with associated infrastructure to carry out the discriminatory procedure), and
2. (b) based on the practice of modern road construction (continuity of the course of the road at the point of entry into the road), whereby the detection conditions used ensure a high probability of detection of wrong-way driving.

• eine effektive Vermeidung von Falschfahrten, basierend auf der Effektivität i) der Falschfahrten- Erkennung und ii) der Unterstützungs-Maßnahme für die beteiligten Autofahrer, einschließlich des Falschfahrers und derjenigen Fahrer, die dem Falschfahrer entgegen fahren;
• eine effiziente, da mit geringerem Aufwand realisierbare und mit geringen Einstiegshürden verbundene Umsetzung, basierend i) auf einer Verwendung von vorhandenen, erprobten und technisch ausgereiften Mitteln und ii) auf der fehlenden Notwendigkeit von Änderungen einer bestehenden Infrastruktur (Autobahn- Auffahrten oder Beschilderungen) oder eines bestehenden öffentlichen Systems (Ortungs- oder Geoinformations- System).

Further advantages of the present concept are:

• an effective avoidance of wrong trips, based on the effectiveness i) of wrong-way recognition and ii) the assistance measure for the drivers involved, including the wrong-way driver and those drivers who drive towards the wrong-way driver;
• efficient, more cost-effective and low-entry implementation, based on (i) the use of existing, proven and sophisticated means; and (ii) the absence of changes to existing infrastructure (motorway ramps or signage) or existing public system (location or geo-information system).

• eine Kurvenkrümmung oder ein Kurvenradius, oder
• eine Orientierung, oder eine Auslenkung, oder ein Richtungswinkel des Fahrzeugs gegenüber einer Geradeaus-Richtung des Fahrzeugs, oder
• eine Linksauslenkung oder Rechtsauslenkung des Fahrzeugs gegenüber einer Geradeaus-Richtung des Fahrzeugs, oder
• eine Auslenkung des Lenkrads gegenüber einer der Geradeaus-Richtung entsprechenden Stellung des Lenkrads, oder
• ein Winkel zwischen einer Längsachse des Fahrzeugs und einer Schnittlinie zwischen Radmittenebene und Fahrbahnebene, oder
• ein Quotient von Quergeschwindigkeit und Längsgeschwindigkeit des Fahrzeugs, oder
• eine Drehrate um eine Vertikalachse des Fahrzeugs, oder
• eine Differenz von Radgeschwindigkeiten der linken und rechten Seite des Fahrzeugs, oder
• eine Querbeschleunigung des Fahrzeugs.

A travel curve representing a course of the travel path of the vehicle or the access road or the road in an area of the node may be indicated by a curve-related quantity. The curve-related quantity may on the one hand denote a value series obtained by means of a measurement or from the position information or the geographic information, or on the other hand designate a derived variable obtained by means of processing the value series, such as for example:

• a curve curvature or a curve radius, or
• an orientation, or a deflection, or a directional angle of the vehicle relative to a straight-ahead direction of the vehicle, or
• a left turn or right turn of the vehicle with respect to a straight ahead direction of the vehicle, or
• a deflection of the steering wheel relative to a direction of the straight-ahead position corresponding to the steering wheel, or
• an angle between a longitudinal axis of the vehicle and a line of intersection between the wheel center plane and the roadway plane, or
• a quotient of lateral velocity and longitudinal velocity of the vehicle, or
• a rate of rotation about a vertical axis of the vehicle, or
• a difference of wheel speeds of the left and right sides of the vehicle, or
• a lateral acceleration of the vehicle.

The curve-related variable can be determined i) by means of a measurement in or on the vehicle, preferably without the use of a locating system, or ii) by means of the spatial information, preferably without a measurement in or on the vehicle. Preferably, the position information can be determined by means of a, in particular satellite-based, location system.

Advantageously, the curve-related quantity can be determined in case i) without the use of a locating system and in case ii) without performing a measurement in or on the vehicle. As a result, the scope of the technical means and the effort to determine the curve-related size are limited.

The curve-related quantity may be detected or provided as a value series during a detection period or over a lane route; the value series comprises at least one value, preferably a plurality of values. In order to obtain a representative value for the curve-related quantity, the value series can be processed by means of a statistical method, for example by averaging, to exclude or filter outliers. Preferably, the value series can be processed by executing a filtering method, wherein advantageously outliers are filtered out or eliminated without falsifying the result obtained.

The invention will be explained in more detail by means of embodiments and with reference to the drawings. The same reference numbers refer to the same or corresponding elements. The features of various embodiments may be combined.

Brief description of the figures

Fig. 1a, 1b

Fahrsituationen betreffend das Einfahren eines Fahrzeugs in eine Straße mit vorgeschriebener Fahrtrichtung,

Fig. 2

eine schematische Darstellung des Verfahrens zum Erkennen einer Fahrsituation als Falschfahrt, und

Fig. 3a, 3b, 3c

Ausführungsformen eines Assistenzsystems für ein Fahrzeug zum Erkennen einer Fahrsituation als Falschfahrt.

Show it:

Fig. 1a, 1b

Driving situations relating to the entry of a vehicle into a road with the prescribed direction of travel,

Fig. 2

a schematic representation of the method for detecting a driving situation as a wrong-way, and

Fig. 3a, 3b, 3c

Embodiments of an assistance system for a vehicle for detecting a driving situation as a wrong-way drive.

