EP3446302A1 - Procédé, dispositif et agencement de poursuite d'objets en mouvement - Google Patents

Procédé, dispositif et agencement de poursuite d'objets en mouvement

Info

Publication number
EP3446302A1
EP3446302A1 EP16726841.6A EP16726841A EP3446302A1 EP 3446302 A1 EP3446302 A1 EP 3446302A1 EP 16726841 A EP16726841 A EP 16726841A EP 3446302 A1 EP3446302 A1 EP 3446302A1
Authority
EP
European Patent Office
Prior art keywords
information
group
tracking
parameter data
vehicle
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
EP16726841.6A
Other languages
German (de)
English (en)
Other versions
EP3446302B1 (fr
Inventor
Fritz Kasslatter
Herbert Füreder
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.)
Yunex GmbH
Original Assignee
Siemens Mobility 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 Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3446302A1 publication Critical patent/EP3446302A1/fr
Application granted granted Critical
Publication of EP3446302B1 publication Critical patent/EP3446302B1/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
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • 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
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0116—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from roadside infrastructure, e.g. beacons
    • 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
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • 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
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0141—Measuring and analyzing of parameters relative to traffic conditions for specific applications for traffic information dissemination
    • 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
    • G08G1/015—Detecting movement of traffic to be counted or controlled with provision for distinguishing between two or more types of vehicles, e.g. between motor-cars and cycles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles

Definitions

  • the invention relates to a method for tracking moving objects according to the preamble of claim 1, a tracking device for moving objects according to the preamble of patent claim 9 and an arrangement for tracking of moving objects according to the preamble of claim 10th
  • the tracking (tracking and tracing) of objects moving in space such as vehicles of any kind moving in relation to land, air and water (eg motor vehicles, rail vehicles, air and water vehicles, bicycles etc.) and themselves Moving creatures (eg humans and animals) are in addition to the guidance of the mentioned objects a possible area of application for the use of navigation systems, such as the Global Positioning System (GPS) or GALILEO system, to support control or monitoring systems (e.g., traffic control centers).
  • GPS Global Positioning System
  • GALILEO Global Positioning System
  • GPS based systems having GPS receivers and / or ground stations associated with moving objects are widely used to receive the satellite signals emitted by the GPS satellites orbiting the earth.
  • To determine the respective object location (position determination) by means of radio positioning are in the triangulation (taking into account the signals of three satellites) or
  • Quadrangulation taking into account the signals of four satellites
  • one-way distance measurements time-synchronous measurements of the transit times of the satellite signals each multiplied by the speed of light
  • ⁇ constricting properties of the type mentioned basically SEN.
  • Such systems include "Intelligent Transport Systems (ITS)", which, for the purposes of transport telematics, use information and communication technologies to collect, transmit, process and use road traffic-related data to inform and organize traffic, and to organize it; to control and / or steer.
  • ITS Intelligent Transport Systems
  • the individual road users eg car drivers, cyclists, pedestrians, etc.
  • the traffic infrastructure eg stock of traffic systems
  • the V2X communication unit disposed in the vehicle of the transport part ⁇ taker as povertyunabh briefly ⁇ ge, separate "On Board Unit (OBU)" in the vehicle or already integrated in the on-board electronics of the vehicle or when this participates as a pedestrian in the traffic, is carried by the road user, eg as a PDA device (Personal Digital Assistant) analogous to the mobile phone or smartphone, and that in the traffic system, the V2X communication unit is included as a retrofit kit or as an integral part.
  • OBU On Board Unit
  • the term "cooperative" is used because the ITS supports the road user in his traffic-related tasks. For example, in dangerous situations in traffic and help prevent accidents. All this he follows ⁇ by mutual communication of road users, who constantly exchange information and warnings in real time. Every road user shares regularly, eg about ten times per second, its own state to all other V2X receiver with.
  • This status message is sent by the V2X communication unit used by the road user as a car or bicycle driver or as a pedestrian with the specified periodicity of about 10 times per second and can then be used by all other road users as well as by the infrastructure , ie the traffic systems, are received by means of V2X communication units.
  • FIGURE 1 shows a cooperative ITS scenario in relation to a partially sectionally shown road VKS in be ⁇ vorzugter form of a highway, on which a vehicle FZ (in the illustrated FIGURE 1, this is for example a bus ⁇ vehicle, but it could also be an other vehicle , such as car, truck, motorcycle, bicycle, etc.) in a direction of travel (direction of travel) BWR at different times tl, t2, t3 passes each on a stationary than "Road Side Unit" RSU 'trained road device SV.
