EP3326164B1 - Method and apparatus for warning other road users when a vehicle is travelling the wrong way on a motorway or dual carriageway - Google Patents

Description

State of the art

The invention is based on a device or a method according to the preamble of the independent claims. The present invention also relates to a computer program.

Wrong drivers, also known as wrong-way drivers, cause deaths, injuries and considerable property damage in the event of an accident. More than half of the wrong-way journeys start at junctions with federal motorways (BAB) or roads with separate lanes. Especially when driving wrongly on motorways, accidents occur at high collision speeds and thus often injuries with fatal consequences.

Wrong-way drivers can be detected in various ways. For example, video sensors can be used to detect the passage of a "no entry" sign. A digital map can also be used in conjunction with a navigation system to detect a wrong direction of travel on a route section that can only be traveled in one direction. Furthermore, wireless methods can be used that detect wrong-way drivers by means of infrastructure such as, for example, beacons in the lane or at the edge of the lane.

The DE 10 2013 224 167 A1 discloses a method for checking the plausibility of a Wrong trip of a motor vehicle, the wrong trip being checked for plausibility on the basis of the direction of travel of the motor vehicle and the direction of travel of another motor vehicle.

The DE 103 34 203 A1 discloses an interactive traffic processing method in which at least two road users are automatically informed of the current movement of the other in direct intercommunication at least within an adjustable range of one another.

Disclosure of the invention

Against this background, with the approach presented here, a method for warning other road users when a vehicle is driving incorrectly, a system that uses this method, and finally a corresponding computer program according to the main claims are presented. The measures listed in the dependent claims make advantageous developments and improvements of the method specified in the independent claim possible.

The reliable detection of wrong-way driving takes time. During this time, the incorrectly driving vehicle is already moving against the direction of travel and a serious collision with another road user can occur. Establishing communication with other road users also requires additional time, during which the incorrectly driving vehicle moves against the direction of travel. So far too much time has passed before other road users can be warned.

In order to shorten the time before a warning is issued, the approach presented here begins with the establishment of communication when there is a certain possibility of driving the wrong way. Communication is established in the process, although it is not yet certain whether the vehicle will actually drive the wrong way. If the wrong-way trip is then detected with a high degree of certainty, a warning of the wrong-way driver can be transmitted via the communication that has already been established with a minimal delay.

A method according to claim 1 is presented.

Wrong travel can be understood to mean travel by a vehicle against an intended travel direction on a road with separate directional lanes. Likewise, a wrong trip against a one-way street, against the direction of travel of a departure ramp or against the direction of travel of a roundabout can take place. Another road user can be a driver of another vehicle. There is a potential for wrong-way driving, for example, at a point where two previously shared directional lanes with opposite directions of travel are spatially separated. The wrong-way potential is recognized as increased, for example, if the vehicle changes lane to the opposite lane shortly before such a point. A distinction can be made between an evasive maneuver in front of an obstacle in one's own direction of travel and a deliberately induced lane change.

The wrong-way driving potential and / or the actual wrong-way driving can be determined using a comparison between a determined vehicle position of the vehicle and additionally or alternatively a movement trajectory of the vehicle and map data. The vehicle position and / or the movement trajectory can be determined, for example, using a position determination system. Many vehicles already have the necessary equipment to make this comparison. This means that the approach presented here can easily be retrofitted.

The movement trajectory can be predicted into the future using at least one filter. A prediction can be used to achieve a short response time for the predetection of the potential wrong-way trip or the detection of the actual wrong-way trip.

The movement trajectory can be determined using a vehicle movement model of the vehicle and additionally or alternatively an inertial sensor system of the vehicle. By means of a movement trajectory based on inertial sensors, precise detection of the wrong-way driving potential or the wrong-way driving can be carried out. This allows signals from a position determination system to be secured.

The wrong-way driving potential and / or the actual wrong-way driving can be determined using an environment sensor system of the vehicle. An environment sensor system can be, for example, a camera system that detects and evaluates traffic signs and / or road markings. The wrong way can thus be recognized immediately when driving past at least one traffic sign and / or a road marking.

The wrong-way trip potential and the actual wrong-way trip can be determined using the same detection method. This can save processor capacity.

In the setting up step, a recording can also be started if the wrong-way driving potential is greater than the pre-warning value. A simple preservation of evidence can take place by recording relevant data of the vehicle and / or a video recording.