Detailed description of the invention

The Fig. 2 shows a schematic representation of the discrimination process for discriminating a wrong-way, so a method for detecting a driving situation as wrong-way. The driving situation relates to the entry of a vehicle 16 into a road 10 with the prescribed direction of travel, for example a motorway or a one-way street, along an access road 12 via a junction 14 possibly formed as a connection point; Via the connection point, the driveway 12 can lead into the street 10 or a traffic flow of the driveway 12 into a traffic flow of the street 10. In Fig. 1a, 1b examples of such driving situations are shown.

• Ermitteln S.a einer, durch einen Verlauf der Zufahrt 12 oder einen Verlauf eines Fahrpfads des Fahrzeugs 16 gebildeten, Fahrkurve 18;
• Erkennen S.b, mittels der Rauminformation, dass das Fahrzeug 16 in einem Bereich einer Anschlussstelle ist, zum Evaluieren einer Knotenpunktbedingung Q.b;
• Identifizieren S.c, mittels der Rauminformation, eines Verlaufs oder einer Ausrichtung der Fahrkurve 18, zum Evaluieren einer Formbedingung Q.c; und
• Erkennen S.d der Fahrsituation als Falschfahrt, wenn die Knotenpunktbedingung S.b und die Formbedingung S.c erfüllt sind.

The discrimination procedure comprises the following steps:

• Determining Sa a, formed by a course of the driveway 12 or a course of a travel path of the vehicle 16, travel curve 18;
• Recognizing Sb, by means of the space information, that the vehicle 16 is in an area of a junction for evaluating a node condition Qb;
• Identifying Sc, by means of the space information, a course or an orientation of the travel curve 18, for evaluating a shaping condition Qc; and
• Recognize Sd the driving situation as a wrong drive when the node condition Sb and the shape condition Sc are satisfied.

The node condition S.b can be regarded as satisfied when the vehicle 16 is detected in a region of a junction (detected). The molding condition can be considered satisfied if a course or orientation of the travel curve 18 is identified (identified).

With respect to reference numerals 10, 12, 14, 16, 18, the following applies in this document: the term "feature nm" indicates a particular embodiment m of feature n, and the term "feature n" indicates all embodiments of feature n , For example, "node 14.1" refers to the left node in FIG Fig. 1a ; In contrast, "node 14" affects all nodes 14.1, ... 14.5.

For a recognition Sd of the driving situation as a wrong drive, room information is preferably provided or determined comprising i) geographic information relating to an environment 17 of the vehicle 16, preferably the road 10, the driveway 12 and the junction 14, or ii) a Position information regarding a position of the vehicle 16, preferably with respect to the environment 17 of the vehicle 16.

The geographic information includes i) topographical information identifying a topographical area around the vehicle 16, such as a digital map or road map representing a lane 10 or driveway 12, or ii) optical information surrounding an optically detectable area the vehicle 6 or a vehicle environment 17 represents.

Identifying S. c the course of the travel curve 18 includes a query whether a determined course is similar or similar to a predetermined course of the travel curve 18. This process is performed by means of pattern recognition. The course is a data record which is taken from topographical information, for example a road map, or optical information that identifies an optically detectable area around the vehicle 16. If the query returns a positive result, then the shape condition is considered satisfied.

Fig. 1a, 1b show exemplary driving situations involving wrong-way driving; The concept of detecting wrong-way driving is explained in the illustrated driving situations.

1. i. auf der Zufahrt, vor dem Knoten und außerhalb des Knotens;
2. ii. auf der Zufahrt und in einem Bereich des Knotens, in welchem der Knoten die Zufahrt an der Position des Fahrzeugs umfasst;
3. iii. auf der Straße, in einen Bereich des Knotens und unmittelbar nach der Einmündung der Zufahrt in die Straße;
4. iv. auf der Straße, nach dem Knoten und außerhalb des Knotens.

A vehicle 16 travels along a driveway 12 to a node 14 and approaches the road 10. The vehicle 16 passes through several phases: The respective positions of the vehicle 16 are:

1. i. on the driveway, in front of the knot and outside the knot;
2. II. on the driveway and in an area of the node in which the node comprises the access at the position of the vehicle;
3. iii. on the road, in an area of the knot and immediately after the entrance to the road;
4. iv. on the road, after the knot and outside the knot.

• b1) ob das Fahrzeug sich in einem Bereich des Knotenpunkts befindet, in welchem die Zufahrt und die Straße zusammentreffen, und
• b2) ob der Knotenpunkt eine Anschlussstelle ist.

In each of these phases it is checked whether it can be seen that the vehicle 16 is in an area of a connection point. For this purpose, it is checked

• b1) whether the vehicle is in an area of the junction where the access road and the road meet, and
• b2) whether the node is a connection point.

The test b1) is performed by querying whether a distance of the vehicle to the road or to the node along the driveway is less than a predetermined threshold, the distance preferably being a track length along the driveway. The vehicle is then located in an area of the node when the distance of the vehicle to the road or to the Node is small. The figures "small" and "large" mean smaller or larger than a given value.

The test b1) supplies at the in Fig. 1a, 1b iii) a positive test result (small distance) and in phases i), iv) a negative test result (long distance). The condition a) thus allows a discrimination of the phases ii), iii), in which the vehicle is located in an area of the node.