  • a vehicle FZ in the illustrated FIGURE 1, this is for example a bus ⁇ vehicle, but it could also be an other vehicle , such as car, truck, motorcycle, bicycle, etc.
  • the vehicle FZ happened at the time tl a ers ⁇ te "Roadside Unit” RSU1 ', at the time t2 a second "Roadside Unit”RSU2' and at the time t3, a third "Roadside Unit” RSU3 '.
  • the road device SV or the "Roadside Unit” RSU 'RSU1' RSU2 'RSU3' can be any of Ver ⁇ transport infrastructure belonging, traffic controlling and / or on the marketing / informational technical facility and or for this purpose be configured electronic device, which is preferably - as already mentioned above - V2X-communicating ability.
  • the road devices SV 'or the "Road Side Units"RSU1', RSU2 ', RSU3' are thereby passed along a detection path EFS the traffic route VKS of the vehicle FZ. From a detection path is therefore mentioned, because the vehicle FZ at regular intervals, for example, every 100ms, preferably sends or emits an information IF via a radio signal that it applies to capture.
  • the vehicle FZ has for this purpose an information transmitting device ISE which is preferably embodied as the V2X communication unit and which is also integrated again into the on-board electronics of the vehicle (eg if the vehicle is a "non-legacy vehicle") or as a vehicle-independent, separate device (eg if the vehicle is a "legacy vehicle”).
  • This information ⁇ IF contains according to the following table to FIGURE 1 (Table-FIGl) a plurality of information parameters associated parameter data PD.
  • the object-identifying information parameters or parameter data PD are marked with a gray shading, while the non-object-identifying information parameters or parameter data PD have no background shading (eg with respect to gray scale and / or pattern) (white background in FIG the table FIG).
  • the Table-FIG 1 table illustrates how the object-identifying parameter data PD changed at the time t3 relative to the object-identifying parameter data PD at the times t1, t2.
  • the vehicle FZ with the information transmission device ISE emitting the information IF enters or enters an information detection area IEB of an information detection device IEE in the road device SV or the "Road Side Unit" RSU ', RSU1', RSU2 ', RSU3' at the times t1, t2, t3, the information IF emitted by the information transmission device ISE is detected by the information acquisition device IEE with the parameter data PD.
  • the information detection area IEB reaches its maximum extent when the information IF emitted by the information transmission device ISE is no longer receivable by the information detection device IEE.
  • the object underlying the invention is to provide a method, a device and an arrangement for tracking of moving objects, in which or at the track of the objects - without the use of object ⁇ identifying information, such as GPS information of the object or other individual identifiers by a Whether ⁇ ject is generally identifiable or if the objects are constantly changing their respective identity - is traceable.
  • object ⁇ identifying information such as GPS information of the object or other individual identifiers
  • the object is based on the tracker defined in the preamble of patent claim 9. Averaging solved by the features specified in the characterizing part of claim 9.
  • the object is achieved on the basis of the defined in the preamble of claim 10 tracking arrangement by the features specified in the characterizing part of claim 10.
  • the idea underlying the invention is how to - with reference to the present proposal for a method, an apparatus and an arrangement for tracking of moving objects - on the basis of along a tracking track several times, in particular at different ⁇ different locations to different Times, capturing information with nonobject-identifying parameter data emitted by the moving objects, preferably at regular time intervals, by object group-specific considerations of the acquired parameter data, group-specific data profiles derived from these considerations, and a data profile.
  • similarity comparison a statement about the successful Spurverfol ⁇ supply respect to at least a portion of the object group ent ⁇ long the tracking range and receives this regard generates a tracking information whose generation is lower if no s that statement is possible.
  • the above-outlined technical teaching with regard to the tracking of moving objects can be applied everywhere where information obtained from multiple times, in particular at different locations at different times, with data from several information parameters, even if they are partially anonymized, provides information about a successful or failed tracking can be gema ⁇ Chen.
  • ITS Intelligent Transport System
  • the certificates issuing authority Informatio ⁇ NEN can give about the manufacturer of the vehicle or a group of vehicle manufacturers.
  • the vehicle is clearly recognizable from the point of view of traffic engineering and this makes it possible to detect the vehicle at different reception points (eg at "Road Side Units (RSU)").
