EP3218889B1 - Véhicule automobile avec détection d'automobiliste circulant à contresens - Google Patents

Véhicule automobile avec détection d'automobiliste circulant à contresens Download PDF

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Publication number
EP3218889B1
EP3218889B1 EP15790464.0A EP15790464A EP3218889B1 EP 3218889 B1 EP3218889 B1 EP 3218889B1 EP 15790464 A EP15790464 A EP 15790464A EP 3218889 B1 EP3218889 B1 EP 3218889B1
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Prior art keywords
vehicle
wrong
motor vehicle
basis
road
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EP15790464.0A
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German (de)
English (en)
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EP3218889A1 (fr
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Stefanie Engelhard
Lars Engelhard
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Audi AG
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Audi AG
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/056—Detecting movement of traffic to be counted or controlled with provision for distinguishing direction of travel

Definitions

  • the invention relates to a motor vehicle which automatically detects whether in its surroundings at least one other vehicle is driving against a prescribed direction of travel as a wrong-way driver.
  • the motor vehicle has a communication unit for receiving position information from the at least one third-party vehicle and an analysis device with a digital road map.
  • the invention also includes a method for operating the motor vehicle.
  • TMC Traffic Message Channel
  • An infrastructure element for detecting wrong-way drivers is, for example, from the DE 10 2012 208 646 A1 known.
  • An infrastructure element installed at the roadside records the directions of travel of a large number of road users and via wireless communication and uses this to determine a valid direction of travel for the streets in the area. This creates a self-learning map based on the motion profiles of motor vehicles. If a vehicle then deviates from it, a wrong-way driver can be detected.
  • the system is disadvantageously static and infrastructure side, that is, the infrastructure recognizes the wrong-way driver. This means that it can only be used in a limited area.
  • a method is known to determine driving dynamics data from other vehicles on the basis of vehicle-to-vehicle communication and to use these by combining a digital road map to determine a current traffic situation in the vicinity of a motor vehicle.
  • the invention is based on the object of providing an incorrect driver detection for a motor vehicle which is not limited to a fixed, limited environment.
  • the motor vehicle according to the invention has a communication unit which is designed to receive status data from at least one external vehicle in the vicinity of the motor vehicle which contain a position information of the external vehicle.
  • the status data can be provided, for example, as individual status data packets which are each identified by a vehicle ID (ID identification) of the third-party vehicle and contain at least the position information that was determined by the third-party vehicle at a specific measurement time.
  • Each status data packet can be assigned a measurement time at which the current status of the external vehicle was determined, that is to say at least its position.
  • the foreign vehicle can contain position data from a GNSS (global navigation satellite system).
  • GNSS global navigation satellite system
  • GNSS global navigation satellite system
  • GPS global positioning system
  • the status data are transmitted from the communication unit to an analysis unit.
  • the analysis unit includes a digital road map with directions of travel, which are prescribed for roads in the area. Through the digital road map, the prescribed directions of travel are known in the analysis device for the roads in the vicinity of the motor vehicle.
  • the analysis device in the motor vehicle according to the invention is designed to enter its street position in the digital road map for each foreign vehicle on the basis of its position information. In this way, the analysis device determines where each other vehicle is on the streets in the area. On the basis of the prescribed direction of travel information for the street position, which is stored in the digital road map, and on the basis of the status data of the other vehicle, the analysis device checks whether the other vehicle is driving against the prescribed direction of travel as a wrong-way driver. If the other vehicle is recognized as a wrong-way driver, the analysis device generates a signal.
  • the invention has the advantage that the motor vehicle can carry the wrong-way driver detection with it and can use the digital road map and the communication unit to recognize whether there is a wrong-way driver in this environment in which the motor vehicle is located.
  • the motor vehicle thus carries the wrong-way driver recognition with it. In other words, the wrong-way driver detection is always provided where it is needed by the motor vehicle.
  • the method according to the invention results from the operation of the motor vehicle according to the invention.