As an indication of the distance of the vehicle to the junction may also be considered an orientation of the vehicle relative to the road. For this, the in Fig. 1a considered driving situations, the vehicle 16.1 - 16.3 along the driveway 12.1 - 12.3 runs. The travel curve 18.1, 18.2, 18.3 is curved in such a way that the angle between the curve tangent and the road 10.1 decreases with increasing proximity to the node 14.1-14.3; this curve allows a steady entry of the vehicle 16.1 - 16.3 in the road 10.1 and a steady flow of traffic. At a great distance of the vehicle 16.1-16.3 to the node 14.1-14.3, the angle between the curve tangent and the road 10.1 has a greater value than at a small distance. The angle between vehicle 16.1-16.3 and road 10.1 is thus, in phases i) -ii) of the journey, an indicator of the distance between vehicle 16.1-16.3 and node 14.1-14.3.

At the in Fig. 1a Although the vehicle 16.1 drives along the driveway 12.1, the driveway 12.1 has a straight course, but the travel path of the vehicle 16.1 represents a travel curve 18.1 with a steady course. The angle between the curve tangent and the road 10.1 increases with increasing proximity from the node 14.1.

• b2.1) Ein Betrag der Krümmung der Fahrkurve ist größer als ein vorgegebener Schwellwert; bei einem kleinen Betrag (gerader Kurvenverlauf) ist der Knotenpunkt mit großer Wahrscheinlichkeit eine Ampelkreuzung oder Unterführung.
• b2.2) Ein Winkel zwischen Kurventangente und Richtung der Straße ist kleiner als ein vorgegebener Schwellwert; bei einem großen Winkel ist der Knotenpunkt mit großer Wahrscheinlichkeit eine Ampelkreuzung oder Unterführung.
• b2.3) Eine Höhenlage der Zufahrt weist gegenüber einer Höhenlage der Straße einen Unterschied auf, der kleiner als ein vorgegebener Schwellwert ist; dann sind Zufahrt und Straße in einer Ebene geführt, so dass die Verkehrsflüsse von Zufahrt und Straße miteinander verbindbar sind.

The evaluation of the test b2) is based on the fact that a node designed as a connection point has features that enable a detection as to whether the node is a connection point. Based on the fact that a "mathematical object" formed by the course of the driveway or the driving path of the vehicle is understood below as the "driving curve", in the present case it is checked whether at least one of the following features is present in an area of the nodal point. The node is then a connection point if:

• b2.1) An amount of curvature of the travel curve is greater than a predetermined threshold; with a small amount (straight curve), the node is most likely a traffic light crossing or underpass.
• b2.2) An angle between the curve tangent and the direction of the road is less than a predetermined threshold; at a large angle, the node is most likely a traffic light crossing or underpass.
• b2.3) An altitude of the driveway has a difference from an altitude of the road which is less than a predetermined threshold; then the driveway and the road are guided in one plane, so that the traffic flows of the driveway and the road can be connected with each other.

At the in Fig. 1b right shown driving situation, the vehicle 16.5 runs along the driveway 12.5, the driveway 12.5 runs above the road 10.2. The value of the angle between curve tangent and road 10.2 is large and remains approximately unchanged when driving the vehicle 16.5 via node 14.5. The large angle and the small change in angle when driving represent (jointly or separately) indicators that the node 14.5 is not a junction, the conditions b2.2), b2.3) are not met.

• b2.1)= Y (großer Betrag der Kurven-Krümmung, da kein gerader Kurvenverlauf);
• b2.2)= Y (kleiner Winkel zwischen Kurventangente und Richtung der Straße);
• b2.3)= Y (Zufahrt und Straße in einer Ebene),

wobei N= nein / negatives Ergebnis und Y= ja / positives Ergebnis bedeuten.At the in Fig. 1a, 1b In the driving situations shown, the partial tests b2.1) - b2.3) give the following results for the nodes 14.1 - 14.4:

• b2.1) = Y (large amount of curve curvature, since no straight curve);
• b2.2) = Y (small angle between the curve tangent and the direction of the road);
• b2.3) = Y (access and road in one plane),

where N = no / negative result and Y = yes / positive result.

• b2.1)= N (kleiner Betrag der Kurven-Krümmung, da etwa gerader Kurvenverlauf);
• b2.2)= N (großer Winkel zwischen Kurventangente und Richtung der Straße);
• b2.3)= N (Zufahrt und Straße in unterschiedlichen Ebenen, da Knoten 14.5 eine Unterführung ist).

For the driving situation related to node 14.5, sub-examinations b2.1) -b2.3) give the following results:

• b2.1) = N (small amount of curve curvature, because approximately straight curve);
• b2.2) = N (large angle between curve tangent and direction of the road);
• b2.3) = N (driveway and road at different levels as node 14.5 is an underpass).

liefert ein positives Prüfungsergebnis. Folglich liefert die Knotenpunktbedingung Q.b $$\mathrm{Q}\mathrm{.}\mathrm{b}=\mathrm{b}\mathrm{1})\&\mathrm{b}\mathrm{2}),$$

die eine Prüfung darstellt, ob das Fahrzeug 16.1 - 16.4 in einem Bereich einer Anschlussstelle ist, in den Phasen ii), iii) ein positives Prüfungsergebnis und in den Phasen i), iv) ein negatives Prüfungsergebnis. Das Zeichen "&"bedeutet das logische UND.A check whether the node 14.1-14.4 is a connection point according to the relationship $$\mathrm{b}\mathrm{2})=\mathrm{b}\mathrm{2.1})\&\mathrm{b}\mathrm{2.2})\&\mathrm{b}\mathrm{2.3}).$$

delivers a positive test result. Thus, the node condition provides Qb $$\mathrm{Q}\mathrm{,}\mathrm{b}=\mathrm{b}\mathrm{1})\&\mathrm{b}\mathrm{2}).$$

which represents a check whether the vehicle 16.1-16.4 is in an area of an interchange, in phases ii), iii) a positive test result and in phases i), iv) a negative test result. The character "&" means the logical AND.