  • RSU Remote Side Units
  • Group footprint should always be determined as a combination of several parameters within the vehicle group. Depending RESIZE ⁇ SSSR, the group, the easier the correlation of various parameters at different "V2X Road Si de Unit" installations.
  • V2X-specific ITS status messages (ITS status information), e.g. according to claims 7 and 16 in a "Cooperative Awareness Message ⁇ CAM>" the following vehicle-specific, vehicle-characteristic message parameters are used:
  • Time stamp of vehicles of the road users in the group should be temporally together;
  • Position of different vehicles of the road users in the group should be adjacent;
  • Length of different vehicles of road users serves as a group identification feature
  • Width of different vehicles of the road users serves as a group identification feature
  • FIG. 2 starting from the ITS scenario illustrated in FIG. 1, shows a first extended cooperative ITS scenario for tracking at least one vehicle from a multiplicity of vehicles moving on the traffic route or the highway, in which a statement about tracking in a central vehicle Unit is won,
  • FIGURE 3 starting from the example shown in FIGURE 1 ITS scenario, a second extended Cooperative ITS scenario for tracking of at least one vehicle from a plurality of on the road or highway moving vehicles in which a statement on the Spurverfol ⁇ supply in a local unit is won,
  • FIGURE 4 based on the advanced cooperatives ITS sce- narios for tracking according to the FIGURE 2 the influence dynamically changing affiliations from all over the traffic route or highway vehicles driving to the first Grup ⁇ pe in relation to the first "Roadside Unit” in the first formation ⁇ detection region and to the second group in relation to the first "roadside unit” with the first Informationser- detection area on the to be performed at the vehicle-tracking, according to the FIGURE 2 similarity comparison (correlation check).
  • FIG. 2 shows, starting from the ITS scenario illustrated in FIG. 1, a first extended cooperative ITS scenario for tracking at least one vehicle from a plurality of vehicles FZ1, FZ2, FZ3 moving on the traffic route or the highway VKS, in which a statement is obtained for tracking in a central unit.
  • trucks are, but also any other type of vehicle, such as car, bus, motorcycle, bicycle, etc. in question, with about comparable speed in the direction BWR on the road or the highway VKS.
  • this lorry column drives past a stationary, modified road device SV designed as a modified "roadside unit" RSU.
  • this vehicle column formed from the vehicles FZ1, FZ2, FZ3 passes at time t1 a first modified "Road Side Unit” RSU1 and at time t2 a second modified "Road Side Unit” RSU2.
  • the road device SV or the "Roadside Unit” RSU1, RSU2 may be another belie ⁇ bige belonging to the transport infrastructure, traffic controlling and / or would be informative technical presence on the marketing and / or a ausgestaltetes for this purpose electronic device, which is preferably - as already mentioned above - V2X-communication capable.
  • the road devices SV or the "road side units" RSU1, RSU2 are thereby passed along the first track following route SVS1 of the traffic route VKS by the vehicle column.
  • the first tracking distance SVSl is at the same time He constitutional stretch ⁇ because each vehicle FZ1, FZ2, FZ3 in the co ⁇ lonne at regular intervals, eg every 100ms, a schkorrespondierende information IF FZ i, IF FZ 2, IF FZ 3 before ⁇ preferably via emits or emits a radio signal to be detected.
  • Each vehicle FZ1, FZ2, FZ3 has to ei ⁇ ne preferably used as the V2X communication unit having formed ⁇ te, schkorrespondierende information transmission means ISEpzi, ISE FZ2, ISE FZ3, which is re-integrated into the on-board electric ⁇ nik of the vehicle (for example, when the vehicle is a "non-legacy vehicle") or as a vehicle-independent, separate device (eg if the vehicle is a "legacy vehicle”).
  • Each information of this vehicle-corresponding information IF FZ i, IF FZ 2, IF FZ 3 according to the following tables to FIGURE 2 (Table 1-FIG 2, Table 2-FIG 2, Table 3-FIG 2,), a Variety to information parameters. according to vehicle-corresponding parameter data PDFZI, PD FZ2 , PD FZ3 .