  • the communication unit of the motor vehicle receives status data from at least one external vehicle located in the vicinity of the motor vehicle, which data contains a position information of the external vehicle.
  • the analysis device of the motor vehicle provides the digital road map with directions of travel that are prescribed for roads in the area. Furthermore, the analysis device enters its street position in the digital road map for each external vehicle on the basis of the position information of the external vehicle. On the basis of the direction of travel information prescribed for the street position and on the basis of the status data of the other vehicle, the analysis device checks whether the other vehicle is driving against the prescribed direction of travel as a wrong-way driver.
  • a signal is generated by the analysis device if the other vehicle is recognized as a wrong-way driver.
  • a communication unit of the type mentioned can be implemented, for example, on the basis of vehicle-to-vehicle communication or car-to-car communication, as is the case with the IEEE 802.11p standard, also called pWLAN (WLAN - wireless local area network). , is given. Further information on this communication standard is also available on the website http://www.car-to-car.org/.
  • the status data can also be transmitted from the at least one third-party vehicle to the motor vehicle via cellular communication, which can be routed directly between the vehicles or indirectly via a central server using a cellular connection, for example .
  • the signal can be a warning, for example for the driver or another road user. Additionally or alternatively, the signal can be a control signal for a driver assistance device.
  • the signal can be transmitted to a vehicle component of the motor vehicle, for example.
  • the vehicle component can, for example, be an output device for the driver, which for example warns the driver of the wrong-way driver.
  • the vehicle component can also be a transmission device in order to report the detected wrong-way driver to a traffic control center, for example.
  • the signal can also be transmitted to other road users and / or the wrong-way driver via the communication device, for example as a data record in a vehicle-to-vehicle communication.
  • the vehicle component can also be a driver assistance device which is designed to carry out an automatic driving intervention of the vehicle.
  • the vehicle component can initiate braking or an evasive maneuver, for example, as a function of the signal. This is particularly advantageous for self-driving vehicles.
  • the analysis device is designed to determine, on the basis of multiple position information from each other vehicle, whether the other vehicle is on the wrong lane of a multi-lane road and / or is traveling in the wrong direction of a one-way street and / or is driving the wrong way drives along and / or turns there and / or reverses there and / or drives there against a prescribed direction of travel.
  • the multiple position details of the foreign vehicle are position details that have been determined one after the other.
  • the motor vehicle can, for example, receive a status data packet one after the other, each with a position specification and then enter the street positions one after the other in the digital road map in order to determine the direction of travel from this.
  • the communication unit is designed to receive status data with information on the direction of travel from the at least one other vehicle.
  • the direction of travel information can, for example, indicate a direction in which the other vehicle is traveling. For example, it can be specified as the direction of travel that the foreign vehicle is traveling north, north-east, east or other corresponding directions. It can also be provided that the travel direction information is determined indirectly from a travel speed information, that is to say that the other vehicle indicates a travel direction vector from which the analysis device determines the travel direction information.
  • Receiving a direction of travel information has the advantage that with a single position information and associated direction of travel information it can already be recognized whether a wrong-way driver is in the area. This is faster than using multiple position information.
  • the communication unit is designed to receive status data with a trace from at least one other vehicle.
  • a trace is to be understood here as the fact that a series of a number of position information ascertained one after the other are combined into a single status data packet which the third-party vehicle transmits to the motor vehicle.
  • a series of position information can be formed by the trace, which describes positions of the other vehicle in the past 10 to 50 seconds or along a distance of, for example, up to 700 meters.
  • a trace is therefore a movement profile that is determined from individual positions and which is generated by the third-party vehicle was determined and from which the direction of travel can be determined.
  • the analysis device is designed to determine a direction of travel on the basis of the trace in the digital map.
