EP3446302B1 - Method, device and arrangement for tracking moving objects - Google Patents

Description

The invention relates to a method for tracking moving objects according to the preamble of patent claim 1 and an arrangement for tracking moving objects according to the preamble of patent claim 9.

The tracking and tracing of objects moving in space, such as vehicles of any kind moving in relation to land, air and water (e.g. motor vehicles, rail vehicles, air and water vehicles, bicycles, etc.) and themselves moving creatures (e.g. humans and animals) is 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 in the traffic control).

Accordingly widespread are GPS-based systems with GPS receivers and/or ground stations assigned to the moving objects for receiving the satellite signals transmitted by the GPS satellites orbiting the earth. To determine the respective object location (position determination) by means of radio locating, one-way distance measurements (time-synchronous measurements of the propagation times of the satellite signals are each multiplied by the GPS receiver during triangulation (taking into account the signals from three satellites) or quadrangulation (taking into account the signals from four satellites). the speed of light).

In addition to this satellite-based tracking of the moving objects mentioned, there are also terrestrial radio-based systems with which the track of moving objects can be tracked Objects of the type mentioned could be tracked in principle.

Such systems include "Intelligent Transport Systems (ITS)" in which road traffic-related data is recorded, transmitted, processed and used for the purposes of traffic telematics using information and communication technologies in order to provide information about traffic and to organize and control it and/or direct. If such data is exchanged on the one hand between the individual road users (e.g. car drivers, cyclists, pedestrians, etc.) and on the other hand between the road user and the traffic infrastructure (e.g. existing traffic facilities) - this is also referred to as V2X communication ("Vehicle to X "-Communication) - it is a cooperative ITS in which a V2X communication unit is assigned to each road user and each traffic facility. This assignment is such that the V2X communication unit is arranged in the vehicle of the road user as a vehicle-independent, separate "On Board Unit (OBU)" in the vehicle or is already integrated in the on-board electronics of the vehicle or if the user is a pedestrian in traffic , is carried by the road user, e.g. as a PDA device (Personal Digital Assistant) similar to a mobile phone or smartphone, and that the traffic system contains the V2X communication unit as a retrofit kit or as an integral part.

The term "cooperative" is used because the ITS supports road users in their traffic-related tasks. For example, in dangerous situations in traffic and helping to avoid accidents. All this takes place through mutual communication between road users, who constantly exchange information and warnings in real time. Each road user communicates its own status to all other V2X receivers regularly, for example about ten times per second. This happens, for example, in the form of messages (information) - also as status messages (Status information) referred to - with object-identifying or vehicle-identifying information parameters, such as (pseudonymous) identity identifier (ID, IDentifier) and (pseudonymous) message certificate identifier (certificate ID), as well as with non-object-identifying or non-vehicle-identifying information parameters, such as position, time stamp, direction of travel, Specify speed, vehicle type, etc. This status message (status information) is sent by the V2X communication unit used by the road user as a motorist, cyclist or pedestrian with the specified periodicity of approx. 10 times per second and can then be received by all other road users as well as by the infrastructure, ie the traffic facilities, are received with the help of V2X communication units.

With the cooperative ITS designed in this way, one could basically follow the lane of every road user and thus gain information about the local traffic flow. However, for data protection reasons and in order to make it impossible to trace the people in the vehicle or the person as a pedestrian, the status regularly transmitted with the status message (status information) is anonymized, i.e. the use of the (pseudonymous) identity identifier (ID, IDentifier) and the (pseudonymous ) message certificate identifier (certificate ID) is essentially rendered unusable. This happens in such a way that, for example, the identity identifier (ID, IDentifier) and/or the certificate ID is changed at intervals of approx. 1 minute.

Due to the anonymization of the sent status messages (status information) and the irregular change of identity (e.g. approx. 1 minute), it is no longer reliably possible to use traffic information at different locations along a route for lane tracking (cf. FIGURE 1 ) to be determined on the basis of the changing identity. As a result, neither a user of the V2X communication unit nor the movement track of the vehicle used by him or his follow your own path of movement as a pedestrian. From a traffic point of view, however, both would be desirable, to track the behavior of individual road users over a longer period of time in order to better record traffic flows over longer distances. The traffic information, measured at different points along a route, would enable detailed statements to be made about the flow of traffic.

FIGURE 1 shows a cooperative ITS scenario in relation to a traffic road VKS shown in sections, preferably in the form of a motorway, on which a vehicle FZ (in the illustrated FIGURE 1 is this a bus vehicle, for example; but it could also be another vehicle, such as a car, truck, motorcycle, bicycle, etc.) in a direction of movement (direction of travel) BWR at different times t1, t2, t3, each on a stationary "road side unit"RSU' Road device SV' passes. The vehicle FZ thus passes a first "road side unit"RSU1' at time t1, a second "road side unit"RSU2' at time t2 and a third "road side unit"RSU3' at time t3. The road device SV′ or the “road side unit” RSU′, RSU1′, RSU2′, RSU3′ can be any technical system that belongs to the traffic infrastructure, controls the traffic and/or provides information about the traffic and/or a device designed for this purpose be an electronic device which preferably - as already mentioned above - is capable of V2X communication. The road devices SV′ or the “road side units” RSU1′, RSU2′, RSU3′ are passed by the vehicle FZ along a detection section EFS of the traffic road VKS.

We speak of a detection path because the vehicle FZ sends or emits information IF at regular time intervals, for example every 100 ms, preferably via a radio signal, that it is to be detected. For this purpose, the vehicle FZ has an information transmission device ISE, which is preferably embodied as the V2X communication unit and is again integrated into the on-board electronics of the vehicle (e.g. if the vehicle is a "non-legacy vehicle") or as a vehicle-independent, separate device (e.g. if the vehicle is a "legacy vehicle"). This information IF contains according to the table below FIGURE 1 (Tabel- FIG1 ) a large number of parameter data PD belonging to information parameters.

With the information parameters and the corresponding parameter data PD, a distinction is made between (i) information parameters and the associated parameter data PD through which the information transmission device ISE as the transmission source of the information IF and thus ultimately also the vehicle FZ is clearly identified and their data values, as already stated above, for anonymization purposes continuously, at regular time intervals (e.g. in the range of approx. 1 minute) - hereinafter these information parameters or parameter data PD are referred to as object-identifying information parameters or parameter data PD - as well as ( ii ) information parameters and associated parameter data PD by the vehicle FZ, in which the information transmission device ISE is the transmission source of the information IF is located, characterized, labeled, typed, etc., but not clearly identified and whose data values do not undergo any change - these information parameters or parameter data PD are referred to below as non-object-identifying information parameters or parameter data PD.

In said table- FIG1 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 (e.g. with regard to gray gradation and/or pattern) (white background in the table- FIG1 ). The table table- FIG1 illustrates how the object-identifying parameter data PD at time t3 have changed compared to the object-identifying parameter data PD at times t1, t2.

As soon as the vehicle FZ with the information transmission device ISE emitting the information IF enters or drives into an information acquisition area IEB of an information acquisition 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 with the parameter data PD is recorded by the information recording device IEE. The information detection range IEB reaches its maximum extent when the information IF emitted by the information transmission device ISE can no longer be received by the information detection device IEE.

Due to the anonymization of the transmitted information IF with the parameter data PD as a result of the changing, object-identifying parameter data PD, it is almost impossible to follow the lane of the vehicle FZ on the basis of the parameter data PD received and to make a statement about the traffic flow on the traffic route VKS to make along the acquisition route EFS. This is in the conventional No traffic data determination possible because the identification of the vehicle fails.

Conclusion : There is currently no legally legal, technically mature and cost-effective solution to determine long-term traffic data. There are solutions where taxi fleets have been equipped with SMS transmitters or solutions where, for example, traces of hands-free devices (eg Bluetooth) in vehicles are used at different locations to determine traffic data. However, processes in which object-identifying or vehicle-identifying information, ie identifiers for identity, are used are problematic for legal reasons (e.g. to protect privacy), require approval or are not permitted at all.

From the US 2003/0096621 A1 a method and a system for deriving useful information based on activities of mobile users is known, in which the users within a group share one or more common characteristics or properties, the activity of this group is tracked and, to simplify group classification, the respective user group with the help of a database for user localization, in which a large number of data that can be used for this purpose, such as, for example, GPS data, is provided. Once a group can be identified, it is possible to derive the useful information based on the activities of the grouped mobile users or personal characteristics or data of the users in the group. This useful information can include, for example, a group condition (cf. "group condition") or a group property (cf. "group property"). The information may then be transmitted to third parties or the mobile users, or used to provide services to third parties or the mobile users.

The object on which the invention is based is to specify a method, a device and an arrangement for tracking moving objects, in which the track of the objects - without the use of object-identifying information, e.g. GPS information of the object or other individual identifiers by which an object is fundamentally identifiable or if the objects constantly change their identity - can be traced.

Starting from the tracking method defined in the preamble of patent claim 1, this object is achieved by the features specified in the characterizing part of patent claim 1.

Furthermore, starting from the tracking arrangement defined in the preamble of patent claim 9, the object is achieved by the features specified in the characterizing part of patent claim 9.

The idea on which the invention is based is how - with reference to the present proposal for a method, a device and an arrangement for tracking moving objects - on the basis of the multiple times along a tracking route, in particular at different locations at different times, taking place acquisition of information with non-object-identifying parameter data, which are emitted by the moving objects, preferably at regular time intervals, through object-group-specific observations of the acquired parameter data, group-specific data profiles obtained from these observations and a data profile similarity comparison, a statement about the successful tracking with regard to at least one Receives part of the object group along the tracking route and generates tracking information in this regard, which is not generated if no such statement is possible.

In very general terms, the technical teaching outlined above with regard to the tracking of moving objects can be applied wherever data is obtained from multiple data, in particular from different locations at different times

Information with data from several information parameters, even if these are partially anonymized, a statement can be made about a successful or failed tracking. This applies, for example, to the tracking of vehicles on the road (tw.: traffic telematics), to the tracking of people and animals in public space and/or in nature (tw.: surveillance of people and animals), etc.

With regard to the use case for traffic telematics (e.g. the tracking of vehicles in road traffic using an "Intelligent Transport System (ITS)"), one can therefore also use ITS status messages (ITS status information) obtained several times, in particular at different locations and at different times if these are anonymized, determine a traffic flow over longer distances.