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 device.

The pre-detection and the final detection can be based on the same detection method.

The pre-detection and the final detection can be based on the comparison of a movement trajectory with a section from a digital map.

The pre-detection and the final detection can be based on different methods, for example a traffic sign recognition and a Comparison of a movement trajectory with a section from a digital map.

An inertial sensor system can be used in conjunction with a vehicle movement model to develop a movement trajectory with a high temporal resolution.

For the pre-detection, a GPS-based movement trajectory can be used, which is predicted into the future by means of inertial sensors and using filters.

The inertial sensors of a smartphone can be used and the sensors can be calibrated on the server by continuously monitoring the smartphone.

In addition to preventive communication, other functions can also be activated, such as an accident camera.

The invention also relates to a system according to claim 8.

In the present case, a system can be understood to mean electrical devices that process sensor signals and output control and / or data signals as a function thereof. The system can have interfaces that can be designed in terms of hardware and / or software. In the case of a hardware design, the interfaces can be part of so-called system ASICs, for example, which contain a wide variety of functions of the system. However, it is also possible that the interfaces are separate, integrated circuits or at least partially consist of discrete components. In the case of a software-based design, the interfaces can be software modules which, for example, are on a microcontroller in addition to other software modules available. The system can be built up from spatially separated individual components.

The invention also relates to a computer program according to claim 9 and a storage medium according to claim 10.

• Fig. 1 eine Darstellung einer Bewegungstrajektorie eines Falschfahrers an einer Anschlussstelle einer Autobahn;
• Fig. 2 eine Darstellung einer Vordetektion einer möglichen Falschfahrt und eines Aufbaus einer Kommunikationsstrecke gemäß einem Ausführungsbeispiel;
• Fig. 3 ein Ablaufdiagramm eines Verfahrens zum Warnen anderer Verkehrsteilnehmer gemäß einem Ausführungsbeispiel; und
• Fig. 4 ein Blockschaltbild eines Systems zum Warnen anderer Verkehrsteilnehmer gemäß einem Ausführungsbeispiel.

Exemplary embodiments of the invention are shown in the drawings and explained in more detail in the description below. It shows:

• Fig. 1 a representation of a movement trajectory of a wrong-way driver at a junction of a motorway;
• Fig. 2 a representation of a pre-detection of a possible wrong-way trip and a structure of a communication link according to an embodiment;
• Fig. 3 a flowchart of a method for warning other road users according to an embodiment; and
• Fig. 4 a block diagram of a system for warning other road users according to an embodiment.

In the following description of advantageous exemplary embodiments of the present invention, identical or similar reference numerals are used for the elements shown in the various figures and having a similar effect, a repeated description of these elements being dispensed with.

Fig. 1 FIG. 11 shows a representation of a movement trajectory 100 of a vehicle 102 driving incorrectly at a junction 104 of a motorway 106 Motorway 106 has two separate directional lanes with two lanes per direction of travel. The connection point 104 is only partially shown here. A departure ramp 108 with a deceleration lane 110 and an access ramp 112 with an acceleration lane 114 are shown. The exit ramp 108 and the access ramp 112 run parallel to one another in a feeder area 116 and there form a common lane with two opposite directional lanes. The feeder area 116 is oriented transversely to the freeway 106. Outside the feeder area 116, the directional lanes of the ramps 108, 112 divide and run in an arc to the freeway 106 until they merge approximately tangentially to the freeway 106 into the deceleration lane 110 and the acceleration lane 114, respectively.

The vehicle 102 is shown in the feeder area 116 and is traveling in the direction of the freeway 106. The movement trajectory 100 shows the path that the vehicle 102 is traveling. The movement trajectory 100 is composed of straight sections that connect points 118 to one another. The points 118 each represent a detected position of the vehicle 102 at a specific point in time. The positions can be determined by a positioning system such as GPS. The positioning system used here has a detection frequency. As a result, a distance between the points 118 is dependent on a speed of the vehicle 102. The faster the vehicle 102 moves, the greater the distances between the points 118.

Since the position determination system has an inaccuracy, the points 118 represent a probable position of the vehicle 102. An actual position of the vehicle 102 can deviate to a greater or lesser extent from the probable position at the respective detection time.

