EP3326164A1 - Procédé et dispositif pour avertir d'autres usagers de la route qu'un véhicule circule incorrectement - Google Patents

Procédé et dispositif pour avertir d'autres usagers de la route qu'un véhicule circule incorrectement

Info

Publication number
EP3326164A1
EP3326164A1 EP16724422.7A EP16724422A EP3326164A1 EP 3326164 A1 EP3326164 A1 EP 3326164A1 EP 16724422 A EP16724422 A EP 16724422A EP 3326164 A1 EP3326164 A1 EP 3326164A1
Authority
EP
European Patent Office
Prior art keywords
wrong
way
vehicle
detecting
detection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP16724422.7A
Other languages
German (de)
English (en)
Other versions
EP3326164B1 (fr
Inventor
Werner Poechmueller
Andreas Offenhaeuser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3326164A1 publication Critical patent/EP3326164A1/fr
Application granted granted Critical
Publication of EP3326164B1 publication Critical patent/EP3326164B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • G08G1/162—Decentralised systems, e.g. inter-vehicle communication event-triggered
    • 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 is based on a device or a method according to the preamble of the independent claims.
  • the subject of the present invention is also a computer program.
  • False drivers also known as ghost drivers, cause death, injuries and substantial property damage in the event of an accident. More than half of the wrong-way journeys begin at junctions to federal motorways (BAB) or roads with separate directional lanes. Especially when driving wrong on motorways it comes to accidents at high collision speed and thus often to injuries with fatal consequences.
  • BAB federal motorways
  • Wrong drivers can be detected in different ways.
  • video sensors may be used to detect the passing of a "forbidden entry" sign, as well as a digital map may be used in conjunction with a navigation to detect a wrong direction of travel on a stretch of road that is passable only in one direction wireless methods are used, which detect by means of infrastructure such as lanes in the lane or at the edge of the road wrong-way driver.
  • the reliable detection of a wrong course requires time. During this time, the wrong-moving vehicle is already moving counter to the direction of travel and it can lead to a momentous collision with another road user. The establishment of a communication with other road users requires more time, in which the wrong-moving vehicle against the
  • the approach presented here already begins with the establishment of the communication, if there is a certain possibility for a wrong-way drive.
  • the communication is set up, although it is not yet certain that a wrong trip will actually occur. If the wrong drive is then detected with a high level of security, a warning to the wrong-way driver can be transmitted via the already established communication with a minimum delay.
  • a method for warning other road users of a wrong-traveling vehicle comprising the following steps:
  • False-driving potential exists, for example, at a point at which two previously jointly guided directional lanes are spatially separated in the opposite direction of travel.
  • the wrong-way potential is identified, for example, as increased if the vehicle shortly before such a place
  • Lane change on the opposite lane performs. It can be distinguished between an evasive maneuver in front of an obstacle on the own directional lane and an intentionally induced lane change.
  • a request for a communication link for example, from a communication device of the vehicle, a request for a communication link
  • Communications are sent to an currently connected cell of a mobile network.
  • the wrong-way potential can be determined by a permanently installed detection device. Then the request can be sent from the detection device to the cell. Starting from the cell, other communication devices connected to the cell and / or adjacent cells in other vehicles may be prompted for quiet communication. This is the
  • Communication link can be quickly provided a warning information.
  • the communication link can be considered as a communication channel.
  • a further one can be provided in the step of building up.
  • the wrong-way potential and / or the actual wrong-way can be determined by using a comparison between a determined vehicle position of the vehicle and additionally or alternatively a movement trajectory of the vehicle
  • Vehicle and map data are determined.
  • the vehicle position and / or the movement trajectory for example, using a
  • Positioning system can be determined. To this comparison
  • the motion trajectory can be predicted using at least one filter in the future. Through a prediction, a short reaction time can be achieved in the pre-detection of the wrong-way potential or the detection of the actual wrong-way.
  • the movement trajectory can be determined using a
  • Vehicle movement model of the vehicle and additionally or alternatively an inertial sensor of the vehicle can be determined.
  • an inertial sensor based movement trajectory an accurate recognition of the
  • the wrong-way potential and / or the actual wrong-way can be determined using an environment sensor of the vehicle.
  • Environment sensors can be, for example, a camera system that
  • the wrong drive can be detected immediately when passing by at least one road sign and / or a road marking.
  • the wrong-way potential and the actual wrong-way can under
  • the method may include a degradation step in which the