1. a) Kombinationen von bestimmten speziellen kennzeichnenden Parametern von ITS-Statusnachrichten (z.B. gemäß der Ansprüche 6 und 14 eine "Cooperative Awareness Message <CAM>" gemäß dem ETSI-Standard "ETSI TS 102 637-2" für Europa oder eine "Basic Safety Message <BSM>" gemäß dem SAE-Standard "SAE J2735" für USA) genutzt werden. Wenn mehrere Parameter vorhanden, können sie zur Identifikation aus verkehrstechnischer Sicht herangezogen werden. Nicht nur die Werte der Parameter, sondern auch die Änderung und deren zeitabhängige Änderung (z.B. alle 10 Minuten) einiger Parameter kann Aufschluss auf den Hersteller geben (z.B. das Ändern von Zertifikaten zur kryptographischen Signatur von gesendeten Nachrichten). Darüber hinaus kann die Zertifikate ausstellende Behörde Informationen über den Hersteller des Fahrzeuges oder einer Gruppe von Fahrzeugherstellern geben. Durch diese eindeutige Kombination mehrerer Parameter der vom Fahrzeug gesendeten Nachrichten ist das Fahrzeug aus verkehrstechnischer Sicht eindeutig erkennbar und dadurch ist es möglich, das Fahrzeug an unterschiedlichen Empfangspunkten (z.B. an "Road Side Units (RSU)") zu erfassen. Dadurch können zum Beispiel Reisedaten, Stauinformationen entlang einer Strecke ermittelt werden.
2. b) Kombination von bestimmten speziellen kennzeichnenden Parametern der von einer Gruppe von Fahrzeugen gesendeten Statusinformationen genutzt werden. Dies erweitert den Fall a) von einem auf mehrere Fahrzeuge. Dadurch werden die Parameter der unterschiedlichen Statusinformationen einer Gruppe von Fahrzeugen zusammengefasst und als eindeutiges Kennzeichen(= Footprint, Stempel, etc.) berechnet. Zum Beispiel auf einer Autobahn ist die Gruppierung von Fahrzeugen auf längeren Strecken konstant (z.B. bei einer Kolonne von LKW's). Dadurch können mehrere eindeutige verkehrstechnische Kennzeichen erstellt werden, die an unterschiedlichen Informationserfassungspunkten identifiziert werden, ohne die Anonymität der einzelnen Fahrzeuge zu verletzen.

In particular, this means that:

1. a) Combinations of certain special characterizing parameters of ITS status messages (e.g. according to claims 6 and 14 a "Cooperative Awareness Message <CAM>" according to the ETSI standard "ETSI TS 102 637-2" for Europe or a "Basic Safety Message <BSM>" according to the SAE standard "SAE J2735" for USA). If there are several parameters, they can be used for identification from a traffic point of view. Not only the values of the parameters, but also the change and their time-dependent change (e.g. every 10 minutes) of some parameters can provide information about the manufacturer (e.g. changing certificates for the cryptographic signature of sent messages). In addition, the certificate-issuing authority can provide information about the manufacturer of the vehicle or a group of vehicle manufacturers. Through this unique By combining several parameters of the messages sent by the vehicle, the vehicle is clearly recognizable from a traffic point of view and this makes it possible to detect the vehicle at different receiving points (e.g. at "Road Side Units (RSU)"). This means, for example, travel data and traffic jam information can be determined along a route.
2. b) combination of certain special characteristic parameters of the status information sent by a group of vehicles. This expands case a) from one to several vehicles. As a result, the parameters of the different status information of a group of vehicles are summarized and calculated as a unique identifier (= footprint, stamp, etc.). For example, on a highway, the grouping of vehicles is constant over longer stretches (eg, in a convoy of trucks). In this way, several unique traffic-related identifiers can be created, which are identified at different information collection points, without violating the anonymity of the individual vehicles.

By determining and summarizing specific vehicle parameters of a vehicle group, it is possible to determine a so-called "group footprint" (footprint) of a vehicle group driving past a "V2X Road Side Unit" (e.g. a first "Road Side Unit" RSU1). This "group footprint" can then be used along the route, downstream, by further "V2X-Road Side Units" (e.g. a second "Road Side Unit" RSU2 and/or a third "Road Side Unit" RSU3) to define the vehicle group to identify. The more vehicles driving homogeneously in the group, the higher the correlation at the other "V2X Road Side Unit" measuring points (RSU2, RSU3). In this way, traffic parameters such as travel time, traffic jams, accidents, etc. can be determined. Should vehicles leave the group along the journey (e.g. overtaking, departure, etc.), the "group footprint" should always be a combination of several parameters be determined within the vehicle group. The larger the group, the easier it is to correlate the different parameters on the different "V2X Road Side Unit" installations.

This makes it possible to collect traffic data from vehicles with changing identities (pseudonyms) along a longer route. This recording was not previously possible (with conventional methods) due to the changing identity. Instead, the traffic data could only be recorded in the area of a single road side unit.

Advantageous developments of the technical teaching given in the independent patent claims are claimed in the respective dependent patent claims.

• Typus von unterschiedlichen Fahrzeugen der Verkehrsteilnehmer, z.B. Bus, Pkw, Motorrad, etc., in der Gruppe;
• Zeitstempel von Fahrzeugen der Verkehrsteilnehmer in der Gruppe soll zeitlich zusammenliegen;
• Position von unterschiedlichen Fahrzeugen der Verkehrsteilnehmer in der Gruppe sollte benachbart sein;
• Richtung von Fahrzeugen der Verkehrsteilnehmer in der Gruppe soll gleich sein;
• Geschwindigkeit von Fahrzeugen der Verkehrsteilnehmer in der Gruppe soll vergleichbar sein;
• Länge von unterschiedlichen Fahrzeugen der Verkehrsteilnehmer dient als Gruppenerkennungsmerkmal;
• Breite von unterschiedlichen Fahrzeugen der Verkehrsteilnehmer dient als Gruppenerkennungsmerkmal;
• Ausstellbehörde der kryptographischen Zertifikate für die Signatur der Statusnachrichten;
• Zertifikate Hierarchie zur Validierung des Zertifikates für die Signatur der Statusnachrichten;
• Wiederholrate der Änderung der Parameter.
• etc.

In the case of the V2X-specific ITS status messages (ITS status information), the following vehicle-specific, vehicle-characteristic message parameters can be used, for example, according to claims 7 and 15 in a "Cooperative Awareness Message <CAM>":

• type of different vehicles of road users, eg bus, car, motorcycle, etc., in the group;
• Time stamps of vehicles belonging to the road users in the group should coincide in time;
• Position of different vehicles of road users in the group should be adjacent;
• Direction of vehicles of road users in the group should be the same;
• Speed of vehicles of road users in the group should be comparable;
• Length of different vehicles of road users serves as a group identification feature;
• Width of different vehicles of road users serves as a group identification feature;
• authority issuing the cryptographic certificates for the signature of the status messages;
• Certificates Hierarchy for validating the certificate for the signature of the status messages;
• Repeat rate of changing parameters.
• Etc.

In addition, it is possible for vehicles to send other optional data elements in the status report that can be used to identify a vehicle group.

• FIGUR 2 ausgehend von dem in der FIGUR 1 dargestellten ITS-Szenario ein erstes erweitertes Kooperatives ITS-Szenario zur Spurverfolgung von mindestens einem Fahrzeug aus einer Vielzahl von sich auf der Verkehrsstraße bzw. der Autobahn bewegenden Fahrzeugen, bei dem eine Aussage zur Spurverfolgung in einer zentralen Einheit gewonnen wird,
• FIGUR 3 ausgehend von dem in der FIGUR 1 dargestellten ITS-Szenario ein zweites erweitertes Kooperatives ITS-Szenario zur Spurverfolgung von mindestens einem Fahrzeug aus einer Vielzahl von sich auf der Verkehrsstraße bzw. der Autobahn bewegenden Fahrzeugen, bei dem eine Aussage zur Spurverfolgung in einer lokalen Einheit gewonnen wird,
• FIGUR 4 auf der Basis des erweiterten Kooperativen ITS-Szenarios zur Spurverfolgung gemäß der FIGUR 2 den Einfluss sich dynamisch verändernden Zugehörigkeiten von auf der Verkehrsstrecke bzw. der Autobahn fahrende Fahrzeuge zur ersten Gruppe in Bezug auf die erste "Road Side Unit" mit dem ersten Informationserfassungsbereich und zur zweiten Gruppe in Bezug auf die erste "Road Side Unit" mit dem ersten Informationserfassungsbereich auf den bei der Fahrzeug-Spurverfolgung gemäß der der FIGUR 2 durchzuführenden Ähnlichkeitsvergleich (Korrelationscheck).

Further advantages of the invention result from the following description of an exemplary embodiment of the invention based on the with the FIGURE 1 explained and specified prior art based on the FIGURES 2 to 4c. The individual FIGURES show:

• FIGURE 2 starting from the one in the FIGURE 1 the ITS scenario shown is a first extended cooperative ITS scenario for tracking at least one vehicle from a large number of vehicles moving on the road or motorway, in which a statement on tracking is obtained in a central unit,
• FIGURE 3 starting from the one in the FIGURE 1 illustrated ITS scenario, a second extended cooperative ITS scenario for tracking at least one vehicle from a large number of vehicles moving on the traffic road or the motorway, in which a statement on tracking is obtained in a local unit,
• FIGURE 4 based on the extended Cooperative ITS scenario for tracking according to the FIGURE 2 the influence of dynamically changing affiliations of vehicles driving on the traffic route or the motorway to the first group in relation to the first "road side unit" with the first information acquisition area and to the second group in relation to the first "road side unit" with the first Information detection area according to the vehicle tracking the the FIGURE 2 similarity comparison to be carried out (correlation check).

FIGURE 2 shows starting from the in the FIGURE 1 ITS scenario shown is a first extended cooperative ITS scenario for tracking at least one vehicle from a large number of vehicles FZ1, FZ2, FZ3 moving on the traffic road or the VKS motorway, in which a statement on tracking is obtained in a central unit .

In this extended cooperative move three vehicles - a first vehicle FZ1, a second vehicle FZ2 and a third vehicle FZ3 - all according to the FIGURE 2 E.g. trucks, but any other type of vehicle, such as car, bus, motorbike, bicycle, etc. could also be considered, with approximately comparable speed in the direction of movement BWR on the traffic road or the VKS motorway. At times t1, t2, this column of trucks drives past a stationary, modified road device SV designed as a modified "Road Side Unit" RSU. This vehicle column formed from the vehicles FZ1, FZ2, FZ3 passes a first modified "Road Side Unit" RSU1 at time t1 and a second modified "Road Side Unit" RSU2 at time t2. The road device SV or the "Road Side Unit" RSU1, RSU2 can again be any technical system belonging to the traffic infrastructure, controlling the traffic and/or providing information about the traffic and/or an electronic device designed for this purpose, which preferably - such as already mentioned above - is V2X communication capable. The road devices SV or the "road side units" RSU1, RSU2 are passed along a first track following section SVS1 of the traffic road VKS by the column of vehicles.