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 counter to direction of travel 120 along departure ramp 108 in the direction of motorway 106 and thus becomes wrong-way driver 102.

In order to detect the wrong-way trip, the movement trajectory 100 is compared with a model of the connection point 104 or with stored map data. If the recorded positions 118 indicate that the vehicle 102 is traveling in the opposite direction to the intended direction of travel 120, other road users can be warned.

Since the movement trajectory 100 is subject to uncertainty, a number of detection times are awaited while the vehicle 102 is already driving against the direction of travel 120 in order to reliably detect the wrong-way trip. During this time, the vehicle 102 has already driven far against the direction of travel 120.

"No entry" signs 122 are set up on both sides next to the departure ramp 108, which indicate the one-way regulation of the junction 104. The signs 122 are aligned in such a way that they are clearly visible when driving against the direction of travel 120. The wrong-way trip can also be detected by an optical detection system on vehicle 102 and / or at the connection point.

If a wrong-way driver 102 is detected, for example, the wrong-way driver 102 himself can be warned via a display or acoustic instructions. Other drivers in the vicinity of a wrong-way driver 102 can also be warned, for example via vehicle-to-vehicle communication or by means of cellular radio. Furthermore, other road users can be warned via variable message signs set up on the roadside. It is also possible to intervene in the engine control or the brakes of the incorrectly driving vehicle 102.

Analyzes of wrong-way drivers 102 show that many wrong-way trips are completed within a distance of approximately 500 meters. If a wrong-way driver 102 is detected and other road users in his vicinity should be warned in good time, there is very little time available. Especially In the case of communication via a central server by means of mobile radio, this becomes critical, since a step of detecting, a step of identifying, a step of requesting, a step of fetching and a step of presenting take place one after the other.

In the detection step, a wrong-way driver 102 is detected. The detection of the wrong-way driver 102 can take several seconds, depending on the method. In particular, sufficient time is required for detection by means of a digital map and GPS-supported vehicle position 118.

In the identification step, vehicles to be warned in the vicinity of the wrong-way driver 102 are identified.

In the setting up step, the vehicles to be warned are requested to set up communication with the central server. This corresponds to the invention and all exemplary embodiments. For security reasons, direct communication from the server to the vehicle is usually not possible, but the vehicles to be warned must do this.

In the collection and presentation steps, a warning message is picked up from the server for the vehicles to be warned and the warning message is presented on the HMI (= Human Machine Interface, for example a display).

The reliable detection of a wrong-way driver 102 can be very time-consuming, in particular if the detection takes place by means of a digital map and satellite-supported positioning. Fig. 1 shows a typical scenario along a freeway 106. The freeway 106 is shown in the area of an entrance 112 and an exit 108. A vehicle 102 tries to enter the freeway 106. However, the driver takes the wrong entrance 108. His movement trajectory 100 is shown. This can be determined by means of satellite positioning (GPS) in the vehicle. Typical GPS receivers determine the position 118 of the vehicle 102 once per second, represented by the points 118, which can be processed, for example, by connecting straight lines to the movement trajectory 100. This movement trajectory 100 can now be compared with a digital map, in which the motorway ramps 108, 112 and the directions 120 permitted there are recorded. By comparing the determined movement trajectory 100 with the digital map, it can be decided whether a permitted trip is taking place or a wrong trip.

With this method of determining wrong-way drivers, the challenge lies in deciding unequivocally whether there is a wrong-way driving, the input signals or vehicle positions 118 being disrupted, for example, by multi-path reception or atmospheric disturbances. It is also possible for the road geometry to take place in parallel or almost in parallel for a very long time between the driveway 112 and exit 108, so that it is only possible to decide without doubt at a late stage whether or not the wrong way is driving. It is entirely possible that six, seven or more GPS points 118 have to be analyzed one after the other until it can be decided without a doubt whether a wrong-way trip is involved. With a GPS position provision at 1 Hz, six seconds, seven seconds or more of valuable time can pass that was previously not available for warning other road users.

So far, other road users have been warned as soon as the vehicle 102 reliably detects that it is driving "wrongly". This then makes contact with a central server, for example via cellular network. This determines whether there are other vehicles in the vicinity of the wrong-way driver 102. If this is the case, the further vehicle is requested to establish a connection to the server and to collect information there about the position of the wrong-way driver 102 or a completed warning message. This can then be displayed to the driver of the vehicle via a suitable user interface. The process of identifying vehicles in the vicinity of the wrong-way driver 102 and establishing communication with the vehicle can also take several seconds, in individual cases many seconds. If all times are added up, a wrong-way trip can already have come to an end without a driver having been sensibly warned of wrong-way driver 102 in good time.