  • recording may be started when the wrong travel potential is larger than the pre-warning value.
  • Video recording can be done a simple evidence.
  • This method can be implemented, for example, in software or hardware or in a mixed form of software and hardware, for example in a control unit.
  • a method of detecting a wrong-way driver and warning others can be implemented, for example, in software or hardware or in a mixed form of software and hardware, for example in a control unit.
  • Road users in its vicinity may be characterized in that the detection of the wrong-way driver consists of a faster but less secure pre-detection and a further secure final detection, wherein after the pre-detection a "preventive" communication is established with vehicles in the vicinity of the wrong-way driver after the final detection a warning message is transmitted.
  • the pre-detection and the final detection can be on the same
  • Detection methods are based.
  • the pre-detection and the final detection can be based on the comparison of a movement trajectory with a section of a digital map.
  • the pre-detection and the final detection may be based on different methods, such as traffic sign recognition and a Comparison of a movement trajectory with a section of a digital map.
  • An inertial sensor can be used in conjunction with a vehicle motion model to express a high-temporal motion trajectory.
  • a GPS-based motion trajectory can be used, which is predicted using inertial sensors and filters in the future.
  • the inertial sensor technology of a smartphone can be used and the sensors can be calibrated by a continued observation of the smartphone by the server on the latter.
  • a system can be understood as meaning electrical devices which process sensor signals and output control and / or data signals as a function thereof.
  • the system may have interfaces that may be designed in hardware and / or software.
  • the interfaces may, for example, be part of so-called system ASICs, which contain various functions of the system.
  • the interfaces are their own integrated circuits or at least partially consist of discrete components.
  • the interfaces may be software modules, for example, on a microcontroller in addition to other software modules available.
  • the system can be made up of spatially separated individual components.
  • a computer program product or computer program with program code which can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and for carrying out, implementing and / or controlling the steps of the method according to one of the above
  • FIG. 1 shows a representation of a movement trajectory of a wrong-way driver at a connection point of a motorway
  • FIG. 2 shows a representation of a predetection of a possible wrong-way drive and of a structure of a communication path according to an exemplary embodiment
  • Fig. 4 is a block diagram of a system for warning others
  • FIG. 1 shows a representation of a movement trajectory 100 of a wrong-moving vehicle 102 at a junction 104 of a highway 106 Highway 106 has two separate lanes with two lanes per direction of travel. The connection point 104 is only partially shown here.
  • An exit ramp 108 with a delay strip 110 and an access ramp 112 with an acceleration strip 114 are shown. The departure ramp 108 and the access ramp 112 extend in one
  • Feeder area 116 parallel to each other and form there a common lane with two opposing personallysfahrstMail.
  • the feeder area 116 is oriented transversely to the highway 106. Outside of the feeder area 116, the directional lanes of the ramps 108, 112 divide and arcuate to the highway 106 until they are approximately tangential to the highway 106 in the delay strip 110 and the
  • the vehicle 102 is shown in the feeder area 116 and moves in the direction of the highway 106.
  • the movement trajectory 100 shows the path that the vehicle 102 travels.
  • the movement trajectory 100 is composed of straight sections which connect points 118 together.
  • the points 118 each represent a detected position of the vehicle 102 at a certain time.
  • the positions can be determined by a
  • Positioning system such as GPS, are determined.
  • the position determining system used herein has a detection frequency.
  • a distance between the points 118 is dependent on a speed of the vehicle 102. The faster the vehicle 102 moves, the larger the distances between the points 118.
  • the dots 118 represent a likely position of the vehicle 102.
  • An actual position of the vehicle 102 may be to the respective one
  • the movement trajectory 100 shows that the vehicle 102 in the feeder area 116 leaves the lane of the access ramp 112 and changes to the lane of the departure ramp 108. Outside of the feeder area 116 this drives Vehicle 102 against the direction of travel 120 along the departure ramp 108 in the direction of the highway 106 and thus becomes the wrong-way driver 102nd
  • the movement trajectory 100 is compared with a model of the connection point 104 or with stored map data.
  • the detected positions 118 indicate that the vehicle 102 is traveling in the opposite direction of travel 120, others may
  • signs 122 are set up on both sides of the "entrance forbidden", which indicate the one-way control of the connection point 104.
  • the signs 122 are aligned in such a way that they are opposite to the one when driving on
  • Driving direction 120 are clearly visible.
  • an optical detection system on the vehicle 102 and / or at the junction also the wrong drive can be detected.