  • the Table- 1-Fig2 shows the light emitted from the vehicle FZ1 information IF F zi with the corresponding parameter data PD F zi, while Table 2 fig2 emitted by the vehicle FZ2 information IF FZ 2 with the corresponding parameter data PD FZ 2 and 3 show the table-3-fig2 emitted by the vehicle FZ3 Infor ⁇ mation IF FZ with the corresponding parameter data PD FZ third
  • Table 3 fig2 The information parameters contained in the tables and the vehicle-corresponding parameter data PD FZ i, PD FZ 2, and PD FZ 3 are again differentiated between
  • the number of information parameters contained in the table (both in relation to the object-identifying and the non-object-identifying) is basically open and can be increased or reduced as required.
  • the parameters relevant to the execution are specified.
  • the importance of these specified parameters and their data values are well known and therefore need at this point kei ⁇ ner further explanation.
  • selection of parameters should be considered (criteria) that, for example, preferably before ⁇
  • the position of the detected different vehicles should be as close as possible to the road users; the direction of the detected vehicles of the road users should be as equal as possible;
  • the issuing authority of the cryptographic certificates serves for the signature of the status messages
  • Certificate hierarchy used to validate the certificate for the signature of the status messages - repetition rate of changing the parameters is used.
  • ISE FZI , ISE FZ2 , ISE fz3 emitted information IF FZ i, IF FZ2 , IF FZ3 by the first information detection device IEE1 is no longer receivable.
  • a tracking of at least ei ⁇ nem vehicle convoy FZ1, FZ2, to perform FZ3 be the vehicles of a first group GR1 FZ1, FZ2, FZ3, the at least one vehicle, but preferably meh ⁇ rere vehicles with the proviso "The larger the group number, the easier the correlation of the different parameter data from the information collection area" includes, first information IF1 with first parameter data PD1 from the Time tl by the information IF F zi, ti / IF FZ2 , t i, IF F z3, ti m it the parameter data PD FZ 1 , t i, PD FZ2 , t i, PD FZ 3, ti maximum predetermined amount of information detected.
  • the Be Wegsichti ⁇ supply and determining the number of vehicles in the first group GR1 the aforementioned criteria in the selection of parameters
  • the light emitted by the vehicles FZ1, FZ2, FZ3 at the time tl information IF FZ i, t i, IF FZ2, ti, IF F z3, ti w ith Pa ⁇ rameter flowers PD FZ i, ti, PD FZ 2, ti / PD FZ 3, ti are by Erfas ⁇ sungszu electkeit of said vehicles at the time tl to the first group GRl the first information IFL with the first parameter data PD1.
  • the first information detection means IEE1 is now formed so preferably (betreib- a component on microprocessor and Speicherkompo- based hardware unit, for example, and on the hardware unit as software and executable program modules) by generally conventional means for data ⁇ processing, a first-group-specific data profile DP GRI , in particular a group footprint or group stamp of the vehicle group, is generated from the acquired first parameter data PD1.
  • This first group-specific data profile DP GRI is then in the modified first "Road Side Unit" RSU1 from the first information acquisition device IEE1 to a first communication interface KSS1, which is connected to the first Informationser ⁇ detection device IEE1 and the first-group-specific information obtained by the first information acquisition device IEE1 Data Profile DP GRI for a data evaluation based on a similarity comparison of data profiles provides. How, when and where this data profile similarity comparison takes place is explained below in connection with the description of FIG.
  • FIGURE 2 enlarged cooperatives ITS scenario, there is for tracking the at least one vehicle, the vehicle column FZ1, FZ2, FZ3 along the ers ⁇ th tracking path SVS1 next to the detection time point tl yet another time or another location, the time of data t2 with the modified second "Road Side Unit" RSU2.
  • Correlation of the different parameter data from the information detection area " includes second information IF2 with second parameter data PD2 from the time t2 by the information IF FZ i, t 2, IF FZ 2, t2, IF FZ 3, t 2 with the parameter data PD FZ i, t 2, PD FZ 2, t2, PD FZ3, t 2 a maximum predetermined infor ⁇ mationsmenge. in considering and determining the number of vehicles in the second group GR2 of said criteria in the selection of parameters should be used again become.
  • the time t2 according to the FIGURE 2 therefore again form - even if the vehicle type is the same against the list of criteria, for example because the Ge ⁇ speed of the vehicles is comparable and the prerequisite exists that the time stamp of the detected Fahrzeu ⁇ temporally lie together and the position of the detected vehicles is adjacent (as shown in Figure 2 in principle) - the three vehicles FZ1, FZ2, FZ3 the two Group GR2.