For node 14.5, the tests give the following result: b1) = Y (small distance to the node), b2) = N (node recognized as non-junction). Consequently, Qb = N, that is, the node condition is not satisfied.

For evaluating the molding condition Qc, the following is used Fig. 1a, 1b examines the travel curve 18, which represents the travel path of the vehicle 16 in an area of the node 14, with respect to their orientation. The consideration is first carried out for a country with right-hand traffic R. To determine the orientation is checked
c) whether there is a left turn of the travel curve.

• Fahrzeug 16.2, 16.3, Fahrkurve 18.2, 18.3: Rechtskrümmung, c)= N, Q.c= N;
• Fahrzeug 16.1, 16.4, Fahrkurve 18.1, 81.4: Linkskrümmung, c)= Y, Q.c=Y;
• Fahrzeug 16.5, Fahrkurve 18.5: gerader Kurvenverlauf, c)= N, Q.c= N;

At the in Fig. 1a, 1b driving situations shown, the following curve orientations are determined:

• Vehicle 16.2, 16.3, travel curve 18.2, 18.3: right-hand bend, c) = N, Qc = N;
• Vehicle 16.1, 16.4, travel curve 18.1, 81.4: left curvature, c) = Y, Qc = Y;
• Vehicle 16.5, travel curve 18.5: straight curve, c) = N, Qc = N;

gibt an, ob die jeweilige Fahrsituation als Falschfahrt (Q.d= Y) oder als Nicht-Falschfahrt (Q.d= N) erkannt wird; demnach sind die Fahrzeuge 16.1, 16.4 als Falschfahrer erkannt, die beispielsweise in eine Autobahn über die Autobahnausfahrt einfahren. Tabelle 1: Bedingungen zur Beurteilung der in Fig. 1a, 1b gezeigten Fahrsituationen bei Rechtverkehr b1 b2.1 b2.2 b2.3 b Q.b c Q.c Q.d 16.1 Y Y Y Y Y Y Y Y Y 16.2 Y Y Y Y Y Y N N N 16.3 Y Y Y Y Y Y N N N 16.4 Y Y Y Y Y Y Y Y Y 16.5 Y N N N N N N N N In summary, for the in Fig. 1a, 1b in driving situations shown, in phases ii), iii), in right hand traffic R, the results shown in Table 1. In the left column, reference numbers of the respective vehicles are entered, in the upper line the designations of the respective conditions. A wrong-way condition Qd, where $$\mathrm{Q}\mathrm{,}\mathrm{d}=\mathrm{Q}\mathrm{,}\mathrm{b}\&\mathrm{Q}\mathrm{,}\mathrm{c}.$$

indicates whether the respective driving situation is recognized as wrong-way (Qd = Y) or as non-wrong-travel (Qd = N); Accordingly, the vehicles 16.1, 16.4 are recognized as wrong-way drivers who, for example, drive into a highway via the motorway exit. Table 1: Conditions for assessing the driving situations in legal traffic shown in Fig. 1a, 1b b1 b2.1 b2.2 b2.3 b Qb c Qc qd 16.1 Y Y Y Y Y Y Y Y Y 16.2 Y Y Y Y Y Y N N N 16.3 Y Y Y Y Y Y N N N 16.4 Y Y Y Y Y Y Y Y Y 16.5 Y N N N N N N N N

The above, for a country with right-hand traffic R carried out, can be carried out accordingly for a country with left-hand traffic L. Condition (c) should be adjusted accordingly, checking to determine the orientation of the curve,
c) whether there is a right turn of the travel curve. Table 2: Conditions for assessing the driving situations in left-hand traffic shown in Fig. 1a, 1b b1 b2.1 b2.2 b2.3 b Qb c Qc qd 16.1 Y Y Y Y Y Y N N N 16.2 Y Y Y Y Y Y Y Y Y 16.3 Y Y Y Y Y Y Y Y Y 16.4 Y Y Y Y Y Y N N N 16.5 Y N N N N N N N N

For the in Fig. 1a, 1b shown driving situations, in the phases ii), iii), left-hand traffic L, the results shown in Table 2; the vehicles 16.2, 16.3 are recognized as wrong-way drivers who enter, for example, in a highway on the motorway exit.
The Fig. 3a shows a first embodiment of an assistance system 22 for a vehicle 16 for detecting a driving situation as a wrong drive. The driving situation relates to the retraction of the vehicle 16 into a road 10 with the prescribed direction of travel, along an access road 12 via a node 14 possibly designed as a connection point.

• ein Raumdarstellungsmittel 24 zum Bereitstellen einer Rauminformation umfassend i) eine Geoinformation betreffend eine Umgebung 17 des Fahrzeugs 16, wobei die Umgebung 17 zumindest die Straße 10, die Zufahrt 12 und den Knotenpunkt 14 umfasst, oder ii) eine Positionsinformation betreffend eine Position des Fahrzeugs 16 relativ zu der Umgebung 17;
• eine mit dem Raumdarstellungsmittel 24 verbundene Recheneinheit 28, welche dazu ausgebildet ist, eine Knotenpunktbedingung Q.b und eine Formbedingung Q.c mittels der Rauminformation zu evaluieren, sowie eine Fahrsituation als Falschfahrt zu erkennen, wenn die Knotenpunktbedingung Q.b und die Formbedingung Q.c erfüllt sind.