  • a warning of the wrong driver 102 itself via a display or audible instructions.
  • other drivers in the vicinity of a wrong-way driver 102 may be warned, for example via vehicle-to-vehicle communication or via mobile radio.
  • other road users can be warned about erected on the roadside variable traffic signs.
  • False driver analyzes 102 show that many wrong-way journeys are completed within a distance of about 500 meters. If a wrong-way driver 102 is detected, and other road users in the vicinity are to be warned in time, so is very little time available. Especially This is critical when communicating via a central server by means of mobile radio, since in this case a step of detecting, a step of identifying, a step of requesting, a step of fetching and a step of presenting one after the other take place.
  • a wrong-way driver 102 is detected.
  • the detection of the wrong driver 102 may take several seconds depending on the method. In particular, for detection by means of digital map and GPS-supported vehicle position 118 sufficient time is needed.
  • HMI Human Machine Interface
  • the safe detection of a wrong-way driver 102 can be very time-consuming, in particular if the detection by means of a digital map and
  • FIG. 1 shows a typical scenario along a highway 106.
  • the highway 106 is shown in the area of ramp 112 and ramp 108.
  • a vehicle 102 attempts to drive onto the highway 106.
  • the driver takes the wrong entrance 108. His
  • Motion trajectory 100 is shown. This can be done by means of a
  • Satellite location can be determined in the vehicle.
  • Typical GPS receivers determine once per second the position 118 of the vehicle 102, represented by the points 118, which can be processed for example by connecting with straight lines to the movement trajectory 100.
  • Motion trajectory 100 can now be compared to a digital map, in which the motorway ramps 108, 112 and the permitted directions of travel 120 are held. By comparing the determined movement trajectory 100 with the digital map, it is possible to decide whether a permitted journey is taking place or a wrong-way travel.
  • the challenge is to decide beyond doubt whether a wrong-way drive exists, with the
  • Input signals or vehicle positions 118 may be disturbed, for example, by multipath or atmospheric interference. It is also possible that the road geometry between driveway 112 and exit 108 takes place for a very long time in parallel or almost in parallel, so that it is only later possible to decide unequivocally whether or not there is a wrong-way drive. It is quite possible that six, seven or more GPS points 118 have to be analyzed one after the other until it can be decided beyond doubt whether a wrong trip has occurred. With GPS positioning at 1 Hz, six seconds, seven seconds, or more seconds of valuable time can pass, which is not yet available for warning other road users.
  • FIG. 2 is an illustration of a predetection of a possible wrong travel and a structure of a communication link 200 according to one
  • connection point 104 The wrong-way is shown here at a connection point 104, as shown in FIG.
  • a movement trajectory 100 of a vehicle 102 against a direction of travel of a departure ramp 108 of the connection point 104 is shown.
  • the communication link 200 is established via a communication infrastructure 202 but not yet used.
  • the communication link 200 is thereby set up to road users 204 who would be endangered by the potential wrong-way drive.
  • another vehicle 204 driving on the highway 106 in the direction of the junction 104 is acutely endangered.
  • Communication link 200 is kept open until the possibility of wrong-way travel is dispelled.
  • Communication path 200 a wrong-way information for the vulnerable road users 204 provided to warn the vulnerable road users 204.
  • a parallel communication setup to a client 204 to be warned prior to completing the detection of a wrong-way driver 102 is presented.
  • the approach presented here describes an efficient method which minimizes the complete "round trip time" from the detection of the wrong-way driver to the presentation of the warning message in a nearby vehicle 204.
  • the advantages of the approach presented here are that the method steps of detecting, identifying, requesting and fetching described in FIG. 1 are partially parallelized. As a result, the time-consuming steps of identifying and requesting can already take place in parallel during a still running detection of a potential wrong-way driver 102. If in the
  • a "predetection" is provided which detects a wrong-way driver 102 as early as possible, even if the detection can not be done safely, for example after one to two seconds with the first GPS positions 118 of the vehicle 102.
  • FIG 3 shows a flow chart of a method 300 for warning other road users according to an exemplary embodiment.
  • the method 300 the other road users in a wrong-moving
  • a pre-detection of a wrong-way driver takes place.
  • a decision block 302 located downstream of the predetection 301 a result of the predetection 301 is evaluated as to whether a wrong travel is possible.
  • the pre-detection 301 is executed again. If a wrong trip is possible, a search is made in a function block 303 downstream of decision block 302 for nearby vehicles.
  • a final false driver detection is performed in parallel.