  • the use of a trace has the advantage that, on the one hand, scatter in the position information due to inaccuracies in the GNSS used by the third-party vehicle can be identified and, on the other hand, that the analysis device itself does not have to combine several position information into a movement profile, since all position information in the trace are already combined with the appropriate vehicle ID.
  • the communication unit is designed to receive position information from the at least one foreign vehicle several times in succession.
  • the analysis device is designed to determine a direction of travel on the basis of this position information in the digital map.
  • the analysis device itself combines the position information received one after the other to form a trace or movement profile of the other vehicle. This has the advantage that the directions of travel of other vehicles can also be determined, which are themselves not able to determine and report a trace or a direction of travel.
  • the analysis device is designed to determine a reliability value that the currently determined street position of the other vehicle is correct for the third-party vehicle on the basis of several position information from the third-party vehicle. For example, a spread or variance of the position information can be determined across or perpendicular to the direction of travel. Another possibility is to determine the average driving speed on the basis of the position information and to determine a uniformity of the driving speed on the basis of the distances between the determined street position.
  • the analysis device is designed to output the signal only if the reliability value is greater than a predetermined threshold value.
  • a dispersion value is determined which indicates how determined street positions of the other vehicle are spread, and the signal is only output if the dispersion value is less than a predetermined threshold value. In this way, the triggering of a signal due to scatter in the position information can be avoided.
  • the analysis device is designed to determine a movement pattern for each external vehicle on the basis of several position information from the external vehicle, for example on the basis of a trace or a movement profile determined by the analysis device itself.
  • a movement pattern is therefore a course of movement over time.
  • Maneuver recognition is then performed on the basis of the movement pattern.
  • a maneuver recognition is a pattern recognition which compares the movement pattern with at least one predetermined movement pattern.
  • an HMM Hidden Markov Model
  • the analysis device is designed to suppress the signal if a predetermined maneuver was recognized.
  • the at least one predetermined movement pattern comprises a parking maneuver and / or a maneuvering maneuver.
  • the analysis device is therefore designed to check for the at least one external vehicle whether a route of the external vehicle crosses the route of the motor vehicle itself.
  • the travel route of the other vehicle is an extrapolated travel route, that is to say a probable travel route that can be determined, for example, by extrapolating the travel direction of the other vehicle.
  • the signal is only output by the analysis device to a driver of the motor vehicle if the routes intersect. Only then is it relevant for the driver to know about the wrong-way driver.
  • the wrong-way driver detection can also be used to advantage for other road users.
  • the analysis device is designed to send the signal to at least one other road user via the communication unit.
  • car-to-car communication is used to inform other road users, for example other motor vehicles, of the wrong-way driver recognized, for example his street position and direction of travel.
  • An even larger group of people can be warned if, as an embodiment of the invention provides, the wrong-way driver is reported to a central traffic monitoring system and / or a traffic control center and / or emergency services and / or a server on the Internet.
  • the motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger vehicle.
  • FIG. 1 shows a schematic representation of an embodiment of the motor vehicle according to the invention in a driving situation in which a wrong-way driver is in the vicinity.
  • the figure shows a bird's eye view of a motor vehicle 10, which can be an embodiment of the motor vehicle according to the invention.
  • the motor vehicle 10 can be, for example, a motor vehicle, in particular a passenger vehicle.
  • the motor vehicle 10 can in the exemplary embodiment are located in an environment 12 in which the motor vehicle is traveling on a road 14.
  • the motor vehicle 10 can be in a lane 16.
  • An opposing lane 18 can be intended for oncoming traffic on the road 14.
  • the motor vehicle 10 can drive forward at its own speed E.
  • the direction of travel is illustrated by an arrow indicating the vehicle's own speed E.
  • a one-way street sign 24 illustrates the prescribed direction of travel of the one-way street 22 in the figure.
  • an external vehicle 26 can travel at a speed V in the example.
  • the direction of travel is illustrated by a travel direction arrow for the travel speed V.
  • the third-party vehicle 26 is traveling against the prescribed direction of travel of the one-way street 22.