  • the second information acquisition device IEE2 such as the first information acquisition device IEE1-is designed in such a way, preferably again by generally customary means for data processing (eg a hardware unit based on microprocessor and memory component and program operable and executable on the hardware unit as software) Modules) that from the detected second parameter data PD2, a second group-specific data profile DP GR 2, in particular a group footprint or group stamp of the vehicle group is generated.
  • data processing eg a hardware unit based on microprocessor and memory component and program operable and executable on the hardware unit as software
  • This two-group-specific data profile DP GR 2 is then in the modified second "roadside unit" RSU2 from the second information detection means IEE2 to a second communication interface KSS2 which is connected to the second infor ⁇ mationser terminates worn IEE2 and the second-group-specific data profile obtained from the second information detection means IEE2 DP GR 2 for a data ⁇ evaluation based on a similarity comparison of data profiles provides.
  • a similarity comparison there are now two comparable variables, the two data profiles DP GRI , DP GR 2.
  • RSU2 is supplied to a central unit in the form of a Auswer ⁇ te issued AWE.
  • the communication interfaces KSS1, KSS2 are to this with the evaluation AWE. tied, for example, the connection may be wireless or wired.
  • the evaluation device AWE is now designed in such a prior ⁇ preferably by generally customary means for data processing-based comparisons of two sizes (such as a microprocessor-based and memory component Hardwareein ⁇ standardized and betreib- on the hardware unit as software and executable program modules) that provided by the second communica ⁇ nikations
  • KSS2 available bathtgrup- group specific data profile DP GR2 with the provided from the first communica ⁇ nikations responded KSS1 available kanngrup- group specific data profile DP GRI parameter data-wise, and in particular from a combination of Parameter data PD1, PD2 within the groups GR1, GR2, is compared.
  • the evaluation device AWE If the data profile similarity comparison carried out in the evaluation device AWE shows that the correlation between the first parameter data PD1 and the second parameter data PD2 is so great that the parameter data PD1, PD2 agree at least partially, then a statement about the successful tracking can be obtained in the first group GR1 detected vehicles FZ1, FZ2, FZ3 along the first lane tracking SVS1 between the two Informa ⁇ tion detection areas IEB1, IEB2 are made.
  • the evaluation device AWE generates or generates tracking information SVI and forwards this information to a central monitoring entity ZÜI, which is preferably designed as a traffic control center and to which the evaluation device AWE, eg wireless or wired, is connected. Otherwise, if the correspondence between the parameter data PD1, PD2 is not so great, no sol ⁇ che statement is possible and it does not occur to generate the tracking information SVI.
  • FIGURE 3 shows, starting from the example shown in FIGURE 1 ITS scenario, a second extended Cooperative ITS scenario for tracking of at least one vehicle from egg ⁇ ner plurality of on the road or highway VKS moving vehicles ... FZ4 FZ10, where a statement about tracking in a local unit is obtained.
  • the road device SV or the "Road Side Unit” RSU1, RSU2, RSU3 may again any belonging to the traffic infrastructure, the traffic controlling and / or informing about the traffic technical Plant and / or be designed for this purpose electronic device, which is preferably - as already mentioned above - V2X communication capable.
  • the road devices SV or the "road side units” RSU1, RSU2, RSU3 are thereby passed along the second vehicle tracking line SVS2 of the traffic route VKS by the three vehicle columns.
  • the second tracking distance SVS2 is at the same time he ⁇ constitutional range, because each vehicle FZ4 FZ10 ... in the three columns of vehicles at regular intervals, eg every
  • a vehicle- corresponding information IF FZ4 ... IF FZ io preferably emits or emits via a radio signal that must be recorded.
  • each vehicle FZ4... FZ10 has a vehicle-corresponding information transmission device, which is preferably designed as the V2X communication unit
  • ISE ... FZ4 ISE FZ io which is once again integrated into the on-board electronics of the vehicle (for example, if the vehicle is a "non-legacy vehicle” is), or as a vehicle-independent, se ⁇ parates device (eg when the vehicle a " legacy vehicle ").
  • Each information of this vehicle- corresponding information IF FZ4 ... IF FZ io contains according to the following Tabel ⁇ len to the FIGURE 3 (Table 1-FIG3 to Table -7-FIG3), a plurality of information parameters corresponding corresponding vehicle corresponding parameter data PD FZ4 .. .PD FZ io.