The first tracking section SVS1 is also a detection section at the same time, because each vehicle FZ1, FZ2, FZ3 in the convoy at regular time intervals, for example every 100 ms, preferably has information IF _FZ1 , IF _FZ2 , IF _{FZ3 corresponding} to the vehicle transmits or emits a radio signal that needs to be detected. For this purpose, each vehicle FZ1, FZ2, FZ3 has a vehicle-corresponding information transmission device ISE _FZ1 , ISE _FZ2 , ISE _FZ3 , preferably designed as the V2X communication unit, which is also integrated into the on-board electronics of the vehicle (e.g. if the vehicle is a "non- legacy vehicle") or as a vehicle-independent, separate device (e.g. if the vehicle is a "legacy vehicle"). Each piece of information of this vehicle-corresponding information IF _FZ1 , IF _FZ2 , IF _FZ3 contains according to the tables below FIGURE 2 ( Table-1- FIG2 , Table-2- FIG2 , Table-3- FIG2 ,) a large number of vehicle-corresponding parameter data PD _FZ1 , PD _FZ2 , PD _FZ3 belonging to information parameters.

Bei den in den Tabellen enthaltenen Informationsparametern und den dazu fahrzeugkorrespondierenden Parameterdaten PD_FZ1, PD_EZ2, PD_FZ3 wird wieder unterschieden zwischen (i) Informationsparametern und dazu gehörenden Parameterdaten PD_FZ1, PD_FZ2, PD_FZ3 durch die die jeweilige fahrzeugkorrespondierenden Informationssendeeinrichtung ISE_FZ1, ISE_FZ2, ISE_FZ3 als Sendequelle der Information IF_FZ1, IF_FZ2, IF_FZ3 und somit letztlich auch das jeweilige Fahrzeug FZ1, FZ2, FZ3 eindeutig identifiziert wird und deren Datenwerte wie bereits vorstehend angegeben zu Anonymisierungszwecken laufend, in regelmäßigen Zeitabständen (z.B. im Bereich von ca. 1 Minute) geändert werden - im Weiteren werden diese Informationsparameter bzw. Parameterdaten PD_FZ1, PD_FZ2, PD_FZ3 als objektidentifizierende Informationsparametern bzw. Parameterdaten PD_FZ1, PD_FZ2, PD_FZ3 bezeichnet - sowie (ii) Informationsparametern und dazu gehörenden Parameterdaten PD_FZ1, PD_FZ2, PD_FZ3 durch die das jeweilige Fahrzeug FZ1, FZ2, FZ3, in dem sich fahrzeugkorrespondierenden Informationssendeeinrichtung ISE_FZ1, ISE_FZ2, ISE_FZ3 als Sendequelle der Information IF_FZ1, IF_FZ2, IF_FZ3 befindet, charakterisiert, gekennzeichnet, typisiert etc., aber nicht eindeutig identifiziert wird und deren Datenwerte keine Änderung erfahren - im Weiteren werden diese Informationsparameter bzw. Parameterdaten PD_FZ1, PD_FZ2, PD_FZ3 als nichtobjektidentifizierende Informationsparametern bzw. Parameterdaten PD_FZ1, PD_FZ2, PD_FZ3 bezeichnet.The table-1- FIG2 shows the information IF _FZ1 emitted by the vehicle FZ1 with the associated parameter data PD _FZ1 , while Table 2 FIG2 the information IF _FZ2 emitted by the vehicle FZ2 with the associated parameter data PD _FZ2 and Table 3 FIG2 show the information IF _FZ3 emitted by the vehicle FZ3 with the associated parameter data PD _FZ3 .

In the case of the information parameters contained in the tables and the parameter data PD _FZ1 , PD _EZ2 , PD _{FZ3 corresponding} to the vehicle, a distinction is again made between (i) information parameters and associated parameter data PD _FZ1 , PD _FZ2 , PD _FZ3 by which the respective vehicle-corresponding information transmission device ISE _FZ1 , ISE _FZ2 , ISE _FZ3 is clearly identified as the transmission source of the information IF _FZ1 , IF _FZ2 , IF _FZ3 and thus ultimately also the respective vehicle FZ1, FZ2, FZ3 and whose data values, as already stated above, are changed continuously at regular intervals (e.g. in the range of approx. 1 minute) for anonymization purposes - these information parameters or parameter data PD _FZ1 , PD _FZ2 , PD _{FZ3 are also used} as object-identifying information parameters or parameter data PD _FZ1 , PD _FZ2 , PD _FZ3 referred to - and (ii) information parameters and associated parameter data PD _FZ1 , PD _FZ2 , PD _FZ3 by the respective vehicle FZ1, FZ2, FZ3, in the vehicle-corresponding information transmission device ISE _FZ1 , ISE _FZ2 , ISE _FZ3 as Transmission source of the information IF _FZ1 , IF _FZ2 , IF _FZ3 is characterized, marked, typed e tc., but is not clearly identified and whose data values are not changed - these information parameters or parameter data PD _FZ1 , PD _FZ2 , PD _{FZ3 are} referred to below as non-object-identifying information parameters or parameter data PD _FZ1 , PD _FZ2 , PD _FZ3 .

In said tables, Table-1- FIG2 to Table-3- FIG2 , the object-identifying information parameters or parameter data PD _FZ1 , PD _FZ2 , PD _{FZ3 are} again marked with gray shading, while the non-object-identifying information parameters or parameter data PD _FZ1 , PD _EZ2 , PD _FZ3 again have no background shading (e.g. with regard to gray gradation and/or or pattern) (white background in the mentioned tables). The tables mentioned each illustrate how the object-identifying parameter data PD _FZ1 , PD _FZ2 , PD _{FZ3 have changed} at time t2 compared to the object-identifying parameter data PD _FZ1 , PD _FZ2 , PD _FZ3 at time t1.

• unterschiedlichen Fahrzeugtypen der Verkehrsteilnehmer, z.B. Bus, Pkw, Motorrad, etc., erfasst werden;
• der Zeitstempel der erfassten Fahrzeuge der Verkehrsteilnehmer möglichst zeitlich zusammenliegen sollte;
• die Position der erfassten unterschiedlichen Fahrzeuge der Verkehrsteilnehmer möglichst benachbart sein sollte;
• die Richtung der erfassten Fahrzeuge der Verkehrsteilnehmer möglichst gleich sein sollte;
• die Geschwindigkeit der erfassten Fahrzeuge der Verkehrsteilnehmer möglichst vergleichbar sein sollte;
• die Länge der erfassten unterschiedlichen Fahrzeuge der Verkehrsteilnehmer als (Gruppen-)Erkennungsmerkmal dienen sollte;
• Breite von unterschiedlichen Fahrzeugen der Verkehrsteilnehmer dient als (Gruppen-)Erkennungsmerkmal dienen sollte;
• die Ausstellbehörde der kryptographischen Zertifikate für die Signatur der Statusnachrichten dient;
• Zertifikate-Hierarchie zur Validierung des Zertifikates für die Signatur der Statusnachrichten herangezogen wird;
• Wiederholrate der Änderung der Parameter genutzt wird.

The number of information parameters contained in the table (both in relation to the object-identifying as well as for the non-object-identifying) is basically open and can be enlarged or reduced as required. In the present case, the parameters that are decisive for the exemplary embodiment are given. The meaning of these specified parameters and their data values are generally known and therefore do not require any further explanation at this point. When selecting the parameters should be considered (list of criteria), that eg preferably

• different vehicle types of road users, such as buses, cars, motorcycles, etc., are detected;
• the time stamp of the registered vehicles of road users should be as close together as possible;
• the position of the detected different vehicles of road users should be as close as possible;
• the direction of the detected vehicles of road users should be as similar as possible;
• the speed of the recorded vehicles of road users should be comparable as far as possible;
• the length of the recorded different vehicles of road users should serve as a (group) identifier;
• width of different vehicles of road users serves as a (group) identifier should serve;
• the authority issuing the cryptographic certificates is used to sign the status messages;
• Certificate hierarchy is used to validate the certificate for signing the status messages;
• Repetition rate of changing the parameters is used.

If the vehicles FZ1, FZ2, FZ3 of the convoy with the vehicle-corresponding information IF _FZ1 , IF _FZ2 , IF _FZ3 emitting information transmission devices ISE _FZ1 , ISE _FZ2 , ISE _{FZ3 are} in a first information detection area IEB1 of a first information detection device IEE1 of the modified first "Road Side Unit" RSU1, the information transmission facilities ISE _FZ1 , ISE _FZ2 , ISE _FZ3 of the vehicles FZ1, FZ2, FZ3 at the time t1 emitted information IF _FZ1,t1 , IF _FZ2,t1 , IF _FZ3,t1 with parameter data PD _FZ1,t1 , PD _FZ2,t1 , PD _{FZ3, t1} is detected by the first information detection device IEE1. The first information acquisition area IEB1 reached - analogous to the information acquisition area IEB in the FIGURE 1 - Its maximum extent when the information emitted by information transmission device ISE _FZ1 , ISE _FZ2 , ISE _FZ3 IF _FZ1 , IF _FZ2 , IF _FZ3 can no longer be received by the first information detection device IEE1.

To now, in contrast to the above based on the FIGURE 1 explained cooperative ITS scenario in the extended cooperative ITS scenario to be able to track at least one vehicle of the vehicle convoy FZ1, FZ2, FZ3, are carried out by a first group GR1 of the vehicles FZ1, FZ2, FZ3, which several vehicles with the proviso " The greater their number in the group, the easier it is to correlate the different parameter data from information detection areas", comprising first information IF1 with first parameter data PD1 from the information IF _FZ1,t1 , IF _FZ2,t1 , IF _{FZ3,t1 at time t1} with the parameter data PD _FZ1,t1 , PD _FZ2,t1 , PD _FZ3,t1 maximum predetermined amount of information recorded. When considering or determining the number of vehicles in the first group GR1, the catalog of criteria mentioned above should be used when selecting the parameters.