The assistance system 22 comprises:

• a room display means 24 for providing room information comprising i) geographic information relating to an environment 17 of the vehicle 16, the environment 17 comprising at least the street 10, the driveway 12 and the junction 14, or ii) position information relating to a position of the vehicle 16 relative to the environment 17;
• a computing unit 28 connected to the space presenting means 24, which is configured to evaluate a node condition Qb and a shape condition Qc by means of the space information, and to recognize a driving situation as a wrong travel when the node condition Qb and the shape condition Qc are satisfied.

The node condition Q.b is satisfied when it is detected that the vehicle 16 is in an area of a junction. The shape condition Q.c is considered fulfilled when a course or orientation of a travel curve 18 is identified.

Advantageously, the assistance system 22 is implemented in a smartphone that already includes the hardware components of the assistance system 22 as standard.

The Fig. 3b FIG. 2 shows a second embodiment of the assistance system 22. In the present case, the room presentation means is designed as a navigation system 24.1 comprising a geosystem 24.4 designed as a mobile radio communication unit, which provides topographical information transmitted via radio, and a positioning system 24.2 designed as a GPS for providing the position information.

The transmission via radio of a data record characterizing the topographical information can be particularly advantageous and helpful in areas with low road density, for example outside of towns or urban areas. In low density areas, the number of paths within the coverage or range of a network entity is equal low, so that the amount of data to be transmitted is low. In areas of high road density, using a digital roadmap may be beneficial in terms of network load.

Advantageously, eliminates the need for the fact that in the assistance system, for example, on the operating system of the smartphone, a current road map or even a road map is installed by the transmission via radio of the topographic information characterizing record. The concept of the invention works even without a road map.

About the in Fig. 3a In addition, the present embodiment comprises a frequency filter 38 and an execution means 30, as well as an arithmetic unit 28 connected on the input side to the frequency filter 38, the geosystem 24.4 and the locating system 24.2 and to the output means 30.

• einen Eingang zum Aufnehmen einer Eingabegröße umfassend die Wertereihe;
• Mittel zum Ermitteln einer Häufigkeitsverteilung oder eines Histogramms der Wertereihe und zum Ermitteln oder Auswählen eines Wertebereichs umfassend ein Maximum der Häufigkeitsverteilung; und
• einen Ausgang zum Bereitstellen oder Ausgeben einer Ausgabegröße umfassend den Wertebereich.

The frequency filter 38 designed to filter outliers in a value series comprises:

• an input for receiving an input quantity including the value series;
• Means for determining a frequency distribution or a histogram of the value series and for determining or selecting a value range comprising a maximum of the frequency distribution; and
• an output for providing or outputting an output quantity including the range of values.

The frequency filter 38 is connected on the input side to the location system 24.4 for transmitting a time series. On the output side, the frequency filter 38 is connected to the arithmetic unit 28 for transmitting the value range in which the values of the time series with the highest frequency occur, wherein the value range represents a curve-related quantity.

The curve-related quantity denotes a travel curve 18, which is a cornering of the vehicle 16 or a course of the driveway 12 in a region of the node 14. The travel curve 18 is described by a data record which is taken from: i) the topographic information determined via geosystem 24.4, or ii) the position information provided via location system 24.4.

In the present case, the frequency filter 38 is embodied as a computer program installed or running on the arithmetic unit 28. Preferably, the arithmetic unit 28 is adapted to carry out the filtering method for filtering outliers in a value series. Optionally, the frequency filter may be implemented as a hardware object, such as an analog or digital electronic circuit.

The execution means 30 is designed to carry out a measure to assist the driver if the driving situation is recognized as a wrong-way drive. The execution means 30, comprising an optical display or a loudspeaker, by means of which information or warning can be transmitted to the driver, is part of the smartphone on which the assistance system 22 is implemented.

The Fig. 3c In the present case, the space presentation means 24 comprises a geosystem 24.4 embodied as a memory in which a digital map or road map is stored, a positioning system 24.2 designed as a GPS for providing the position information, and a curve sensor 24.3 for determining the curve-related one Size by means of a measurement in or on the vehicle 16.

The measurements on the vehicle 16 provide a time series relating to a deflection of the steering wheel relative to a straight-ahead position of the steering wheel, or a quotient of lateral velocity and longitudinal velocity of the vehicle, or a difference of left and right side wheel velocities of the vehicle. The measured time series is applied to a frequency filter 38 connected to the curve sensor 24.3, which provides the determined result as a curve-related quantity.

• die vom Häufigkeitsfilter 38 bereitgestellte kurvenbezogene Größe,
• die vom Geosystem 24.4 bereitgestellte Geoinformation betreffend eine Umgebung des Fahrzeugs 16, und
• die vom Ortungssystem 24.2 bereitgestellte Positionsinformation betreffend aufeinanderfolgende Positionen des Fahrzeugs

derart zu verarbeiten, dass i) mittels der bereitgestellten Größen die Knotenpunktbedingung Q.b und die Formbedingung Q.c ermittelt werden und ii) basierend darauf erkannt wird, ob die aktuelle Fahrsituation eine Falschfahrt ist.The assistance system 22 further includes a computing unit 28 connected to the frequency filter 38, the geosystem 24.4, and the location system 24.2. The computing unit 28 is designed to

• the curve-related quantity provided by the frequency filter 38,
• the geographic information provided by the geosystem 24.4 concerning an environment of the vehicle 16, and
• the position information provided by the location system 24.2 regarding successive positions of the vehicle

to be processed in such a way that i) the node point condition Qb and the shape condition Qc are determined by means of the provided variables and ii) it is detected based on whether the current driving situation is a wrong-way drive.