Fig. 2 shows an illustration of a pre-detection of a possible wrong-way trip and a structure of a communication link 200 according to an embodiment. The wrong way is here at a junction 104, as shown in Fig. 1 is shown. Here, too, a movement trajectory 100 of a vehicle 102 counter to a direction of travel of a departure ramp 108 of the junction 104 is shown.

It is monitored here whether the vehicle 102 could drive incorrectly. The possibility of wrong-way travel is already recognized when the vehicle 102 briefly enters the lane of the departure ramp 108. At this point in time, however, it is not yet certain whether a wrong-way trip will actually follow.

If there is the possibility of driving the wrong way, the communication link 200 is set up via a communication infrastructure 202 but is not yet used. The communication link 200 is set up to road users 204 who would be endangered by the potential wrong-way trip. In the illustrated case, another vehicle 204 traveling on the freeway 106 in the direction of the junction 104 is acutely endangered. The communication link 200 is kept open until the possibility of wrong-way travel has been averted.

If the vehicle 102 drives against the direction of travel on the departure ramp 108 for several detection times 118, the wrong-way trip is reliably detected. Wrong-way driver information is then provided for the endangered road users 204 via the already preventively established communication link 200 in order to warn the endangered road users 204.

A parallel communication setup to a client 204 to be warned before the detection of a wrong-way driver 102 is completed is presented.

The approach presented here describes an efficient method which minimizes the complete "round trip time" from the detection of wrong-way drivers to the presentation of the warning message in a vehicle 204 in the vicinity.

The advantages of the approach presented here are that the in Fig. 1 described process steps of detecting, identifying, requesting and collecting are partially parallelized. As a result, the time-consuming steps of identifying and prompting can already run in parallel while the detection of a potential wrong-way driver 102 is still ongoing. If it turns out in the course of the detection that there is no wrong-way driving, the identifying and prompting steps started in parallel are aborted again, so that no other road users 204 are warned, even if the communication 200 with them has already been established.

In the approach presented here, the time-consuming steps are parallelized as far as possible. For this purpose, a “pre-detection” is provided which detects a wrong-way driver 102 as early as possible, even if the detection cannot yet take place reliably, for example after one to two seconds with the first GPS positions 118 of the vehicle 102.

Fig. 3 FIG. 3 shows a flowchart of a method 300 for warning other road users according to an exemplary embodiment. Method 300 warns the other road users when a vehicle is driving incorrectly.

A wrong-way driver is pre-detected in a function block 301. In a decision block 302 downstream of the predetection 301, a result of the predetection 301 is evaluated to determine whether a wrong-way trip is possible.

If no wrong-way travel is possible, the pre-detection 301 is carried out again. If it is possible to drive the wrong way, a search for vehicles in the vicinity is carried out in a function block 303 downstream of decision block 302. Likewise, in parallel, a final wrong-way driver detection is carried out in a function block 304 downstream from decision block 302. In a decision block 305 downstream of the vehicle search 303, a result of the vehicle search 303 is evaluated to determine whether there are vehicles.

If there are no vehicles, the pre-detection 301 is carried out again. If at least one vehicle is present, a communication to a server is established in a function block 306 downstream of decision block 305. In a decision block 307 following the communication setup 306, a check is made as to whether the communication has been setup. If communication has not been established, communication is established again immediately.

In a decision block 308 downstream of the final wrong-way driver detection 304, a result of the final wrong-way driver detection 304 is checked to determine whether a wrong-way driver is actually present. If there is a wrong-way driver and if communication has been established, the results are logically linked in a logic block 309, here by means of an AND logic operation, and a warning is output to a driver in a function block 310. Communication with the server is then cleared down in a function block 311. Communication disconnection 311 is also carried out if no actual wrong-way travel has been detected. After the communication cleardown 311, the predetection 301 is carried out again.