In the present case, at time t1 according to the FIGURE 2 , therefore form - even if the vehicle type is the same contrary to the catalog of criteria, because, for example, the speed of the vehicles is comparable and the prerequisite is that the time stamps of the vehicles recorded are at the same time and the position of the vehicles recorded is adjacent (as is the case in the FIGURE 2 shown in principle ) - the three vehicles FZ1, FZ2, FZ3 the first group GR1. The information IF _FZ1,t1 , IF _FZ2,t1 , IF _{FZ3,t1 emitted by the vehicles FZ1, FZ2, FZ3 at the time t1} with the parameter data PD _FZ1,t1 , PD _FZ2,t1 , PD _FZ3,t1 are the first items of information IF1 with the first parameter data PD1 due to the registration association of the named vehicles at time t1 with the first group GR1.

For the further execution of the tracking, the first information acquisition device IEE1 is now designed in such a way, preferably by means of common data processing (e.g. a hardware unit based on a microprocessor and memory component and on the hardware unit as software operable and executable program modules) that from the acquired first parameter data PD1, a data profile DP _GR1 specific to the first group, in particular a group footprint or group stamp of the vehicle group, is generated.

This first group-specific data profile DP _GR1 is then transmitted 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 information acquisition device IEE1 and which receives the first group-specific data profile DP _GR1 from the first information acquisition device IEE1 for provides a data analysis based on a similarity comparison of data profiles. How, when and where this data profile similarity comparison takes place is explained below in connection with the description of the FIGURE 2 explained.

In the meantime, while the first data profile is being generated and forwarded as described, the convoy of vehicles continues to move along the first tracking section SVS1 on the traffic road or the VKS motorway. Since the vehicles FZ1, FZ2, FZ3 are traveling in the convoy at a comparable speed and if neither of the vehicles leaves the road or the VKS motorway - e.g. for a stop at a gas station or service area or to continue driving on another road - another one of the vehicles due to vehicle defect, e.g. engine damage, inevitably leaves the convoy and drives to the side of the road (in the case of the freeway on the hard shoulder) and stops, it can be assumed that the convoy of vehicles will continue to travel together on the traffic road or the VKS freeway along the first tracking section SVS1.

At the in the FIGURE 2 In the expanded cooperative ITS scenario shown, there is another point in time or a further point, the point in time t2 with the modified second "road side" for tracking the at least one vehicle in the vehicle column FZ1, FZ2, FZ3 along the first tracking section SVS1 in addition to the detection time t1 Unit" RSU2.

The column with the vehicles FZ1, FZ2, FZ3 now approaches the second "Road Side Unit" RSU2 and finally all vehicles are (because of the comparable speed) with the vehicle-corresponding information IF _FZ1 , IF _FZ2 , IF _FZ3 emitting information transmission device ISE _FZ1 , ISE _FZ2 , ISE _FZ3 in a second information acquisition area IEB2 of a second information acquisition device IEE2 of the second "Road Side Unit" RSU2, then the information transmission devices ISE _FZ1 , ISE _EZ2 , ISE _FZ3 of the vehicles FZ1, FZ2, FZ3 emitted at time t2 Information IF _FZ1,t2 , IF _FZ2,t2 , IF _FZ3,t2 with parameter data PD _FZ1,t2 , PD _FZ2,t2 , PD _LZ3,t2 recorded by the second information recording device IEE2. The road side units "RSU1, RSU2 with the two information acquisition areas IEB1, IBE2 are arranged separately from each other at an arbitrarily selectable distance. The second information acquisition area IEB2 also reaches again - analogous to the information acquisition area IEB in FIGURE 1 and first information detection area IEB1 - its maximum extent when the information IF _FZ1 , IF _FZ2 , IF _{FZ3 emitted} by the information transmission device ISE _FZ1 , ISE _FZ2 , ISE _FZ3 can no longer be received by the second information detection device IEE2.

Like the first information acquisition device IEE1, the second information acquisition device IEE2 acquires data at regular time intervals or for a calculated time window - e.g. by calculating according to the formula s=v*t (distance equals speed times time), where s= distance between RSU1 and RSU2 and v= speed of the vehicle convoy according to the tables ( see Table-1- FIG2 to Table-3- FIG2 ), the time t and by considering "±t" the time window - after the detection of the first group of vehicles GR1 in the first information detection area IEB1 for each time interval or for each time window of a second group GR2 of vehicles FZ1, FZ2, FZ3, which again several vehicles with the proviso "The greater their number in the group, the easier it is to correlate the different parameter data from the information acquisition areas", second information IF2 with second parameter data PD2 from the information IF _FZ1,t2 , IF _FZ2 at time t2 _,t2 , IF _FZ3,t2 with the parameter data PD _FZ1,t2 , PD _FZ2,t2 , PD _FZ3,t2 maximum predetermined amount of information. When considering or determining the number of vehicles in the second group GR2, the catalog of criteria mentioned should again be used when selecting the parameters.

In the present case, at time t2 according to the FIGURE 2 , therefore form again - even if the vehicle type is the same, contrary to the list of criteria, because, for example, the speed of the vehicles is comparable and the prerequisite is that the time stamps of the recorded vehicles are at the same time and the position of the recorded vehicles is adjacent (as is the case in the FIGURE 2 shown in principle ) - the three vehicles FZ1, FZ2, FZ3 the second group GR2. The information IF _{FZ1, t2} , IF _{FZ2, t2} , IF _FZ3, t2 emitted by the vehicles FZ1, FZ2, FZ3 at time t2 with the parameter data PD _{FZ1, t2} , PD _{FZ2, t2} , PD _{FZ3, t2} are due to the acquisition association of the mentioned vehicles at time t2 to the second group GR2 the second information IF2 with the second parameter data PD2.

In the course of the further execution of the tracking, the second information acquisition device IEE2 - like the first information acquisition device IEE1 - is designed in this way, preferably again by means of generally customary means for data processing (e.g. a hardware unit based on a microprocessor and memory component and a program that can be operated and executed as software on the hardware unit Modules) that a second group-specific data profile DP _GR2 , in particular a group footprint or group stamp of the vehicle group, is generated from the detected second parameter data PD2.

This two-group-specific data profile DP _GR2 is then transmitted in the modified second "road side unit" RSU2 from the second information acquisition device IEE2 to a second communication interface KSS2, which is connected to the second information acquisition device IEE2 and which receives the second-group-specific data profile DP _GR2 received from the second information acquisition device IEE2 for provides a data analysis based on a similarity comparison of data profiles.

Two comparable quantities, the two data profiles DP _GR1 , DP _GR2 , are now available for this data profile similarity comparison. The first data profile DP _GR1 from the first communication interface KSS1 in the first "Road Side Unit" RSU1 and the second data profile DP _GR2 from the second communication interface KSS2 in the second "Road Side Unit" RSU2 to a central unit in the form of an evaluation device AWE fed. For this purpose, the communication interfaces KSS1, KSS2 are connected to the evaluation device AWE, with the connection being able to be wireless or wired, for example.

In order to carry out the data profile similarity comparison, the evaluation device AWE is now designed in such a way, preferably using generally customary means for data processing Comparing two variables (e.g. a hardware unit based on a microprocessor and memory component and program modules that can be operated and executed as software on the hardware unit) that the second-group-specific data profile DP _GR2 provided by the second communication device KSS2 with that provided by the first communication device KSS1 for Provided first-group-specific data profile DP _GR1 is compared by parameter data, in particular from a combination of the parameter data PD1, PD2 within the groups GR1, GR2.

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 at least partially match, a statement can be made about the successful tracking with regard to the vehicles FZ1, FZ2, FZ3 detected in the first group GR1 along the first tracking route SVS1 between the two information detection areas IEB1, IEB2. In this case, the evaluation device AWE produces or generates tracking information SVI and forwards this information to a central monitoring instance ZÜI, preferably designed as a traffic control center, to which the evaluation device AWE is connected, e.g. wirelessly or by wire. Otherwise, if the agreement between the parameter data PD1, PD2 is not so great, no such statement is possible and the tracking information SVI is not generated.

In the traffic control center or the central monitoring authority ZÜI, the tracking information SVI can preferably be used for broadcasting traffic news or for cooperative ITS traffic systems or traffic telematics systems.

FIGURE 3 shows starting from the in the FIGURE 1 illustrated ITS scenario a second extended cooperative ITS scenario for tracking at least one vehicle from a large number of vehicles FZ4...FZ10 moving on the traffic road or the motorway VKS, in which a statement on tracking is obtained in a local unit.

In this second extended cooperative move - in contrast to the scenario according to the FIGURE 2 - Seven vehicles - a fourth vehicle FZ4, a fifth vehicle FZ5, a sixth vehicle FZ6, a seventh vehicle FZ7, an eighth vehicle FZ8, a ninth vehicle FZ9 and a tenth vehicle FZ10 - according to the FIGURE 3 E.g. bus vehicles or passenger vehicles (cars), but again any other type of vehicle, such as trucks, motorcycles, bicycles, etc. could be considered, with different speeds in the direction of movement BWR on the traffic road or the VKS motorway. In this case, vehicle columns with a sometimes different number of cars and buses per vehicle column at times t1, t2, t3 drive past a stationary modified road device SV designed as a modified “road side unit” RSU. Thus, a first column of vehicles consisting of three cars and a bus, the bus vehicle FZ4 and the cars FZ5, FZ6, FZ7, again pass the first modified "Road Side Unit" RSU1 at time t1, a second column of vehicles consisting of three cars, the Car vehicles FZ6, FZ7, FZ8 at the time t2 again the second modified "Road Side Unit" RSU2 and a third vehicle convoy of three cars and a bus, the bus vehicle FZ9 and the car vehicles FZ6, FZ7, FZ10 at the time t3 a third modified "Road Side Unit" RSU3. The road device SV or the “Road Side Unit” RSU1, RSU2, RSU3 can again be any technical system that belongs to the traffic infrastructure, controls the traffic and/or provides information about the traffic and/or an electronic device designed for this purpose, which preferably - as already mentioned above - is capable of V2X communication. The road devices SV or the "road side units" RSU1, RSU2, RSU3 are thereby passed along a second track following section SVS2 of the traffic road VKS by the three vehicle columns.