  • the third-party vehicle 26 thus represents a wrong-way driver.
  • the foreign vehicle 26 has a localization device 28 and a communication device 30.
  • the localization device 28 can be, for example, a GPS receiver module. Through the localization device 28, the external vehicle 26 successively determines its own position P1, P2, P3 of the external vehicle 26 at different times. The respective current position information P1, P2, P3 is transmitted to the communication device 30 as a status data packet S.
  • the communication device 30 can be designed to send the respective status data packet S out.
  • the motor vehicle 10 has a communication device 32 which can set up a communication connection 34 with the communication device 30 of the other vehicle 26.
  • a wireless communication link 34 can be formed, for example, on the basis of the standard for car-to-car communication.
  • the communication link 34 can also take place indirectly via a communication server (not shown).
  • the external vehicle 26 can transmit the position information P1, P2, P3 as several individual status data packets, as shown by way of example in the figure individual status data packets S is illustrated.
  • the position information can also be transmitted as a trace T at a given point in time.
  • the trace T can then contain the current position information P3 and also past position information P2, P1, which is denoted in the figure as T (P3, P2, P1).
  • the trace T can be transmitted in a single status data packet. It can also be provided that, in addition to the current position P3, the current driving speed V of the other vehicle 26 is also transmitted in a status data packet.
  • an analysis device 36 in the motor vehicle 10 can be coupled to the communication device 32 of the motor vehicle 10.
  • the analysis device 36 can be provided, for example, by a program module of a central computer setting or by a control device.
  • the analysis device 36 receives the status packets S received via the communication link 34 from the communication device 32.
  • the analysis device 36 can have a digital road map 38 by means of which the surroundings 12 are mapped or described.
  • a position of the motor vehicle 10 is entered in the road map as motor vehicle 10 '.
  • the position information P1, P2, P3 can also have been entered by the analysis device 36 into the road map 38 as street positions P1 ', P2', P3 '.
  • the current street position is the position specification P3.
  • the analysis device 36 can determine the driving speed V.
  • the driving speed V can also have been received via one of the status data packets.
  • the predetermined directions of travel for the street 14 and the one-way street 22 can be entered or stored as travel direction information 40, 42, precisely to the lane.
  • the analysis device detects for the foreign vehicle 26 at its current position P3 that the driving speed V of the direction of travel prescribed for the one-way street 22, that is, based on the direction of travel information 40, that the foreign vehicle 26 is a wrong-way driver.
  • the analysis device 36 can generate and output a signal A upon detection of the wrong-way driver.
  • the signal A can be transmitted to a vehicle component 44, for example.
  • the vehicle component 44 can be, for example, an output device for the driver of the motor vehicle 10, which warns the driver of the wrong-way driver.
  • the vehicle component 44 can also be a transmitting device in order to report the detected wrong-way driver to a traffic control center, for example.
  • the signal A can also be transmitted via the communication device 32, for example as a data record in a car-to-car communication, to other road users (not shown) and / or to the external vehicle 26.
  • the vehicle component 44 can also be a driver assistance device which is designed to carry out an automatic driving intervention of the vehicle. It can be activated by the vehicle component 44 in response to the signal A e.g. braking or an evasive maneuver can be initiated. This is particularly advantageous for self-driving vehicles.
  • the warning or the generation of the signal A can be made dependent on whether the recognized wrong-way driver plays a role for the driver of the motor vehicle 10. For this purpose, for example, by extrapolating the direction of travel on the basis of the travel speed V, a probable travel route 46 of the other vehicle 26 can be extrapolated or estimated. If there is an intersection point 48 of the route 46 of the external vehicle 26 with the route 20 of one's own, there is a risk of collision. If a crossing point 48 exists, signal A is generated. Otherwise signal A can be suppressed.
  • the receiving vehicle is the motor vehicle 10 here.
  • the transmitting vehicle is tracked in the road map 38 using this data.
  • a movement profile based on the position information P1, P2, P3 can also be used here.
  • the driver can be warned if this is relevant to the driving situation. Furthermore, a warning of the wrong-way driver can be sent by means of wireless communication in order to warn all other surrounding vehicles.
  • the example shows how a ghost drive of a third party vehicle based on e.g. a car-to-car communication can be recognized.