In one embodiment, the method 300 only has the step 301 of predetecting, the step 304 of detecting, the step 306 of building and the step 310 of providing. In step 301 of the pre-detection, a wrong-way potential of a possible wrong-way drive of the vehicle is pre-detected. If the wrong-way potential is greater than a warning value, in step 306 of setting up a communication link is set up to at least one road user at risk from the wrong-way trip. Meanwhile, in step 304 of the detection, the wrong-way driving of the vehicle is detected. If the possible wrong-way driving is detected as an actual wrong-way driving, wrong-way driver information is provided for the endangered road user via the established communication link in step 310 of providing. Thus, the communication link can be established in step 306 before the actual detection of the wrong-way trip in step 304. This has the The advantage that the communication link is already established when the wrong-way trip is detected.

The pre-detection step 301 takes place cyclically. If the wrong-way driving potential is less than the pre-warning value, step 301 of pre-detection is carried out again.

In step 306 of setting up, in a sub-step 303 of the search, road users at risk due to the possible wrong-way trip are searched for. If endangered road users are found, the communication path to these road users is established. The build-up 306 takes place cyclically. If the communication link is not established securely, the establishment 306 is initiated again.

If no wrong-way travel is detected in step 304 of the detection, the communication link is cleared down again in a step 311 of clearing down.

When the communication link is established and a wrong-way trip is detected, the other road users are warned via the communication link. The communication link is then cleared down again in step 311 of clearing down.

In the flowchart of the method 300 presented here, there is a constant “pre-detection” 301 of all vehicles involved. If the pre-detection 301 comes to the result that there is a possible wrong-way driving, which is possible with an acceptable uncertainty even after a short time, a decision block 302 starts the search 303 for vehicles in the vicinity. The final wrong-way driver detection 304 continues until it is certain whether a wrong-way trip is present. If there are vehicles in the vicinity of the potential wrong-way driver, the communication setup 306 of the vehicles in the vicinity to the server is initiated in parallel via a further decision block 305. Once communication has been established 306, communication is maintained until the final wrong-way driver decision has been made. If this is positive, a warning 310 is sent to the vehicles in the vicinity or their drivers provided. Communication can then be terminated again and the process is ended. If no wrong-way trip is detected, the driver in the vicinity is not warned and the communication between this driver and the server is also dismantled and the pre-detection 301 for a potential wrong-way trip begins anew.

According to one embodiment, the pre-detection 301 of a potential wrong-way driver is separated from the final detection 304 in connection with an immediate communication setup 306 to vehicles in the vicinity, while the final detection 304 is not yet completed.

This method 300 can, under certain circumstances, establish communication with drivers in the vicinity of a potential wrong-way driver, although no warning is given. The advantage, however, is that the warning is usually much earlier, since the communication channel to the drivers in the vicinity of a wrong-way driver can already be fully established when the wrong-way trip is finally detected. Since mobile communication is generally very inexpensive today, the advantage of a significantly earlier warning of a wrong-way driver outweighs the possible increased communication costs due to a communication link that was set up prematurely.

In one embodiment, both the pre-detection 301 and the final wrong-way driver detection 304 both take place locally in the vehicle of the potential wrong-way driver.

In one embodiment, both tasks 301, 304 are performed on the central server.

In a further embodiment, one of the two tasks 301, 304 is carried out in the vehicle and the other is carried out on the central server.

The pre-detection 301 and the final detection 304 can be based on the same method, for example on the comparison of a GPS movement trajectory with a digital map, the pre-detection 301 only comprises one to a few GPS points, but the final detection 304 comprises a plurality of GPS points.

The pre-detection 301 and the final detection 304 can be based on different detection methods, for example on a video-based detection of a “no entry” traffic sign and a comparison of a GPS trajectory with a digital map.

Since a GPS-based position determination is usually only possible with a frequency of 1 Hz, the position determination is supplemented in one embodiment by means of inertial sensors. Acceleration sensors and / or yaw rate sensors are used for this purpose. Furthermore, a vehicle movement model, for example in combination with a Kalman filter, can be used to resolve the movement trajectory between the individual GPS position points even more finely, for example with a frequency of 10 Hz or even 100 Hz final detection 304 can be used.

In one embodiment, the GPS-based movement trajectory is filtered, for example, with a low-pass filtering and updated into the future by means of inertial sensors and used for pre-detection 301. This allows a very early pre-detection 301 of a potential wrong-way driver to take place.

If a smartphone is used to detect 304 a wrong-way driver, the server can calibrate its inertial sensors by continuously monitoring the sensors.

