EP3822938A1 - System and method for controlling road traffic - Google Patents

Abstract

Method for controlling road traffic, in which a stationary sensor arranged on a roadway section of a road network uses sensors to monitor the roadway section, and a system for controlling road traffic.

Description

The invention relates to a method for controlling road traffic, in which a stationary sensor arranged on a roadway section of a road network monitors the roadway section with sensors. The invention also relates to a system for controlling road traffic.

Road traffic within the meaning of the invention comprises a plurality of vehicles which are arranged on lanes of a road network and use the lanes of the road network. A roadway can have one or more lanes, each of which is assigned to a predetermined direction of travel and is usually defined by a linear marking applied to the roadway. In relation to the direction of travel, a roadway can have a plurality of roadway sections.

For example, a federal motorway usually comprises two substantially parallel lanes which are arranged at a distance from one another and separated by a median, each having two or more lanes. In this case, all lanes of a first lane are assigned to a first predetermined direction of travel, while all lanes of a second lane are assigned to a second predetermined direction of travel opposite to the first predetermined direction of travel. Road sections of the federal motorway can be defined, for example, between two exits or driveways of the federal railway.

In contrast, a country road or a street within a city usually comprises a single lane with two or more lanes, of which a first lane of a first predetermined travel direction and a second lane of an opposite to the first predetermined travel direction are assigned to the second predetermined direction of travel. Roadway sections of the rural road can be defined, for example, between two intersections of the rural road with other roads.

A road traffic vehicle which is traveling on a lane opposite to the assigned predetermined direction of travel generally has a particularly high accident risk of colliding with another vehicle traveling on the lane in the predetermined direction of travel. This applies in particular to the federal motorways, which almost everywhere prevent a vehicle traveling against the predetermined direction of travel from changing to the lane assigned to the vehicle's direction of travel by constructive means, for example by means of a central strip completely provided with guardrails, and which are also driven at high speed. The terms wrong-way drivers or wrong-way drivers are common for vehicles traveling on federal highways.

Other frequent accident risks of the vehicle result from an inappropriately high speed of the vehicle, from an inappropriately short distance between the vehicle and another vehicle traveling in the same lane ahead, or from changing the vehicle between lanes with the same predetermined direction of travel, for example when overtaking or driving off from the roadway and a collision with the roadway.

Road traffic still only includes vehicles, each of which is manually controlled by a driver of the vehicle. These vehicles also include vehicles with driver assistance systems that automatically provide certain driving functions of the vehicle. Such driver assistance systems include a lane keeping system, a distance keeping system, a speed keeping system (cruise control), an automatic parking system and the like. Although they relieve the driver of individual control tasks, they do not completely release him from manually controlling the vehicle.

Accordingly, in these vehicles, the drivers of the vehicles are primarily responsible for the accident risks listed above by way of example. The risk of accidents is created by the drivers mistakenly or recklessly.

An error by a driver can be based on the fact that a traffic light or a road sign is not visible to the driver in a traffic situation, for example temporarily from another vehicle arranged on the road, in particular a truck, or fog or permanently from vegetation adjacent to the road is covered, or that a roadway construction in the area of a driveway and an exit or signage has an ambivalence, ie ambiguous ambiguity.

On the other hand, carelessness on the part of a driver can be traced back to the fact that the driver disregards an age-related inability to drive, is inattentive or distracted due to time pressure or other reasons, or carelessly violates traffic rules and underestimates the associated risk of vehicle accidents.

In order to counteract an error or carelessness of the driver, a stationary sensor can be arranged on a lane section of the road network, which sensor monitors the lane section. For example, speed sensors with a display unit are arranged on the lanes of some through-town passages or speed limit zones, which sensors detect a speed of a vehicle and display it in a way that is visible to the driver of the vehicle, in particular flashing, using the display unit.

At present, vehicles that drive autonomously, ie fully automatically without the involvement or intervention of a driver, are only permitted on lanes that are separate from the road network. In the future, however, road traffic will also include a relatively increasing number of such fully autonomous vehicles. Fully autonomous Vehicle manufacturers implement driving functions in different ways due to the lack of standardized technical solutions. Accordingly, the accident risks mentioned can also result from incorrect or mutually incompatible implementations of the fully autonomous driving functions.