The second tracking route SVS2 is also a detection route, because each vehicle FZ4 ... FZ10 in the three vehicle columns at regular time intervals, for example every 100ms, a vehicle-corresponding information IF _FZ4 ... IF _FZ10 preferably via a radio signal or emits that it is to be recorded. For this purpose, each vehicle FZ4...FZ10 has a vehicle-corresponding information transmission device ISE _FZ4 ...ISE _FZ10 , preferably designed as the V2X communication unit, which is again integrated into the on-board electronics of the vehicle (e.g. if the vehicle is a "non-legacy vehicle") or as a vehicle-independent, separate device (e.g. if the vehicle is a "legacy vehicle"). Each piece of information of this vehicle-corresponding information IF _FZ4 ... IF _FZ10 contains according to the tables below FIGURE 3 ( Table-1- FIG3 to Table-7- FIG3 ,) a large number of vehicle-corresponding parameter data PD _FZ4 . . . PD _FZ10 belonging to information parameters.

The table-1- FIG3 shows the information IF _FZ4 emitted by the vehicle FZ4 with the associated parameter data PD _FZ4 , Table 2 FIG3 shows the information IF _FZ5 emitted by the vehicle FZ5 with the associated parameter data PD _FZ5 , Table 3 FIG3 shows the information IF _FZ6 emitted by the vehicle FZ6 with the associated parameter data PD _FZ6 , Table 4 FIG3 shows the information IF _FZ7 emitted by the vehicle FZ7 with the associated parameter data PD _FZ7 , Table 5 FIG3 shows the information IF _FZ8 emitted by the vehicle FZ8 with the associated parameter data PD _FZ8 , Table 6 FIG3 shows the information IF _FZ9 emitted by the vehicle FZ9 with the associated parameter data PD _FZ9 and Table 7- FIG3 shows the information IF _FZ10 emitted by the vehicle FZ10 with the associated parameter data PD _FZ10 .

In the information parameters contained in the tables and the vehicle-corresponding parameter data PD _FZ4 ... PD _FZ10 , a distinction is again made between (i) information parameters and associated parameter data PD _FZ4 ... PD _EZ10 by the respective vehicle-corresponding Information transmission device ISE _FZ4 ... ISE _FZ10 is clearly identified as the transmission source of the information IF _FZ4 ... IF _FZ10 and thus ultimately also the respective vehicle FZ4 ... FZ10 and its data values are continuously, as already stated above, at regular intervals (e.g in the range of about 1 minute) - hereinafter these information parameters or parameter data PD _FZ4 ... PD _FZ10 are referred to as object-identifying information parameters or parameter data PD _FZ4 ... PD _FZ10 - and (ii) information parameters and associated parameter data PD _FZ4 ... PD _FZ10 by which the respective vehicle FZ4 ... FZ10 in which the vehicle-corresponding information transmission device ISE _FZ4 ... ISE _FZ10 is located as the transmission source of the information IF _FZ4 ... IF _FZ10 is characterized, identified, typed, etc. , but is not clearly identified and its data values are not changed - this information para meter or parameter data PD _FZ4 ... PD _FZ10 referred to as non-object-identifying information parameters or parameter data PD _FZ4 ... PD _FZ10 .

In said tables, Table-1- FIG3 to Table-7- FIG3 , the object-identifying information parameters or parameter data PD _FZ4 ...PD _{FZ10 are} again marked with a gray shading, while the non-object-identifying information parameters or parameter data PD _FZ4 ...PD _FZ10 again have no background shading (e.g. with regard to gray gradation and/or patterns ) (white background in the mentioned tables). The tables mentioned each illustrate how the object-identifying parameter data PD _FZ4 ... PD _FZ10 at the respective points in time t2, t3 have changed compared to the object-identifying parameter data PD _FZ4 ... PD _FZ10 at point in time t1.

• unterschiedlichen Fahrzeugtypen der Verkehrsteilnehmer, z.B. Bus, Pkw, Motorrad, etc., erfasst werden;
• der Zeitstempel der erfassten Fahrzeuge der Verkehrsteilnehmer möglichst zeitlich zusammenliegen sollte;
• die Position der erfassten unterschiedlichen Fahrzeuge der Verkehrsteilnehmer möglichst benachbart sein sollte;
• die Richtung der erfassten Fahrzeuge der Verkehrsteilnehmer möglichst gleich sein sollte;
• die Geschwindigkeit der erfassten Fahrzeuge der Verkehrsteilnehmer möglichst vergleichbar sein sollte;
• die Länge der erfassten unterschiedlichen Fahrzeuge der Verkehrsteilnehmer als (Gruppen-)Erkennungsmerkmal dienen sollte;
• Breite von unterschiedlichen Fahrzeugen der Verkehrsteilnehmer dient als (Gruppen-)Erkennungsmerkmal dienen sollte;
• die Ausstellbehörde der kryptographischen Zertifikate für die Signatur der Statusnachrichten dient;
• Zertifikate-Hierarchie zur Validierung des Zertifikates für die Signatur der Statusnachrichten herangezogen wird;
• Wiederholrate der Änderung der Parameter genutzt wird.

The number of information parameters contained in the table (both in relation to the object-identifying as well as to the non-object-identifying) is basically open and can be increased or decreased as required. In the present case, for the exemplary embodiment specified relevant parameters. The meaning of these specified parameters and their data values are again generally known and therefore do not require any further explanation at this point. When selecting the parameters, it should again be taken into account (catalogue of criteria) that, for example, preferably

• different vehicle types of road users, such as buses, cars, motorcycles, etc., are detected;
• the time stamp of the registered vehicles of road users should be as close together as possible;
• the position of the detected different vehicles of road users should be as close as possible;
• the direction of the detected vehicles of road users should be as similar as possible;
• the speed of the recorded vehicles of road users should be comparable as far as possible;
• the length of the recorded different vehicles of road users should serve as a (group) identifier;
• width of different vehicles of road users serves as a (group) identifier should serve;
• the authority issuing the cryptographic certificates is used to sign the status messages;
• Certificate hierarchy is used to validate the certificate for signing the status messages;
• Repetition rate of changing the parameters is used.

Are the vehicles FZ4, FZ5, FZ6, FZ7 of the first vehicle column with the vehicle-corresponding information IF _FZ4 , IF _FZ5 , IF _FZ6 , IF _FZ7 emitting information transmission devices ISE _EZ4 , ISE _FZ5 , ISE _EZ6 , ISE _FZ7 in the first information acquisition area IEB1 of the first information acquisition device _IEE1 of the modified first "Road Side Unit" _RSU1 , information IF _{FZ4 , t1 ,} IF _FZ5,t1 , IF _FZ6,t1 , IF _FZ7,t1 with parameter data PD _FZ4,t1 , PD _FZ5,t1 , PD _FZ6,t1 , PD _FZ7,t1 detected by the first information detection device IEE1. The first information acquisition area IEB1 reaches again - analogously to the information acquisition area IEB in FIG FIGURE 1 - Its maximum extent when the information IF _FZ4 , IF _FZ5 , IF _FZ6 , IF _{FZ7 emitted} by the information transmission device ISE _FZ4 , ISE _FZ5 , ISE _FZ6 , ISE _FZ7 can no longer be received by the first information detection device IEE1.

To now again in contrast to the above based on the FIGURE 1 explained cooperative ITS scenario to also be able to track at least one vehicle of the first vehicle convoy FZ4, FZ5, FZ6, FZ7 in the second extended cooperative ITS scenario, by a first group GR1 of the vehicles FZ6, FZ7 of the first vehicle convoy FZ4, FZ5, FZ6, FZ7, which includes several vehicles with the proviso "The greater the number in the group, the easier it is to correlate the different parameter data from the information acquisition areas", the first information IF1 with the first parameter data PD1 from the time t1 through the information IF _FZ4,t1 , IF _FZ5,t1 , IF _FZ6,t1 , IF _FZ7,t1 is recorded with the parameter data PD _FZ4,t1 , PD _FZ5,t1 , PD _FZ6,t1 , PD _FZ7,t1 maximum predetermined amount of information. When considering or determining the number of vehicles in the first group GR1, the catalog of criteria mentioned above should be used when selecting the parameters.

In the present case, at time t1 according to the FIGURE 3 , therefore the two vehicles FZ6, FZ7 form the first group GR1 because, although the vehicle type is the same here, contrary to the catalog of criteria, e.g. the speed of the vehicles mentioned is comparable and the prerequisite is that the time stamps of the vehicles mentioned are at the same time and the position of the detected vehicles is adjacent (as it is in the FIGURE 3 shown in principle ). The information IF _FZ6,t1 , IF _{FZ7,t1 emitted by the vehicles FZ6, FZ7 at the time t1} with the parameter data PD _FZ6,t1 , PD _FZ7,t1 are the first items of information IF1 with the first parameter data PD1 due to the registration association of the named vehicles at time t1 with the first group GR1.

For the further implementation of the track tracking, the first information acquisition device IEE1 is now again designed in such a way, preferably by means of generally customary means for data processing (e.g. a hardware unit based on a microprocessor and memory component and program modules that can be operated and executed as software on the hardware unit), that detected first parameter data PD1 again the first group-specific data profile DP _GR1 , in particular the group footprint or group stamp of the vehicle group, is generated.

This first group-specific data profile DP _GR1 is then transmitted again in the modified first "road side unit" RSU1 from the first information acquisition device IEE1 to the first communication interface KSS1, which is connected to the first information acquisition device IEE1 and which receives the first group-specific data profile DP _GR1 received from the first information acquisition device IEE1 for a data evaluation based on a similarity comparison of data profiles. How, when and where this data profile similarity comparison takes place is explained below in connection with the description of the FIGURE 3 explained.

In the meantime, while the first data profile is being generated and forwarded as described, the first vehicle convoy FZ4, FZ5, FZ6, FZ7 is moving further along the second tracking section SVS2 on the traffic road or the VKS motorway. However, since the vehicles FZ4, FZ5, FZ6, FZ7 in the convoy are traveling at different speeds, the first convoy of vehicles along the second tracking section SVS2 will break up and be reduced to vehicles with a comparable speed. These are the vehicles FZ6, FZ7, which as part of the convoy of the first Motorcade form the first group GR1. It can therefore be assumed that if neither one of these vehicles leaves the road or the VKS motorway - e.g. to stop at a petrol station or service area or to continue driving on another road - nor one of the vehicles due to a vehicle defect, e.g Engine failure, inevitably leaves the convoy and drives to the side of the road (in the case of the motorway on the hard shoulder) and stops, that the partial convoy of vehicles is still traveling together on the traffic road or the VKS motorway along the second tracking route SVS2.