The execution means 30 connected to the arithmetic unit 28, comprising an optical display or a loudspeaker for informing or warning if a wrong-way is present, is part of the smartphone.

Preferably, the discrimination method, the assistance system 22, the filtering method, or the frequency filter 38 may include one or more of the following features. The features can, if technically feasible, be combined with each other.

The recognition S.b and the identification S.c are executed rule-based or by means of pattern recognition

The travel curve 18 in a region of the nodal point 14 is characterized by a curvature of the travel curve 18, preferably by i) an amount of the curvature or ii) an orientation 18 of the travel curve 18, in particular with respect to a left turn 18.1, 18.4 or right turn 18.2, 18.3 of the travel curve 18th

The identification of the course of the travel curve 18 relates to a query as to whether a determined course of the travel curve 18 is similar or similar to a predefined course of the travel curve 18.

In right-hand traffic R, the form condition Q.c concerns a query as to whether there is a left turn 18.1, 18.4 of the travel curve 18.

In the case of left-hand traffic L, the condition Q.c concerns a query as to whether a right-hand curvature 18.2, 18.3 of the travel curve 18 exists.

The form condition Q.c relates to a query as to whether a determined course of the travel curve 18 in the area of the node 14 fulfills a predetermined condition, in particular whether the determined course is similar or identical to a predefined course of the travel curve 18.

Identifying an inclination of the travel curve 18 relates to a query for an inclination of the travel curve 18 relative to the road 10, in particular a query for an angle between the travel curve 18 and 10 road, or a query whether an angle between the travel curve 18 and 10 road a predetermined threshold below.

The node condition Q.b is considered fulfilled in recognizing i) that the vehicle 16 is in a region of the node 14, and ii) that the node 14 is a connection point.

The vehicle 16 is then detected in an area of the node 14 when a position of the vehicle 16 relative to the road 10 satisfies a predetermined condition, in particular checking a distance of the vehicle 16 to the road 10 or the node 14 for whether they is less than a predetermined threshold.

The node 14 is then recognized as a junction, if i) the inclination of the travel curve 18 with respect to the road 10 meets a predetermined condition, or ii) the curvature of the travel curve 18 in a region of the node 14 meets a predetermined condition, or iii) a Altitude of the driveway 12 against an altitude of the road 10 meets a predetermined condition, or iv) an information or mark is detected, which is part of the topographic information and the node 14 marks as a junction.

The query whether the inclination of the travel curve 18 with respect to the road 10 meets a predetermined condition relates to a query whether an angle between the travel curve 18 and 10 road falls below a predetermined threshold.

The road 10 is recognized or detected as an i) highway or ii) one-way street.

Space information comprising i) geographic information relating to an environment 17 of the vehicle 16 or ii) position information relating to a position of the vehicle 16 is provided.

The geographic information, which preferably indicates a course of the road 10 or driveway 12, comprises topographical information that identifies a topographic area around the vehicle 16, for example a digital map or road map, or optical information that includes an optically detectable area around the vehicle 16 marks.

The position information comprises at least one of: a topographical position, a position indication on a road 10 or a traffic route, a distance of the vehicle 16 to the road 10 along the driveway 12.

The geographical position is determined by their geographic coordinates.

The position indication on a road 10 includes at least one of: a road section, a road section, a section number, a mileage.

A distance of the vehicle 16 to the road 10 is determined on the basis of the position information, in particular as a route length along the driveway 12, between the vehicle 16 and the road 10 or node 14.

The position of the vehicle 16 is determined by means of a, preferably satellite-based, location system.

The position of the vehicle 16 is determined by means of at least one of the following positioning systems: GPS, GSM, inertial navigation system, terrestrial navigation system, dedicated short range communication or DSRC system.

The travel curve 18 or the orientation of the travel curve 18 is determined by means of a curve-related variable which characterizes the travel curve 18.

The curve-related variable is determined i) by means of a measurement in or on the vehicle 16, preferably without using a locating system, or ii) by means of the spatial information, preferably based on the position information or the geoinformation, in particular without a measurement in or on the vehicle 16.

The measurement in or on the vehicle 16 is performed in a measurement period or measurement time interval between a first and a second time.

The curve-related quantity is an orientation of the travel curve 18, a curve curvature or a curve radius.

The curve-related quantity is an orientation, or a deflection, or a direction angle of the vehicle 16 relative to a straight-ahead direction of the vehicle 16.

The curve-related quantity is a left-hand deflection or right-hand deflection of the vehicle 16 in relation to a straight-ahead direction of the vehicle 16.

The curve-related quantity is a deflection of the steering wheel relative to a position of the steering wheel corresponding to the straight-ahead direction.

The curve-related quantity is an angle between a longitudinal axis of the vehicle 16 and a line of intersection between the wheel center plane and the road surface.

The curve-related quantity is a quotient of lateral speed and longitudinal speed of the vehicle 16, whereby a tangent of the directional angle is preferably formed.

The curve-related quantity is a rotation rate about a vertical axis of the vehicle 16.

The curve-related quantity is a difference of left and right wheel speeds of the vehicle 16.

The curve-related quantity is a lateral acceleration of the vehicle 16.

A measure to assist the driver is carried out when the driving situation is detected as wrong-way.