  • a decision block 305 following the vehicle search 303 a result of the vehicle search 303 is evaluated as to whether vehicles are present. If there are no vehicles, the predetection 301 is executed again. If at least one vehicle is present, a function block 306 downstream of decision block 305 becomes a
  • Communication establishment 306 downstream decision block 307 is checked whether the communication is established. If the communication is not established, the communication setup 306 is performed again immediately. In one of the final driver detection 304 downstream
  • a result of the final driver detection 304 is checked for whether a wrong driver is actually present. If a wrong-way driver exists and the communication is established, the results are logically linked in a link block 309, here by means of a UN D link, and in a function block 310 a warning is issued to a driver. Subsequently, in a function block 311, the communication to the server is reduced. Likewise, the communication breakdown 311 is performed when no actual wrong travel has been detected. After the communication breakdown 311, the pre-detection 301 is performed again.
  • the method 300 includes only the pre-detection step 301, the detection step 304, the establishment step 306, and the provisioning step 310.
  • step 301 of predetecting a wrong-way potential of a possible wrong-way of the
  • Warning value is established, in step 306 of establishing a communication link to at least one endangered by the wrong road users. Meanwhile, in step 304 of detecting, the wrong travel of the vehicle is detected. If the possible wrong course than actual
  • the pre-detection step 301 is performed cyclically. If that
  • step 306 of the construction in a sub-step 303 of searching through the possible wrong-drive, vulnerable road users are searched. If vulnerable road users are found, the
  • step 304 of the detection If no wrong travel is detected in step 304 of the detection, the communication link is removed again in a step 311 of the dismantling.
  • step 311 of the degradation the
  • a decision block starts 302 continues to search 303 for nearby vehicles, the final false detection 304 continues to run until it is certain that there is a wrong trip, and if there are vehicles in the vicinity of the potential wrongdoer, the communication setup 306 is established in parallel via another decision block 305 If communication has been established 306, communications will be maintained until the final one
  • Wrong-way driver decision was made. If this turns out to be positive, a warning 310 to the vehicles in the vicinity or their driver provided. Afterwards the communication can be broken down again and the procedure is finished. If no wrong-way drive is detected, the driver in the vicinity is not warned and the communication of this driver to the server is also reduced and the pre-detection 301 for a potential wrong-way drive starts anew.
  • a pre-detection 301 of a potential wrong-way driver is separated from the final detection 304 in FIG.
  • both the pre-detection 301 and the final mis-detection 304 both occur locally in the vehicle of the potential wrong-way driver.
  • both tasks 301, 304 are performed on the central server.
  • one of the two tasks 301, 304 is executed in the vehicle and the other in each case on the central server.
  • Predetection 301 and final detection 304 may be based on the same method, such as comparing a GPS motion trajectory to a digital map, where predetection 301 is only one to a few GPS points, the final detection 304 includes a plurality of GPS points.
  • the pre-detection 301 and the final detection 304 can on
  • Embodiment complemented by inertial sensors. To do this
  • a vehicle movement model for example in combination with a Kalman filter, can be used in order to fine-tune the movement trajectory between the individual GPS position points.
  • This high-resolution motion trajectory can be used both for pre-detection 301 and for final detection 304.
  • the GPS-based motion trajectory is filtered, for example, with a low-pass filtering and updated by means of inertial sensors into the future and used for predetection 301. This allows for a very early predetection 301 of a potential wrong-way driver.
  • the server may calibrate its inertial sensors by continuing to monitor the sensors.
  • a warning 310 of another driver not only does a warning 310 of another driver occur in front of a wrong-way driver, but further vehicle functions are automatically activated.
  • the activation of a proof camera takes place both in the vehicle of the wrong-way driver and in the vehicle of the driver to be warned.
  • the communication to the server can be set up in a preventative way, so can a preventive function like a
  • the system 400 includes a pre-detection component 402, a component 404 for deployment, a component 406 for detection, and a component 408 for deployment.
  • Predetection is designed to pre-detect a wrong-way potential of a possible wrong-way driving of the vehicle.
  • Setup is designed to establish a communication link to at least one road user endangered by the wrong-turn if the wrong-way potential is greater than a pre-warning value.
  • the component 406 for detecting is designed to detect the wrong-way drive of the vehicle.
  • the provisioning component 408 is configured to provide a
  • an exemplary embodiment comprises a "and / or" link between a first feature and a second feature, then this is to be read so that the embodiment according to one embodiment, both the first feature and the second feature and according to another embodiment either only first feature or only the second feature.