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  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)

Claims (10)

  1. Véhicule automobile (10) avec une unité de communication (36) qui est conçue pour recevoir respectivement des données d'état (S) d'au moins un autre véhicule (26) se trouvant dans un environnement (12) du véhicule automobile (10), lesquelles contiennent une indication de position (P1, P2, P3) de l'autre véhicule (26), et un dispositif d'analyse (36) qui présente une carte routière numérique (38) avec des indications de direction de déplacement (40, 42) pour des directions de déplacement qui sont prescrites pour des rues (14, 22) dans l'environnement (12), selon lequel le dispositif d'analyse (36) est conçu pour enregistrer, pour chaque autre véhicule (26), respectivement sur la base de l'indication de position (P1, P2, P3) de l'autre véhicule (26), sa position dans la rue dans la carte routière numérique (38), et, sur la base de l'indication de direction de déplacement (40, 42) prescrite pour la position dans la rue et sur la base des données d'état (S) de l'autre véhicule (26), examiner si de l'autre véhicule (26) circule, en tant que conducteur fantôme, dans la direction opposée à la direction de déplacement prescrite, et produire un signal (A), dans le cas où l'autre véhicule (26) serait reconnu comme conducteur fantôme, selon lequel le dispositif d'analyse (36) est conçu pour établir, pour chaque autre véhicule (26), un modèle de mouvement respectivement sur la base de plusieurs indications de position (P1, P2, P3) de l'autre véhicule (26), et effectuer une reconnaissance de manœuvre sur la base du modèle de mouvement, et supprimer le signal (A) dans le cas où une manœuvre prédéterminée serait reconnue.
  2. Véhicule automobile (10) selon la revendication 1, selon lequel le dispositif d'analyse (36) est conçu pour établir, sur la base de plusieurs indications de position (P1, P2, P3) de l'autre véhicule (26), si l'autre véhicule (26) se trouve sur la mauvaise voie de circulation d'une chaussée à plusieurs voies et/ou circule dans la mauvaise direction de déplacement d'une chaussée à sens unique (22), et/ou circule le long de la mauvaise sortie d'une autoroute et/ou d'une route à grande circulation, et/ou tourne sur une autoroute et/ou une route à grande circulation, et/ou circule en reculant sur une autoroute et/ou une route à grande circulation, et/ou circule sur une autoroute et/ou une route à grande circulation dans la direction opposée à une direction de déplacement prescrite.
  3. Véhicule automobile (10) selon l'une des revendications précédentes, selon lequel l'unité de communication (32) est conçue pour recevoir du au moins un autre véhicule (26) des données d'état (S) avec une indication de direction de déplacement (V).
  4. Véhicule automobile (10) selon l'une des revendications précédentes, selon lequel l'unité de communication (32) est conçue pour recevoir du au moins un autre véhicule (26) des données d'état (S) avec une trace (T) qui contient une série de plusieurs indications de position (P1, P2, P3) établies successivement dans le temps, et selon lequel le dispositif d'analyse (36) est conçu pour établir une direction de déplacement sur la base de la trace (T).
  5. Véhicule automobile (10) selon l'une des revendications précédentes, selon lequel l'unité de communication (32) est conçue pour recevoir successivement à plusieurs reprises du au moins un autre véhicule (26) respectivement une indication de position (P1, P2, P3) d'un autre véhicule (26), et selon lequel le dispositif d'analyse (36) est conçu pour établir une direction de déplacement dans la carte numérique (38) sur la base des indications de position (P1, P2, P3).
  6. Véhicule automobile (10) selon l'une des revendications précédentes, selon lequel le dispositif d'analyse (36) est conçu pour établir, pour chaque autre véhicule (26), respectivement sur la base de plusieurs indications de position (P1, P2, P3) de l'autre véhicule (26), une valeur de dispersion qui indique comment des positions dans la rue établies de l'autre véhicule (26) sont dispersées, et ne délivrer le signal (A) que dans le cas où la valeur de dispersion serait inférieure à une valeur de seuil prédéterminée.