The measure to assist the driver comprises at least one of: i) issuing a warning, preferably to an interior of the vehicle 16, ii) outputting an optical or acoustic message by a display device of the vehicle 16, iii) actively engaging in the movement of the vehicle Vehicle 16, iv) transmitting a message from a communication unit located in the vehicle 16 to a network unit, preferably a base station, a mobile radio system, or to a police station; v) transmitting the message from the network unit of the mobile radio system to all registered for a radio coverage area of the network unit communication units.

The message comprises at least one of: i) a wrong-way driver is on the way, ii) the position information of the wrong-way driver, iii) the junction or road 10 on which the wrong-way driver is located.

The curve-related quantity is detected or provided as a value series during a detection period or over a lane.

The value series is processed by a statistical method, preferably by averaging, to exclude or filter outliers.

The value series is processed by executing a filtering process to exclude or filter outliers.

The values of the value series are determined at successive points in time, or at successive and equidistant points in time, or at successive roadway points, or at successive and equidistant roadway points.

As the beginning of the detection period, a time is selected at which the node condition Qb is first satisfied.

As the end of the detection period, a time is selected that is i) a current time when the node condition Q.b is satisfied, or ii) a time when the node condition Q.b is last satisfied.

The room presentation means 24 comprises i) a navigation system 24.1 or a communication system 24.4 for providing topographic information that characterizes a topographical area around the vehicle 16, or ii) an optical sensor 24.3 for providing optical information that includes an optically detectable area around the vehicle 16 represents.

The space presentation means 24 comprises a position determination means 24. 2 for providing position information which identifies a position of the vehicle 16.

The position determination means comprises a location system 24.2 or a curve sensor 24.3 for determining the position information or a curve-related quantity.

The space presentation means 24 is designed to determine or provide, during a detection period or over a roadway, a series of values or time series, wherein preferably the curve-related variable comprises the value series.

The arithmetic unit 28 is designed to determine the travel curve 18 or a curve parameter of the travel curve 18 in a region of a connection point by means of the value series.

The arithmetic unit 28 is designed to carry out a filtering method, wherein the value series can be provided or determined as the input variable and the curve parameter as the output variable of the filtering method.

• einen Eingang zum Aufnehmen einer Eingabegröße umfassend die Wertereihe;
• Mittel zum Ermitteln einer Häufigkeitsverteilung oder eines Histogramms der Wertereihe und zum Ermitteln oder Auswählen eines Wertebereichs umfassend ein Maximum der Häufigkeitsverteilung; und
• einen Ausgang zum Bereitstellen oder Ausgeben einer Ausgabegröße umfassend den Wertebereich.

There is provided a frequency filter 38 for filtering outliers in a series of values comprising:

• an input for receiving an input quantity including the value series;
• Means for determining a frequency distribution or a histogram of the value series and for determining or selecting a value range comprising a maximum of the frequency distribution; and
• an output for providing or outputting an output quantity including the range of values.

The assistance system 22 comprises a frequency filter 38 for filtering outliers in a value series, which is designed to carry out a filter method, wherein the value series can be provided or ascertainable as the input variable and the curve parameter as the output variable of the filter method.

The assistance system 22 comprises an execution means 30 for carrying out a measure to assist the driver, if the driving situation is recognized as a wrong drive, preferably an optical display or a speaker, by means of which information or warning can be transmitted to the driver.

The frequency filter is embodied as a hardware object, preferably an analog or digital electronic circuit, or as a software object, preferably a computer program installed or running on a computing unit 28 or a microprocessor

It will be apparent to those skilled in the art that the above-described embodiments are to be read by way of example, and that the invention is not limited thereto, but that it can be varied in many ways without departing from the scope of the claims. It is also to be understood that the features, independently as they are disclosed in the specification, claims, figures, or otherwise, also individually define essential components of the invention, even if described together with other features.

reference numeral

10.1, 10.2

Road with prescribed direction of travel

11

Overpass

12.1 - 12.5

driveway

14.1 - 14.5

junction

16.1 - 16.5

vehicle

17

Environment of the vehicle

18.1, 18.4

Driving curve, driving path, curve with left curvature

18.2, 18.3

Driving curve, driving path, curve with right-hand bend

18.5

Driving curve, driving path, straight curve (curve with small curvature amount)

22

assistance system

24.1

Room display means, navigation system

24.2

Room presentation means, position determination means, location system

24.3

Room display means, optical sensor, curve sensor

24.4

Room presentation means, geosystem, communication unit

28

computer unit

30

Execution means, optical display, loudspeaker

34

satellite

36

Cellular base station

38

frequency filter

R

legal relations

L

left-hand traffic

s.a

Step a): Determining a driving curve

S.B

Step b): Recognize that the vehicle is in an area of a junction

s.c

Step c): Identify a course or orientation of the travel curve

s.d

Step d): Recognizing a driving situation as a wrong-way drive

Q.b

Node condition

Q.c

shape condition

Q.d

False traveling condition

Y / N

YES NO

Claims (9)