  • the table- 1-fig3 shows the radiation emitted by the vehicle FZ4 In ⁇ formation IF FZ4 with the corresponding parameter data PD FZ 4
  • the table-2-fig3 shows the radiation emitted by the vehicle FZ5 Informa ⁇ tion IF FZ5 with the corresponding parameter data PD FZ5
  • the Ta - beauty-3-Fig3 shows the light emitted from the vehicle FZ6 Informati ⁇ on IF FZ 6 with the associated parameter data PD FZ 6
  • Tabel- le-4-Fig3 shows the light emitted from the vehicle FZ7 information IF FZ7 with the corresponding parameter data PD FZ7, Table 5-FIG.
  • FIG. 3 shows the information IF FZ s emitted by the vehicle FZ 8 with the associated parameter data PD FZ s
  • the table 6-FIG 3 shows the information IF FZ g emitted by the vehicle FZ 9 with the associated parameter data PD FZ g
  • the table -7 -FIG3 shows the information emitted by the vehicle FZ10 the associated parameter data PD FZ io.
  • the position of the detected different vehicles should be as close as possible to the road users; the direction of the detected vehicles of the road users should be as equal as possible;
  • the length of the detected different vehicles should be used by road users as a (group) identifier
  • Width of different vehicles of road users serves as a (group) identifier should ⁇ te;
  • the issuing authority of the cryptographic certificates serves for the signature of the status messages
  • Certificate hierarchy used to validate the certificate for the signature of the status messages; Repetition rate of changing the parameters is used.
  • the first information detection region IEB1 reached again - analogous to the information detection region IEB in FIGURE 1 - its maximum extension when the of the Informationssendeein- direction ISE FZ4, ISE FZ5, ISE FZ6, ISE FZ7 emitted information IF FZ4, IF FZ5, IF FZ6 , IF FZ7 by the first Informationserfas ⁇ sungs worn IEE1 is no longer receivable.
  • the two vehicles FZ 6, FZ 7 form the first group GR 1 because, although here too the vehicle type is the same, contrary to the criteria catalog, eg the speed of the vehicle is comparable and the condition exists that the time stamps of said vehicles are temporally Lich together and the position of the detected vehicles is adjacent (as shown in FIGURE 3 in principle) is.
  • the FZ7 at the time tl emitted by the vehicles FZ6, information IF F z6, ti / IF F Z7, ti with the Parame ⁇ terchal PD FZ 6, ti / PDFZ7, ti are by capturing Belonging ⁇ ness of those vehicles at the time tl to the first group GR1, the first information IF1 with the first parameter data PD1.
  • the first information detection means is IEE1 now again formed in such a way, preferably by generally conventional means for processing data (for example, a microprocessor-based and memory component hardware unit and betreib- on the hardware ⁇ unit as software and executable program modu ⁇ le) in that the first group-specific data profile DP GRI , in particular the group footprint or group stamp of the vehicle group, is generated again from the acquired first parameter data PD1.
  • a microprocessor-based and memory component hardware unit and betreib- on the hardware ⁇ unit as software and executable program modu ⁇ le in that the first group-specific data profile DP GRI , in particular the group footprint or group stamp of the vehicle group, is generated again from the acquired first parameter data PD1.
  • Communication interface KSS1 which is connected to the first Informa ⁇ tion detection device IEE1 and which provides the obtained from the first information acquisition device IEE1 first group specific data profile DP GRI for data interpretation based on a similarity comparison of data profiles available. How, when and where this data profile similarity comparison takes place is explained below in connection with the description of FIG. In the meantime, while the first data profile as ⁇ be written is generated and forwarded to move the first vehicle column FZ4, FZ5, FZ6, FZ7 further along the second tracking path SVS2 on the road or the motorway VKS. However, since the vehicles FZ4, FZ5, FZ 6, FZ7 are traveling at different speeds in the convoy, the first convoy will dissolve along the second lane tracking SVS2 and reduce the vehicles at comparable speed.
  • the roadside units "RSU1, RSU2 with the two information detection regions IEB1, IBE2 are set in a freely selectable distance separately arranged, the second Informationser terminatesbe ⁇ rich IEB2 reached again -.
  • the second Informationser In analogy to the information detection region IEB in FIGURE 1 and the first information detection region IEB1 - its maximum expansion when the information transmission device ISE FZ 6, ISE FZ7, ISE FZ s formation detection means IEE2 is no longer receivable s issued information iF FZ 6, iF FZ7, iF FZ by the second in ⁇ .