At the in the FIGURE 3 In the second, expanded cooperative ITS scenario shown, there is at least one other point in time or another point, the point in time of detection t2 with the modified second " Road Side Unit" RSU2 and the acquisition time t3 with the modified second "Road Side Unit" RSU3.

If the convoy with the vehicles FZ6, FZ7 now approaches the second "Road Side Unit" RSU2, and for the second convoy of vehicles, in addition to the two vehicles FZ6, FZ7 mentioned, there is also the vehicle FZ8 with the vehicle-corresponding information IF _FZ6 , IF _FZ7 , IF _FZ8 emitting vehicle-corresponding information transmission device ISE _FZ6 , ISE _EZ7 , ISE _FZ8 in the second information detection area IEB2 of the second information detection device IEE2 of the second "Road Side Unit" RSU2, the information transmission devices ISE _EZ6 , ISE _EZ7 , ISE _FZ8 of the vehicles FZ6, FZ7, FZ8 at time t2 emitted information IF _FZ6,t2 , IF _FZ7,t2 , IF _FZ8,t2 with parameter data PD _FZ6,t2 , PD _FZ7,t2 , PD _FZ8,t2 captured by the second information capture device IEE2. The Road Side Units" RSU1, RSU2 with the two information acquisition areas IEB1, IBE2 are again arranged separately from each other at an arbitrarily selectable distance. The second information acquisition area IEB2 also reaches again—similar to the information acquisition area IEB in FIG FIGURE 1 and first information detection area IEB1 - its maximum extent when the information IF _FZ6 , IF _FZ7 , IF _{FZ8 emitted} by the information transmission device ISE _EZ6 , ISE _EZ7 , ISE _FZ8 can no longer be received by the second information detection device IEE2 .

The second information acquisition device IEE2 again acquires, like the first information acquisition device IEE1, at regular time intervals or for a calculated time window - e.g. by calculating according to the formula s=v*t (distance equals speed times time), where s=distance between RSU1 and RSU2 and v= speed of the vehicle convoy according to the tables ( see Table-1- FIG3 to Table-7- FIG3 ), the time t and by considering "±t" the time window - after the detection of the first vehicle group GR1 in the first information detection area IEB1 for each time interval or for each time window of a second group GR2 of vehicles FZ6, FZ7 of the second vehicle column FZ6, FZ7, FZ8, which again includes several vehicles with the proviso "The greater the number in the group, the easier it is to correlate the different parameter data from the information acquisition areas", second information IF2 with second parameter data PD2 from the information IF _FZ6 at time t2 _,t2 , IF _FZ7,t2 , IF _FZ8,t2 with the parameter data PD _FZ6,t2 , PD _FZ7,t2 , PD _FZ8,t2 maximum predetermined amount of information. When considering or determining the number of vehicles in the second group GR2, the catalog of criteria mentioned should again be used when selecting the parameters.

In the present case, at time t2 according to the FIGURE 3 Therefore, the two vehicles FZ6, FZ7 also form the second group GR2 because, although the vehicle type is the same, contrary to the catalog of criteria, eg the speed of the vehicles mentioned is comparable and the condition is met that the time stamps of the vehicles mentioned are at the same time and the position of the recorded vehicles is adjacent (as it is in the FIGURE 3 shown in principle ). The information IF _FZ6,t2 , IF _FZ7, t2 emitted by the vehicles FZ6, FZ7 at the time t2 with the parameter data PD _FZ6,t2 , PD _FZ7,t2 are the second group GR2 due to the registration association of the named vehicles at the time t2 second information IF2 with the second parameter data PD2.

In the course of the further implementation of the tracking, the second information acquisition device IEE2 - like the first information acquisition device IEE2 - is again designed in this way, preferably again using generally customary means for data processing (e.g. a hardware unit based on a microprocessor and memory component and which can be operated and executed as software on the hardware unit Program modules) that the two-group-specific data profile DP _GR2 , in particular the group footprint or group stamp of the vehicle group, is generated from the detected second parameter data PD2.

This second-group-specific data profile DP _GR2 is then transmitted 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 which receives the second-group-specific data profile DP _GR2 from the second information acquisition device IEE2 for a data evaluation based on a similarity comparison of data profiles.

Regarding that in the FIGURE 3 illustrated expanded cooperative ITS scenario for tracking the at least one vehicle of the vehicle part-convoy FZ6, FZ7 along the second tracking route SVS2, there is now the detection time t3 with the modified second "Road Side Unit" RSU3.

Now the partial convoy with the vehicles FZ6, FZ7 approaches the third "Road Side Unit" RSU3 and finally for the third vehicle convoy next to these two vehicles FZ6, FZ7 there are also the vehicles FZ9, FZ10 with the vehicle-corresponding information IF _FZ6 , IF _FZ7 , IF _FZ9 , IF _FZ10 emitting vehicle-corresponding information transmission device ISE _FZ6 , ISE _FZ7 , ISE _FZ9 , ISE _FZ10 in a third information acquisition area IEB3 of a third information acquisition device IEE3 of the third "Road Side Unit" RSU3, the information transmission facilities ISE _EZ6 , ISE _FZ7 , ISE _FZ9 , ISE _FZ10 of the vehicles FZ6, FZ7, FZ9, FZ10 at the time t3 emitted information IF _FZ6,t3 , IF _FZ7,t3 , IF _FZ9,t3 , IF _FZ10,t3 with parameter data PD _FZ6,t3 , PD _EZ7,t3 , PD _FZ9,t3 , PD _FZ10,t3 detected by the third information detection device IEE3.

Since the vehicle lane tracking is based on a similarity comparison and for this purpose the data recorded at two measuring points is always compared with one another, the third information recording area IEB3 with the third information recording device IEE3 is, with regard to this comparison, a further second information recording area IEB2 with a further second information recording device IEE2, the for a further second group GR2 of vehicles further second information IF2 recorded with further second parameter data PD2. Against this background, the following explanations, which relate to the collection of information at the third point in time t3, are to be classified.

The road side units "RSU1, RSU2, RSU3 with the respective two information acquisition areas IEB1, IBE2 are again arranged separately from one another at an arbitrarily selectable distance. The other second information acquisition area IEB2 (IEB3) also reaches again - analogously to the information acquisition area IEB in FIGURE 1 , the first information acquisition area IEB1 and the second information detection area IEB2 - its maximum extent when the information IF _FZ6 , IF _FZ7 , IF _FZ9 , IF _{FZ10 emitted} by the information transmission device ISE _FZ6 , ISE _FZ7 , ISE _FZ9 , ISE _FZ10 is transmitted by the further second information detection device IEE2 (IEE3) can no longer be received.

The further second information acquisition device IEE2 again acquires data, like the first information acquisition device IEE1 and the second information acquisition device IEE2, at regular time intervals or for a calculated time window - e.g. by calculating according to the formula s=v*t (distance equals speed times time), where s = distance between RSU1 and RSU2 and v= speed of the vehicle convoy according to the tables ( see Table-1- FIG3 to Table-7- FIG3 ), the time t and by considering "±t" the time window - after the detection of the first vehicle group GR1 in the first information detection area IEB1 for each time interval or for each time window by a further second group GR2 of vehicles FZ6, FZ7 of the third vehicle column FZ6 , FZ7, FZ9, FZ10, which again includes several vehicles with the proviso "The larger the number in the group, the easier it is to correlate the different parameter data from the information acquisition areas", further second information IF2 with further second parameter data PD2 from the at the time t3 by the information IF _FZ6,t3 , IF _FZ7,t3 , IF _FZ10,t3 , IF _FZ9,t3 , with the parameter data IF _FZ6,t3 , PD _EZ7 , _t3 , IF _FZ9,t3 , PD _FZ10,t3 maximum specified amount of information. When considering or determining the number of vehicles in the other second group GR2, the catalog of criteria mentioned should again be used when selecting the parameters.

In the present case, at time t3 according to the FIGURE 3 Therefore, the two vehicles FZ6, FZ7 also form the other second group GR2 because, although the vehicle type is the same contrary to the list of criteria, for example the speed of the vehicles mentioned is still comparable and the The prerequisite is that the time stamps of the named vehicles are at the same time and the position of the recorded vehicles is adjacent (as it is in the FIGURE 3 shown in principle ). The information IF _FZ6,t3 , IF _FZ7,t3 with the parameter data PD _FZ6,t3 , PD _FZ7, t3 emitted by the vehicles FZ6, FZ7 at the time t3 is due to the recording association of the named vehicles at the time t3 with the other second group GR2 the further second information IF2 with the further second parameter data PD2.

In the course of the further implementation of the track tracking, the further second information acquisition device IEE2 - like the first information acquisition device IEE1 and the second information acquisition device IEE2 - is again configured in this way, preferably again using generally customary means for data processing (e.g. a hardware unit based on a microprocessor and memory component and on the Hardware unit as software operable and executable program modules) that the further second group-specific data profile DP _GR2 , in particular the group footprint or group stamp of the vehicle group, is generated from the detected further second parameter data PD2.

This further second-group-specific data profile DP _GR2 is then sent again in the modified third "road side unit" RSU3 from the further second information acquisition device IEE2 to a third communication interface KSS3, which by definition is another second communication interface KSS2, which is connected to the further second information acquisition device IEE2 and which makes available the further second group-specific data profile DP _GR2 received from the further second information acquisition device IEE2 for a data evaluation based on a similarity comparison of data profiles.

Before now explaining what happens to the two data profiles DP _GR2 , DP _GR2 , it should be noted at this point that as an alternative to the second information acquisition area described above IEB2 at time t2 the further second information acquisition area IEB2 can be used at time t3 with the modifications described above for generating the second-group-specific data profile DP _GR2 .

In addition, it is also possible (as a modification to what has been described so far, where the first information acquisition area IEB1 is present at time t1 and the second information acquisition area IEB2 at time t2) that the first information acquisition area IEB1 at time t2 for the generation of the first group-specific data profile DP _GR1 and the second information acquisition area IEB2 at time t3 for the generation of the second group-specific data profile DP _GR2 with the corresponding from the FIGURE 3 resulting modifications is used.

For the mentioned data profile similarity comparison, there are now two comparable variables, the two data profiles DP _GR1 , DP _GP2 , regardless of what time it is recorded. Should this data profile similarity comparison now differ from the case according to FIGURE 2 be carried out decentrally, i.e. locally, there are two options, provided that both in the first "road side unit" RSU1, in the second "road side unit" RSU2 and in the third "road side unit" RSU3 for the data profile similarity comparison to be carried out a central unit in the form of an evaluation device AWE is included.