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

Abstract

L'invention concerne un procédé (300) pour avertir (310) d'autres usagers (204) de la route qu'un véhicule (102) circule incorrectement. Le procédé (300) comprend une étape (301) de pré-détection, une étape (306) d'établissement, une étape (304) de détection et une étape (310) de production. À l'étape (301) de pré-détection, un potentiel d'un conduite incorrecte éventuelle du véhicule (102) est pré-détecté. À l'étape (306) d'établissement, une liaison de communication est établie (200) avec au moins un usager (204) de la route mis en danger par la conduite incorrecte si le potentiel de conduite incorrecte est supérieur à une valeur de pré-alerte. À l'étape (304) de détection, la conduite incorrecte du véhicule (102) est détectée. À l'étape (310) de production, une information de mauvais conducteur est produite à destination des usagers (204) de la route mis en danger par la liaison de communication (200) établie lorsque la conduite incorrecte éventuelle est détectée comme conduite incorrecte réelle.
EP16724422.7A 2015-07-17 2016-05-23 Procédé et dispositif pour avertir d'autres usagers de la route qu'un véhicule circule incorrectement Active EP3326164B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015213517.9A DE102015213517A1 (de) 2015-07-17 2015-07-17 Verfahren und Vorrichtung zum Warnen anderer Verkehrsteilnehmer bei einem falsch fahrenden Fahrzeug
PCT/EP2016/061588 WO2017012742A1 (fr) 2015-07-17 2016-05-23 Procédé et dispositif pour avertir d'autres usagers de la route qu'un véhicule circule incorrectement

Publications (2)

Publication Number Publication Date
EP3326164A1 true EP3326164A1 (fr) 2018-05-30
EP3326164B1 EP3326164B1 (fr) 2021-05-05

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP16724422.7A Active EP3326164B1 (fr) 2015-07-17 2016-05-23 Procédé et dispositif pour avertir d'autres usagers de la route qu'un véhicule circule incorrectement

Country Status (6)

Country Link
US (1) US10089877B2 (fr)
EP (1) EP3326164B1 (fr)
JP (1) JP6605705B2 (fr)
CN (1) CN107851380B (fr)
DE (1) DE102015213517A1 (fr)
WO (1) WO2017012742A1 (fr)

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US20180218608A1 (en) 2018-08-02
WO2017012742A1 (fr) 2017-01-26
CN107851380A (zh) 2018-03-27
CN107851380B (zh) 2021-03-23
JP2018522355A (ja) 2018-08-09
EP3326164B1 (fr) 2021-05-05
US10089877B2 (en) 2018-10-02
JP6605705B2 (ja) 2019-11-13

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