  7. Véhicule automobile (10) selon l'une des revendications précédentes, selon lequel le dispositif d'analyse (36) est conçu pour reconnaître, comme manœuvre prédéterminée, une manœuvre de stationnement ou une manœuvre de garage.
  8. Véhicule automobile (10) selon l'une des revendications précédentes, selon lequel le dispositif d'analyse (36) est conçu pour examiner, pour le au moins un autre véhicule (26), si un itinéraire de déplacement probable (46) de l'autre véhicule (26) croise un itinéraire de déplacement propre (20) du véhicule automobile (10), et ne produire le signal (A) que si les itinéraires (20, 46) se croisent.
  9. Véhicule automobile (10) selon l'une des revendications précédentes, selon lequel le dispositif d'analyse (36) est conçu pour émettre le signal (A) par l'intermédiaire de l'unité de communication (32) à destination d'au moins un autre participant au trafic (26) et/ou signaler le conducteur fantôme à une surveillance centrale du trafic et/ou une centrale de gestion du trafic et/ou des forces d'intervention et/ou un serveur de l'internet.
  10. Procédé pour faire fonctionner un véhicule automobile (10), afin de mettre en garde contre un conducteur fantôme, selon lequel
    - une unité de communication (32) du véhicule automobile (10) reçoit respectivement des données d'état (S) d'au moins un autre véhicule (26) se trouvant dans un environnement (12) du véhicule automobile (10), lesquelles contiennent une indication de position (P1, P2, P3) de l'autre véhicule (26), selon lequel un dispositif d'analyse (36) du véhicule automobile (10) met à disposition une carte routière numérique (38) avec des indications de direction de déplacement (40, 42) pour des directions de déplacement qui sont prescrites pour des rues (14, 22) dans l'environnement (12), et le dispositif d'analyse (36) enregistre, pour chaque autre véhicule (26), respectivement sur la base de l'indication de position (P1, P2, P3) de l'autre véhicule (26), sa position dans la rue dans la carte routière numérique (38), et, sur la base de l'indication de direction de déplacement (40, 42) prescrite pour la position dans la rue et sur la base des données d'état (S) de l'autre véhicule (26), examine si l'autre véhicule (26) circule, en tant que conducteur fantôme, dans la direction opposée à la direction de déplacement prescrite (40, 42), et produit un signal (A), dans le cas où l'autre véhicule (26) serait reconnu comme conducteur fantôme, selon lequel le dispositif d'analyse (36) établit, pour chaque autre véhicule (26), un modèle de mouvement respectivement sur la base de plusieurs indications de position (P1, P2, P3) de l'autre véhicule (26), et effectue une reconnaissance de manœuvre sur la base du modèle de mouvement, et supprime le signal (A) dans le cas où une manœuvre prédéterminée serait reconnue.
EP15790464.0A 2014-11-11 2015-10-30 Véhicule automobile avec détection d'automobiliste circulant à contresens Active EP3218889B1 (fr)

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DE102014016625.2A DE102014016625A1 (de) 2014-11-11 2014-11-11 Kraftfahrzeug mit Geisterfahrererkennung
PCT/EP2015/002177 WO2016074771A1 (fr) 2014-11-11 2015-10-30 Véhicule automobile avec détection d'automobiliste circulant à contresens

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EP3218889B1 true EP3218889B1 (fr) 2020-12-09

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DE102010052128A1 (de) 2010-11-22 2012-05-24 GM Global Technology Operations LLC Verfahren zum Betreiben eines Kraftfahrzeugs und Kraftfahrzeug
FR2972283A1 (fr) * 2011-03-04 2012-09-07 Coyote Sys Systeme et procede de detection et d'information d'une situation de deplacement a contresens d'un vehicule
DE102012208646A1 (de) 2012-05-23 2013-11-28 Siemens Aktiengesellschaft Verfahren zur Kommunikation innerhalb eines nach Art des ad-hoc zusammenwirkenden, insbesondere Drahtlos-, Kraftfahrzeugkommunikationssystems, Einrichtung der Verkehrsinfrastruktur sowie Verkehrsteilnehmereinrichtung
DE102013009543A1 (de) * 2013-06-07 2014-12-11 Audi Ag Geisterfahrererkennung

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