One option is that the first data profile DP _GR1 via the first communication interface KSS1 in the first "Road Side Unit" RSU1 via a wireless or wired connection, for example, to the second communication interface KSS2 in the second "Road Side Unit" RSU2 or to the other second communication interface KSS2 is transmitted in the third "Road Side Unit" RSU3 and the second communication interface KSS2 in the second "Road Side Unit" RSU2 then the two data profiles DP _GR1 , DP _GR2 of the evaluation device AWE in the second "Road Side Unit" RSU2 for the data profile similarity comparison to be carried out or the other second communication interface KSS2 in the third "Road Side Unit" RSU3 then supplies the two data profiles DP _GR1 , DP _GR2 to the evaluation device AWE in the third "Road Side Unit" RSU3 supplies for the data profile similarity comparison to be carried out.

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 further second data profile DP _GR2 via the further second communication interface KSS2 in the third "Road Side Unit" RSU3 respectively a wireless or wired connection, for example, is transmitted to the first communication interface KSS1 in the first "Road Side Unit" RSU1 and the first communication interface KSS1 then transmits the two data profiles DP _GR1 , DP _GR2 of the evaluation device AWE in the first "Road Side Unit" RSU1 for the data profile similarity comparison to be carried out.

Irrespective of which option ultimately comes into play, the evaluation device AWE is again designed in such a way to carry out the data profile similarity comparison, preferably again using generally available means for data processing-supported comparisons of two variables (e.g. a hardware unit based on a microprocessor and memory component and on the hardware unit as software operable and executable program modules) that the provided second-group-specific data profile DP _GR2 is compared with the provided first-group-specific data profile DP _GR1 in terms of parameter data, in particular from a combination of the parameter data PD1, PD2 within the groups GR1, GR2.

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 large that the parameter data PD1, PD2 at least partially match, a statement can be made about the successful tracking of the vehicles FZ1, FZ2, FZ3 detected in the first group GR1 along the first tracking section SVS1 between the two information detection areas IEB1, IEB2 will. In this case, the respective evaluation device AWE generates or generates the 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 central monitoring instance ZÜI further trained as a traffic control center, with which the evaluation device AWE, for example wirelessly or wired, is connected. Otherwise, if the agreement between the parameter data PD1, PD2 is not so great, no such statement is possible and the tracking information SVI is not generated.

In the traffic control center or the central monitoring instance ZÜI, the tracking information SVI can then preferably be used again for broadcasting traffic news or used for cooperative actual traffic systems or traffic telematics systems.

FIGURE 4 shows based on the extended Cooperative ITS scenario for tracking according to the FIGURE 2 the influence of dynamically changing affiliations of nine vehicles FZ01 ... FZ09 driving on the traffic route or the VKS motorway in the direction of movement BWR - a first vehicle FZ01, a second vehicle FZ02, a third vehicle FZ03, a fourth vehicle FZ04, a fifth Vehicle FZ05, a sixth vehicle FZ06, a seventh vehicle FZ07, an eighth vehicle FZ08 and a ninth vehicle FZ09 - to the first group GR1 in relation to the first "Road Side Unit" with the first information acquisition area IEB1 _RSU1 and to the second group GR2 in relation on the first "Road Side Unit" with the first information acquisition area IEB2 _RSU2 on the at the Vehicle tracking according to the FIGURE 2 similarity comparison to be carried out (correlation check).

In relation to the first "roadside unit" with the first information acquisition area IEB1 RSU1, the vehicles FZ5, FZ6, FZ8, _FZ9 belong to the first group GR1 at an nth point in time t _n at an (n+1)th point in time t _n+1 the vehicles FZ2, FZ4, FZ5, FZ6, FZ7 and (n+2)-th point in time t _n+2 the vehicles FZ1, FZ2, FZ3, FZ4.

In relation to the second “roadside unit” with the second information acquisition area IEB2 _RSU2 , the vehicles FZ6, FZ7, _FZ8 belong to the second group GR2 at an mth point in time tm and at an ( _m +1)th point in time tm ₊₁ the vehicles FZ2, FZ4, FZ5, FZ7.

$$\begin{array}{l}\mathrm{GR1}\left({\mathrm{t}}_{\mathrm{n}}\right)=\underset{\_}{\mathbf{FZ}5},\mathrm{FZ6},\mathrm{FZ8},\mathrm{FZ}9\\ \mathrm{mit}\\ \mathrm{GR2}\left({\mathrm{t}}_{\mathrm{m}+1}\right)=\mathrm{FZ2},\mathrm{FZ}4,\mathbf{FZ}5,\mathrm{FZ7}\end{array}\}==>\mathrm{KW}=25\%$$

$$\begin{array}{l}\mathrm{GR1}\left({\mathrm{t}}_{\mathrm{n}+1}\right)=\mathrm{FZ}2,\mathrm{FZ4},\mathrm{FZ5},\underset{\_}{\mathbf{FZ}6},\underset{\_}{\mathbf{FZ}7}\\ \mathrm{mit}\\ \mathrm{GR2}\left({\mathrm{t}}_{\mathrm{m}}\right)=\mathbf{FZ}6,\mathbf{FZ}7,\mathrm{FZ8}\end{array}\}==>\mathrm{KW}=40\%$$

$$\mathrm{GR}1\left({\mathrm{t}}_{\mathrm{n}+1}\right)=\underset{\_}{\mathbf{FZ}2},\underset{\_}{\mathbf{FZ}4},\underset{\_}{\mathbf{FZ}5},\mathrm{FZ}6,\underset{\_}{\mathbf{FZ}7}\}$$

$$\begin{array}{ll}\mathrm{mit}& ==>\mathrm{KW}=80\%\\ \mathrm{GR2}\left({\mathrm{t}}_{\mathrm{m}+1}\right)=\mathbf{FZ}2,\mathbf{FZ}4,\mathbf{FZ}5,\mathbf{FZ}7& \end{array}$$

$$\begin{array}{l}\mathrm{GR1}\left({\mathrm{t}}_{\mathrm{n}+2}\right)=\mathrm{FZ1},\mathrm{FZ2},\mathrm{FZ3},\mathrm{FZ}4\\ \mathrm{mit}\\ \mathrm{GR2}\left({\mathrm{t}}_{\mathrm{m}}\right)=\mathrm{FZ6},\mathrm{FZ}7,\mathrm{FZ8}\end{array}\}==>\mathrm{KW}=0\%$$

$$\begin{array}{l}\mathrm{GR1}\left({\mathrm{t}}_{\mathrm{n}+2}\right)=\mathrm{FZ1},\underset{\_}{\mathbf{FZ}2},\mathrm{FZ}3,\underset{\_}{\mathbf{FZ}4}\\ \mathrm{mit}\\ \mathrm{GR2}\left({\mathrm{t}}_{\mathrm{m}+1}\right)=\mathbf{FZ}2,\mathbf{FZ}4,\mathrm{FZ}5,\mathrm{FZ}7\end{array}\}==>\mathrm{KW}=50\%$$

If the correlation check is now carried out between the first group GR1 and the second group GR2 at the respective points in time, the following correlation values KW result: $$\begin{array}{l}\mathrm{GR1}\left({\mathrm{t}}_{\mathrm{n}}\right)=\mathrm{FZ5},\underset{\_}{\mathbf{car}6},\underset{\_}{\mathbf{car}\mathrm{8th}},\mathrm{car}9\\ \mathrm{With}\\ \mathrm{GR2}\left({\mathrm{t}}_{\mathrm{m}}\right)=\mathbf{car}6,\mathrm{car}7,\mathbf{car}\mathrm{8th}\end{array}\}==>\mathrm{week}=50\%$$

$$\begin{array}{l}\mathrm{GR1}\left({\mathrm{t}}_{\mathrm{n}}\right)=\underset{\_}{\mathbf{car}5},\mathrm{FZ6},\mathrm{FZ8},\mathrm{car}9\\ \mathrm{With}\\ \mathrm{GR2}\left({\mathrm{t}}_{\mathrm{m}+1}\right)=\mathrm{FZ2},\mathrm{car}4,\mathbf{car}5,\mathrm{FZ7}\end{array}\}==>\mathrm{week}=25\%$$

$$\begin{array}{l}\mathrm{GR1}\left({\mathrm{t}}_{\mathrm{n}+1}\right)=\mathrm{car}2,\mathrm{FZ4},\mathrm{FZ5},\underset{\_}{\mathbf{car}6},\underset{\_}{\mathbf{car}7}\\ \mathrm{With}\\ \mathrm{GR2}\left({\mathrm{t}}_{\mathrm{m}}\right)=\mathbf{car}6,\mathbf{car}7,\mathrm{FZ8}\end{array}\}==>\mathrm{week}=40\%$$

$$\mathrm{GR}1\left({\mathrm{t}}_{\mathrm{n}+1}\right)=\underset{\_}{\mathbf{car}2},\underset{\_}{\mathbf{car}4},\underset{\_}{\mathbf{car}5},\mathrm{car}6,\underset{\_}{\mathbf{car}7}\}$$

$$\begin{array}{ll}\mathrm{With}& ==>\mathrm{week}=80\%\\ \mathrm{GR2}\left({\mathrm{t}}_{\mathrm{m}+1}\right)=\mathbf{car}2,\mathbf{car}4,\mathbf{car}5,\mathbf{car}7& \end{array}$$

$$\begin{array}{l}\mathrm{GR1}\left({\mathrm{t}}_{\mathrm{n}+2}\right)=\mathrm{FZ1},\mathrm{FZ2},\mathrm{FZ3},\mathrm{car}4\\ \mathrm{With}\\ \mathrm{GR2}\left({\mathrm{t}}_{\mathrm{m}}\right)=\mathrm{FZ6},\mathrm{car}7,\mathrm{FZ8}\end{array}\}==>\mathrm{week}=0\%$$

$$\begin{array}{l}\mathrm{GR1}\left({\mathrm{t}}_{\mathrm{n}+2}\right)=\mathrm{FZ1},\underset{\_}{\mathbf{car}2},\mathrm{car}3,\underset{\_}{\mathbf{car}4}\\ \mathrm{With}\\ \mathrm{GR2}\left({\mathrm{t}}_{\mathrm{m}+1}\right)=\mathbf{car}2,\mathbf{car}4,\mathrm{car}5,\mathrm{car}7\end{array}\}==>\mathrm{week}=50\%$$

Claims (16)