Method for detecting a driving situation as a wrong-way driving, the driving situation relating to the entry of a vehicle (16) into a road (10) with prescribed direction of travel, along an access road (12) via a possibly formed as a junction (14), the method comprising: a) determining (Sa) a, formed by a course of the driveway (12) or a course of a travel path of the vehicle (16), driving curve (18); b) detecting (Sb) that the vehicle (16) is in an area of a junction for evaluating a node condition (Qb); c) identifying (Sc) a course or orientation of the travel curve (18) to evaluate a shape condition (Qc); and d) detecting (Sd) the driving situation as a wrong drive when the node condition (Qb) and the condition (Qc) are satisfied. Method according to claim 1, characterized by at least one of the following features: the travel curve (18) is characterized by a curvature of the travel curve (18), preferably by i) an amount of the curvature or ii) an orientation (18) of the travel curve (18), in particular with regard to a left curvature (18.1, 18.4) or right curvature ( 18.2, 18.3) of the travel curve (18); in right-hand traffic (R) the form condition (Qc) concerns a query as to whether there is left-hand curvature (18.1, 18.4) of the travel curve (18); in the case of left-hand traffic (L), the condition (Qc) relates to a query as to whether there is a right-hand curvature (18.2, 18.3) of the travel curve (18); the shaping condition (Qc) relates to a query as to whether a determined course of the travel curve (18) in the region of the node (14) fulfills a predetermined condition, in particular whether the determined course is similar or similar to a predefined course of the travel curve (18); Method according to one of the preceding claims, characterized by at least one of the following features: the node condition (Qb) is deemed satisfied upon detection i) that the vehicle (16) is in an area of the node (14), and ii) that the node (14) is a junction; the vehicle (16) is then detected in a region of the node (14) when a position of the vehicle (16) relative to the road (10) meets a predetermined condition, in particular when a distance of the vehicle (16) to the road (10 ) or to the node (14) is less than a predetermined threshold; the node (14) is then recognized as a connection point if i) the inclination of the travel curve (18) with respect to the road (10) meets a predetermined condition, or ii) the curvature of the travel curve (18) in a region of the node (14 ) satisfies a predetermined condition, or iii) a height of the driveway (12) from a height of the road (10) satisfies a predetermined condition, or iv) an information or mark is detected which is part of the topographical information and the node (14 ) as a connection point; Method according to one of the preceding claims, characterized by at least one of the following features: spatial information comprising i) geographic information relating to an environment (17) of the vehicle (16) or ii) position information relating to a position of the vehicle (16) is provided or determined; the geographic information, which preferably identifies a course of the road (10) or driveway (12), comprises a topographical information which identifies a topographical area around the vehicle (16), for example a digital map or road map, or optical information containing a indicates optically detectable area around the vehicle (16); the recognition (Sb) and the identification (Sc) are performed rule-based or by means of pattern recognition; Method according to one of the preceding claims, characterized by at least one of the following features: the travel curve (18) or the orientation of the travel curve (18) is determined by means of a curve-related quantity which characterizes the travel curve (18); the curve-related variable is determined i) by means of a measurement in or on the vehicle (16), preferably without using a location system, or ii) by means of the room information, preferably based on the position information or geographic information, in particular without a measurement in or on the vehicle (16); the curve-related quantity is an orientation of the travel curve (18), a curve curvature or a curve radius; the curve-related quantity is an orientation, or a deflection, or a directional angle of the vehicle (16) relative to a straight-ahead direction of the vehicle (16); the curve-related quantity is detected or provided as a value series during a detection period or over a lane; the value series is processed by a statistical method, preferably by averaging, to exclude or filter outliers; Filtering method for filtering outliers in a series of values, comprising: Providing or recording an input quantity comprising the value series; Determining a frequency distribution or a histogram of the value series; Determining or selecting a range of values comprising a maximum of the frequency distribution; and Providing or outputting an output size comprising the range of values. A computer program which, when loaded into a computer or running on a computer, can perform a method according to any one of the preceding claims. Assistance system (22) for a vehicle (16) for recognizing a driving situation as a wrong drive, the driving situation concerning the retraction of the vehicle (16) in a street (10) with the prescribed direction of travel, along an access road (12) via a possibly formed as a junction node (14), the assistance system (22) comprising: room display means (24) for providing room information comprising i) geographic information relating to an environment (17) of the vehicle (16) or ii) position information relating to a position of the vehicle (16); and a computing unit (28) connected to the space display means (24), which is adapted to evaluate a node condition (Qb) and a shape condition (Qc) by means of the space information, and to recognize a driving situation as a wrong travel when the node condition (Qb) and the form condition (Qc) are satisfied, wherein the node condition (Qb) is satisfied when it is detected that the vehicle (16) is in an area of a junction, and the shape condition (Qc) is satisfied when a course or orientation of a travel curve (18) is identified. Assistance system (22) according to the preceding claim, characterized by at least one of the following features: the room presentation means (24) comprises i) a navigation system (24.1) or a communication system (24.4) for providing topographic information identifying a topographical area around the vehicle (16) or ii) an optical sensor (24.3) for providing an optical Information representing an optically detectable area around the vehicle (16); the space presenting means (24) includes position determining means (24.2) for providing position information indicative of a position of the vehicle (16); the position determining means comprises a locating system (24.2) or a curve sensor (24.3) for determining the position information or a curve-related quantity; the space presentation means (24) is designed to determine or provide, during a detection period or over a roadway, a series of values or time series, wherein preferably the curve-related variable comprises the value series; the arithmetic unit (28) is designed to determine the travel curve (18) or a curve parameter of the travel curve (18) in a region of a connection point by means of the value series; the assistance system (22) comprises a frequency filter (38) for filtering outliers in a series of values, which is designed to carry out the filtering method according to claim 6, wherein the value series can be provided or determined as the input variable and the curve parameter as the output variable of the filtering method; the assistance system (22) comprises an execution means (30) for carrying out a measure to assist the driver if the driving situation is recognized as a wrong drive, preferably an optical display or a loudspeaker, by means of which information or warning can be transmitted to the driver.

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