In an expanded exemplary embodiment, not only is another driver warned 310 of a wrong-way driver, but further vehicle functions are activated automatically. For example, an evidence camera is activated both in the vehicle of the wrong-way driver and in the vehicle of the driver to be warned. Just as communication to the server can be set up preventively, a function such as an accident camera can also be activated preventively in order to document the process.

Fig. 4 shows a block diagram of a system 400 for warning other road users according to an embodiment. A method for warning other road users in the event of a vehicle driving incorrectly, as for example shown in FIG Fig. 3 is described. The system 400 has a component 402 for pre-detection, a component 404 for building, a component 406 for detecting and a component 408 for providing. The component 402 for pre-detection is designed to pre-detect a wrong-way potential of a possible wrong-way drive of the vehicle. The setting up component 404 is designed to set up a communication link to at least one road user at risk from the wrong-way trip, if the wrong-way trip potential is greater than an advance warning value. The component 406 for detection is designed to detect that the vehicle is traveling in the wrong direction. The component 408 for providing is designed to provide wrong-way driver information for the endangered road user via the communication link established if the possible wrong-way trip is detected as an actual wrong-way trip.

If an exemplary embodiment comprises a “and / or” link between a first feature and a second feature, this is to be read in such a way that the exemplary embodiment according to one embodiment includes both the first feature and the second feature and according to a further embodiment either only the has the first feature or only the second feature.

Claims (10)

1. Method (300) for warning (310) other road users (204) in the event of a vehicle (102) driving the wrong way, wherein a vehicle (102) driving the wrong way is a vehicle (102) that is driving against a prescribed direction of driving, wherein the method (300) comprises the following steps:

   pre-detecting (301) a wrong-way driving potential of a possible instance of the vehicle (102) driving the wrong way using a detection method;

   setting up (306) a communication link (200) to at least one road user (204) endangered by the wrong-way driving, if the wrong-way driving potential is higher than an advance warning value, by prompting the at least one road user (204) endangered by the wrong-way driving to set up a communication with a central server by means of mobile telephony, and wherein the communication link (200) is set up but not yet used;

   detecting (304) the wrong-way driving of the vehicle (102) using the detection method or another detection method;

   providing (310) an item of wrong-way driver information for the endangered road user (204) via the communication link (200) set up if the possible instance of wrong-way driving is detected as an actual instance of wrong-way driving, wherein the item of wrong-way driver information is retrieved from the central server by the endangered road user (204); and

   breaking off (311) the communication link (200) if the wrong-way driving potential is lower than the advance warning value and/or no actual instance of wrong-way driving is detected.
2. Method (300) according to Claim 1, in which in the pre-detecting step (301), the wrong-way driving potential, and/or in the detecting step (304), the actual wrong-way driving, are/is determined using a comparison between a determined vehicle position (118) and/or a trajectory of movement (100) of the vehicle (102) and map data.
3. Method (300) according to Claim 2, in which in the pre-detecting step (301) and/or in the detecting step (304), the trajectory of movement (100) is projected into the future using at least one filter.
4. Method (300) according to one of Claims 2 and 3, in which in the pre-detecting step (301) and/or in the detecting step (304), the trajectory of movement (100) is determined using a vehicle movement model of the vehicle (102) and/or using an inertial sensor system of the vehicle (102).
5. Method (300) according to one of the preceding claims, in which in the pre-detecting step (301), the wrong-way driving potential, and/or in the detecting step (304), the actual wrong-way driving, are/is determined using an environment sensor system of the vehicle (102).
6. Method (300) according to one of the preceding claims, in which in the pre-detecting step (301), the wrong-way driving potential, and in the detecting step (304), the actual wrong-way driving, are determined using the same detection method.
7. Method (300) according to one of the preceding claims, in which in the setting-up step (306), a recording is additionally started if the wrong-way driving potential is higher than the advance warning value.
8. System (400) comprising:

   a pre-detecting component (402);

   a setting-up component (404);

   a detecting component (406); and

   a providing component (408), wherein the components (402, 404, 406, 408) are designed to carry out the steps of the method according to one of the preceding claims.
9. Computer program configured to carry out the method (300) according to one of Claims 1 to 7.
10. Machine-readable storage medium on which the computer program according to Claim 9 is stored.

Images