1. Method for tracking moving objects (FZ, FZ1...FZ10, FZ01...FZ09) which

   move in an area along a tracking route (SVS1, SVS2) in a defined direction of movement (BWR) and

   emit information (IF, IF1, IF2) with data relating to a plurality of non-object-identifying information parameters (PD, PD1, PD2), preferably at regular intervals of time, in which

   a) with respect to the moving objects, the information (IF, IF1, IF2) emitted by the latter is captured with the non-object-identifying parameter data (PD, PD1, PD2) repeatedly, in particular at different locations at different times (t1, t2, t3),
   characterized in that

   b) first information (IF1) is captured with first parameter data (PD1) from a first group (GR1) of the objects (FZ, FZ1...FZ10, FZ01...FZ09), which comprises a plurality of objects, in a first information capture region (IEB1) along the tracking route (SVS1, SVS2) and for the defined direction of movement (BWR),

   c) a data profile (DP_GR1) specific to the first group is generated from the captured first parameter data (PD1), and

   d) the data profile (DP_GR1) specific to the first group is provided for data evaluation based on a similarity comparison of data profiles,

   e) second information (IF2) is respectively captured with second parameter data (PD2) from a second group (GR2) of the objects (FZ, FZ1...FZ10, FZ01...FZ09), which comprises a plurality of objects, in at least one further, second information capture region (IEB2) spaced apart from the first information capture region (IEB1) along the tracking route (SVS1, SVS2) at regular intervals of time or for a calculated time window after the capture in the first information capture region (IEB1) for the defined direction of movement (BWR) for each interval of time or for each time window,

   f) a data profile (DP_GR2) specific to the second group is respectively generated from the respectively captured second parameter data (PD2), and

   g) the respectively generated data profile (DP_GR2) specific to the second group is provided for the data evaluation based on the data profile similarity comparison,

   h) each data profile (DP_GR2) specific to the second group is compared with the data profile (DP_GR1) specific to the first group during the data evaluation using parameter data, in particular from a combination of the parameter data (PD1, PD2) within the groups (GR1, GR2),

   i) if it is determined, during the data profile similarity comparison carried out in each case, that the correlation between the first parameter data (PD1) and the second parameter data (PD2) is so great that the parameter data (PD1, PD2) at least partially correspond, a statement can be made on the successful tracking of at least some of the objects captured in the first group (GR1) along the tracking route (SVS1, SVS2) between the two information capture regions (IEB1, IEB2) and an item of tracking information (SVI) is generated, otherwise such an item of tracking information (SVI) is not generated.
2. Tracking method according to Claim 1, characterized in that
   method steps a) to d) or method steps a) and e) to g) are carried out in a first device (SV, RSU1, RSU2, RSU3) and method steps h) and i) are carried out in a second device (AWE, ZÜI).
3. Tracking method according to Claim 1, characterized in that
   method steps a) to d) or method steps a) and e) to g) and method steps h) and i) are carried out in a single device (SV, RSU1, RSU2, RSU3).
4. Tracking method according to Claim 1, 2 or 3, characterized in that
   the object (FZ, FZ1...FZ10, FZ01...FZ09) moving along the tracking route (SVS1, SVS2) in the area is a motor vehicle driving on a road (VKS), in particular a motorway.
5. Tracking method according to Claim 4, characterized in that
   the information (IF1, IF2) with the non-object-identifying parameter data (PD1, PD2) is an "intelligent transport system (ITS)" status message containing data relating to a plurality of vehicle-specific, vehicle-characteristic message parameters.
6. Tracking method according to Claim 5, characterized in that
   the ITS status message is a "cooperative awareness message <CAM>" according to the ETSI standard "ETSI TS 102 637-2" or a "basic safety message <BSM>" according to the SAE standard "SAE J2735".
7. Tracking method according to Claim 6, characterized in that
   the following vehicle-specific, vehicle-characteristic message parameters are used in the "cooperative awareness message <CAM>":

   - type of different vehicles belonging to the road users, for example bus, car, motorcycle, etc., in the group;

   - time stamp of vehicles belonging to the road users in the group should be close in terms of time;

   - position of different vehicles belonging to the road users in the group should be adjacent;

   - direction of vehicles belonging to the road users in the group should be the same;

   - speed of vehicles belonging to the road users in the group should be comparable;

   - length of different vehicles belonging to the road users is used as a group identifying feature;

   - width of different vehicles belonging to the road users is used as a group identifying feature;

   - issuing authority of the cryptographic certificates for the signature of the status messages;

   - certificate hierarchy for validating the certificate for the signature of the status messages;

   - repetition rate of the change of the parameters.
8. Tracking method according to one of Claims 1 to 7, characterized in that
   the tracking information (SVI) is transmitted to a central monitoring entity (ZÜI), in particular a traffic control centre, and, in this respect, is used to broadcast traffic messages or is used for cooperative "intelligent transport system (ITS)" traffic systems or traffic telematics systems.
9. Arrangement for tracking moving objects (FZ, FZ1...FZ10, FZ01...FZ09) which

   move in an area along a tracking route (SVS1, SVS2) in a defined direction of movement (BWR) and

   emit information (IF, IF1, IF2) with data relating to a plurality of non-object-identifying information parameters (PD, PD1, PD2), preferably at regular intervals of time, having

   a) at least two information capture devices (IEE1, IEE2) which capture the information (IF, IF1, IF2) emitted by the moving objects with the non-object-identifying parameter data (PD, PD1, PD2), in particular at different locations at different times (t1, t2, t3),
   characterized by

   b) a first information capture device (IEE1)

   b1) which captures first information (IF1) with first parameter data (PD1) from a first group (GR1) of the objects (FZ, FZ1...FZ10, FZ01...FZ09), which comprises a plurality of objects, in a first information capture region (IEB1) along the tracking route (SVS1, SVS2) for the defined direction of movement (BWR) and

   b2) is designed in such a manner that a data profile (DP_GR1) specific to the first group can be generated from the captured first parameter data (PD1),

   c) a first communication interface (KSS1) which is connected to the first information capture device (IEE1) and provides the data profile (DP_GR1) specific to the first group and received from the first information capture device (IEE1) for data evaluation based on a similarity comparison of data profiles,

   d) at least one second information capture device (IEE2)

   d1) which respectively captures second information (IF2) with second parameter data (PD2) from a second group (GR2) of the objects (FZ, FZ1...FZ10, FZ01...FZ09), which comprises a plurality of objects, in a further, second information capture region (IEB2) spaced apart from the first information capture region (IEB1) along the tracking route (SVS1, SVS2) for the defined direction of movement (BWR) at regular intervals of time or for a calculated time window after the capture in the first information capture region (IEB1) for each interval of time or for each time window and

   d2) is designed in such a manner that a second data profile (DP_GR2) specific to the second group can be respectively generated from the respectively captured second parameter data (PD2),

   e) a second communication interface (KSS2) which is connected to the second information capture device (IEE2) and provides the data profile (DP_GR2) specific to the second group and received from the second information capture device (IEE2) for the data evaluation based on the data profile similarity comparison,

   f) an evaluation device (AWE) which is connected to the first communication interface (KSS1) and to the second communication interface (KSS2) and is designed in such a manner that

   f1) each data profile (DP_GR2) specific to the second group and provided by the second communication device (KSS2) is compared with the data profile (DP_GR1)specific to the first group and provided by the first communication device (KSS1) using parameter data, in particular from a combination of the parameter data (PD1, PD2) within the groups (GR1, GR2),

   f2) if it is determined, during the data profile similarity comparison respectively carried out, that the correlation between the first parameter data (PD1) and the second parameter data (PD2) is so great that the parameter data (PD1, PD2) at least partially correspond, a statement can be made on the successful tracking of at least some of the objects captured in the first group (GR1) along the tracking route (SVS1, SVS2) between the two information capture regions (IEB1, IEB2) and an item of tracking information (SVI) is generated, otherwise such an item of tracking information (SVI) is not generated.
10. Tracking arrangement according to Claim 9, characterized in that
    arrangement features a) to c) with respect to the concrete elements stated therein or arrangement features a) and d) to e) with respect to the concrete elements stated therein are contained in a first device (SV, RSU1, RSU2, RSU3) and arrangement features f) to f2) with respect to the concrete elements stated therein are contained in a second device (AWE, ZÜI).
11. Tracking arrangement according to Claim 9, characterized in that
    arrangement features a) to c) with respect to the concrete elements stated therein or arrangement features a) and d) to e) with respect to the concrete elements stated therein and arrangement features f) to f2) with respect to the concrete elements stated therein are contained in a single device (SV, RSU1, RSU2, RSU3).
12. Tracking arrangement according to Claim 9, 10 or 11, characterized in that
    the object (FZ, FZ1...FZ10, FZ01...FZ09) moving along the tracking route (SVS) in the area is a motor vehicle driving on a road (VKS), in particular a motorway.
13. Tracking arrangement according to Claim 12, characterized in that
    the information (IF1, IF2) with the non-object-identifying parameter data (PD1, PD2) is an "intelligent transport system (ITS)" status message containing data relating to a plurality of vehicle-specific, vehicle-characteristic message parameters.
14. Tracking arrangement according to Claim 13, characterized in that
    the ITS status message is a "cooperative awareness message <CAM>" according to the ETSI standard "ETSI TS 102 637-2" or a "basic safety message <BSM>" according to the SAE standard "SAE J2735".
15. Tracking arrangement according to Claim 14, characterized in that
    the "cooperative awareness message <CAM>" has the following vehicle-specific, vehicle-characteristic message parameters:

    - type of different vehicles belonging to the road users, for example bus, car, motorcycle, etc., in the group;

    - time stamp of vehicles belonging to the road users in the group should be close in terms of time;

    - position of different vehicles belonging to the road users in the group should be adjacent;

    - direction of vehicles belonging to the road users in the group should be the same;

    - speed of vehicles belonging to the road users in the group should be comparable;

    - length of different vehicles belonging to the road users is used as a group identifying feature;

    - width of different vehicles belonging to the road users is used as a group identifying feature;

    - issuing authority of the cryptographic certificates for the signature of the status messages;

    - certificate hierarchy for validating the certificate for the signature of the status messages;

    - repetition rate of the change of the parameters.
16. Tracking arrangement according to one of Claims 9 to 15, characterized in that
    for the purpose of transmitting the tracking information (SVI), the evaluation device (AWE) is connected to a central monitoring entity (ZÜI), in particular a traffic control centre, with the result that this is used, as a result, to broadcast traffic messages or can be used for cooperative "intelligent transport system (ITS)" traffic systems or traffic telematics systems.

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