  • the te criteria catalog are used in the selection of the parameters.
  • the two vehicles FZ6, FZ7 also form the second group GR2, because although the vehicle type is the same as the Krite ⁇ rienkatalogs, for example, the speed of said vehicles is comparable and the condition exists, together are that the time stamps of said vehicles borrowed time and the position of the detected vehicles is adjacent (as it in principle Darge ⁇ represents in FIGURE 3).
  • the second information acquisition device IEE2-like the first information acquisition device IEE2- is formed again, preferably again by generally customary means for data processing (eg a hardware unit based on microprocessor and memory component and software on the hardware unit). and executable program modules) that from the detected second parameter data PD2, the two-group-specific data profile DP GR 2, in particular the group footprint or group stamp of the vehicle group is generated.
  • data processing eg a hardware unit based on microprocessor and memory component and software on the hardware unit.
  • executable program modules that from the detected second parameter data PD2, the two-group-specific data profile DP GR 2, in particular the group footprint or group stamp of the vehicle group is generated.
  • This second group-specific data profile DP GR 2 is then again in the modified second "Road Side Unit" RSU2 from the second information acquisition device IEE2 to the second communication interface KSS2, which is connected to the second information acquisition device IEE2 and the second group-specific data profile DP. 2 received from the second information acquisition device IEE2 GR 2 for one Data analysis based on a similarity comparison of data profiles provides.
  • ISE FZ7 , ISE FZ9 , ISE FZ10 the vehicles FZ 6, FZ7, FZ 9, FZ10 at the time t3 emitted information IF FZ6 , t3, IF FZ7 , t 3, IF FZ9 , t 3, IF FZ io, t 3 with parameter data PD FZ6, t3, PD FZ7, t3, PD FZ9, t3, PD FZ10 t, 3 of the third information acquiring means IEE3 ER- sums.
  • the third information acquisition region IEB3 with the third information acquisition device IEE3 is a further second information acquisition region IEB2 with a further second information acquisition device IEE2 with respect to this comparison which captures further second information IF2 with further second parameter data PD2 for a further second group GR2 of vehicles.
  • the third information acquisition region IEB3 with the third information acquisition device IEE3 is a further second information acquisition region IEB2 with a further second information acquisition device IEE2 with respect to this comparison which captures further second information IF2 with further second parameter data PD2 for a further second group GR2 of vehicles.
  • the roadside units "RSU1, RSU2, RSU3 with the respective two information acquisition ranges IEB1, IBE2 are again arranged at a freely selectable distance apart from one another.”
  • the further second information acquisition range IEB2 (IEB3) also reaches again - analogously to the information detection range IEB in the FIG. 1, the first information detection area IEB1 and the second information detection area IEB2 - its maximum extent when the information transmission device ISE FZ 6, ISE FZ7 , ISE FZ g,
  • the two vehicles FZ6, FZ7 also form the further second group GR2, because, although the vehicle type is the same contrary to the criteria catalog, eg the speed of said vehicles is still comparable and the assumption is that the time stamps of said vehicles are temporally coincident and the position of the detected vehicles is adjacent (as shown in principle in FIG. 3).
  • the information IF F z6, t3 / IF F z7, t3 emitted by the vehicles FZ6, FZ7 at the time t3 with the parameter data PD FZ 6, t3 / PD F z7, t3 is determined by the detection affiliation of said vehicles at the time t3 to the further second group GR2 the further second information IF2 with the further second parameter data PD2.
  • the further second information acquisition device IEE2 - like the first information acquisition device IEE1 and the second information acquisition device IEE2 - again formed in such a way, preferably again by common Mit ⁇ tel for data processing (eg, based on microprocessor and memory component hardware unit and on the hardware unit as software betreib- and executable Pro ⁇ program modules) that the further second-group specific pro ⁇ fil DP GR2, in particular the groups footprint or group is stamp of the vehicle group produced from the detected further second parameter data PD2.
  • common Mit ⁇ tel for data processing eg, based on microprocessor and memory component hardware unit and on the hardware unit as software betreib- and executable Pro ⁇ program modules
  • the further second-group specific pro ⁇ fil DP GR2 in particular the groups footprint or group is stamp of the vehicle group produced from the detected further second parameter data PD2.
  • the one option is that the first data profile DP GRI via the first communication interface KSSL in the first "Road Side Unit” RSU1 via a wireless or effetsgebun ⁇ dene connection to the second communication interface KSS2 in the second "Road Side Unit” RSU2 or the additional second communication interface KSS2 in the third "roadside unit” is transmitted RSU3 and the second Kommunikati ⁇ onstrestelle KSS2 in the second "roadside unit” RSU2 then the two data profiles DP GRI, DP GR2 the Ausenseeinrich- tung AWE in the second " Road Side Unit "RSU2 for the data profile similarity comparison to be performed or else the second communication interface KSS2 in the third" Road Side Unit "RSU3 then the two profi ⁇ le DP GRI , DP GR2 of the evaluation AWE in the third" Road Side Unit " RSU3 for the data profile similarity comparison to be performed.
  • the other option is that the second data profile DP GR2 via the second communication interface KSS2 in the second "Road Side Unit” RSU2 or the other second micropro ⁇ fil DP GR2 on the other second communication interface KSS2 in the third "Road Side Unit” RSU3 in each case via a wireless or wired connection to the first communication interface KSSl in the first "Road Side Unit” RSU1 is transmitted and the first communication ⁇ interface KSSl then the two data profiles DP GRI , DP GR2 the evaluation AWE in the first "Road Side Unit "RSU1 for the data profile similarity comparison to be performed.
  • the evaluation device AWE is again formed in such a way, preferably again by generally conventional means for chalve- rarbeitungsgeClassen comparing two sizes (such as a microprocessor-based and memory component Hard ⁇ ware unit and the hardware unit as software operable and executable program modules) that the available second group-specific data profile DP GR2 was compared with the provided first group-specific data profile DP GRI parameter data-wise, in particular from a combination of the parameter data PD1, PD2 within the groups GR1, GR2.
  • two sizes such as a microprocessor-based and memory component Hard ⁇ ware unit and the hardware unit as software operable and executable program modules
  • the respective evaluation device AWE generates or generates the lane tracking information SVI in the first "Road Side Unit” RSU1, in the second "Road Side Unit” RSU2 or in the second "Road Side Unit” RSU3 and forwards this information to the preferably trained as a traffic control center
  • the tracking information can then How-SVI is preferably used for the emission of traffic messages or ITS transport systems or telematics systems are used for cooperative.
  • FIG. 4 shows, on the basis of the extended cooperative ITS scenario for tracking according to FIG. 2, the influence of dynamically changing affiliations of nine on the traffic route or the highway VKS in the movement direction.
  • the vehicles FZ6, FZ7, FZ8 and th In relation to the second "roadside unit" with the second in ⁇ formation detection area IEB2 RSU 2 belonging to the second group GR2 to an m-th time t m, the vehicles FZ6, FZ7, FZ8 and th to an (m + l) Time t m + i the vehicles FZ2, FZ4, FZ5, FZ7.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Traffic Control Systems (AREA)

Abstract

Lors de la poursuite d'objets en mouvement (FZ, FZ1…FZ10, FZ01…FZ09), pour pouvoir suivre la trace des objets sans avoir à utiliser des informations d'identification d'objet, telles que des informations GPS de l'objet ou d'autres identificateurs individuels permettant d'identifier un objet d'une façon générale ou si les objets changent constamment leur identité respective, il est proposé, sur la base de la détection d'informations (IF, IF1, IF2) comprenant des données de paramètres (PD, PD1, PD2) non identifiant les objets, qui sont émises par les objets en mouvement (FZ, FZ1…FZ10, FZ01…FZ09), de préférence à des intervalles de temps réguliers, le long d'une trajectoire de poursuite (SVS1, SVS2) à plusieurs reprises, en particulier à différents emplacements et à différents instants (t1, t2, t3), par des observations, spécifiques à un groupe d'objets, des données de paramètres (PD1, PD2) détectées, par des profils de données (DPGRI, DPG), spécifiques à un groupe, obtenus à partir de ces observations et par une comparaison de similitude de profils de données, de pouvoir faire une proposition sur la poursuite réussie par rapport à au moins une partie du groupe d'objets sur la trajectoire de poursuite (SVS1, SVS2) et de générer une information de poursuite (SVI), sinon une telle proposition n'est pas possible et la génération de l'information de poursuite (SVI) n'a pas lieu.
EP16726841.6A 2016-05-25 2016-05-25 Procédé, dispositif et agencement de poursuite d'objets en mouvement Active EP3446302B1 (fr)

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