In addition, fully autonomous vehicles can act differently from manually controlled vehicles, which means that drivers of manually controlled vehicles can be unsettled or overwhelmed. As a result, an accident risk of all vehicles in the road traffic will increase due to the fully autonomous vehicles.

It is therefore an object of the present invention to propose a method for controlling road traffic which minimizes the risk of an accident for each vehicle involved in road traffic. Another object of the invention is to provide a system for controlling road traffic.

Subjects of the invention are formulated in the independent or independent claims. The dependent claims each specify advantageous further developments of the subject matter of the invention.

One object of the invention is a method for controlling road traffic. In the method, a stationary sensor arranged on a lane section of a road network monitors the lane section using sensors. The sensory monitoring detects every vehicle traveling on the lane section, i.e. every vehicle traveling on the lane section is an object of the sensory monitoring, regardless of its control method. In short, the method includes all vehicles traveling on the lane section.

The sensor preferably detects an identifier of a vehicle arranged on the roadway section and at least one travel parameter value of a journey of the vehicle on the roadway section and transmits the detected Travel parameter value for a stationary local control node (controller, Ctr) connected to the sensor and assigned to the road section. The identifier is unique for all vehicles, ie each vehicle can be recognized and addressed using its identifier. The travel parameter value is a value of a travel parameter of the vehicle, ie the value of a technically detectable physical variable related to the travel of the vehicle, which is assigned to the driving state of the vehicle and quantifies the driving state of the vehicle. The sensor may be limited to detecting travel parameter values from vehicles. Of course, the method is not limited to a single sensor, but can be carried out with a plurality of sensors. The local control node can accordingly receive identifiers and travel parameter values from a plurality of sensors and can be restricted to processing received identifiers and travel parameter values.

The local control node can transmit an identifier of the assigned lane section and the at least one recorded travel parameter value to a stationary central local control node (Centralized Local Governing Node, CLGN). The identifier can be an identifier of the local control node itself or an identifier of the lane section. The central local control node (CLGN) can receive identifiers and travel parameter values from a plurality of local control nodes (Ctr), i.e. be assigned to a plurality of lane sections, and belongs in a hierarchical structure of control nodes to a hierarchical level above the hierarchical level of the local control nodes (Ctr) and control several local control nodes (Ctr) accordingly.

The local control node (Ctr) can also advantageously transmit the identifiers of vehicles and the central local control node (CLGN) can receive the identifiers. In this way, the central control node (CLGN) can assign each transmitted travel parameter value to a vehicle traveling on the assigned lane section. Instead of the identifier, the local control node (Ctr) can alternatively be used in accordance with a data protection regulation transmit an anonymous vehicle identifier that is unique in the area of the central local control node (CLGN).

The central local control node (CLGN) can compare the received at least one travel parameter value with a predetermined permissible parameter value range of the at least one travel parameter value that is decisive for the road section designated by the identifier. The central local control node (CLGN) advantageously stores a permissible travel parameter value range associated with the receiving travel parameter for each road section allocated to it. The travel parameter value range can have a lower limit value and / or an upper limit value, i.e. it can be open at the top, closed exclusively or including the value zero. Of course, the method is not limited to a single travel parameter value, but can, in particular, be carried out simultaneously with a plurality of different travel parameter values. By comparing, the central local control node (CLGN) determines whether the received travel parameter value lies within (positive case) the assigned permissible travel parameter range or outside (negative case) the assigned permissible travel parameter range.

The central local control node (CLGN) preferably transmits a negative message to the local control node if the received at least one travel parameter value is outside the predetermined permissible parameter value range. The negative message includes the journey parameter concerned, the assigned journey parameter area and the assigned identifier or anonymous vehicle identifier and is received by the local control node (Ctr).

On the basis of the negative message received, the local control node can transmit a control message relating to a change in the at least one travel parameter value to the vehicle. The control message includes the relevant travel parameter and one within the assigned travel parameter range lying setpoint parameter value or a difference value relative to the detected travel parameter and is received by the vehicle.

The vehicle can change the at least one travel parameter value in accordance with the received control message. The vehicle sets the travel parameter value to a value within the allowable travel parameter range.

The method can thus influence travel parameters of a plurality of vehicles traveling on a plurality of roadway sections. In other words, the method creates a hybrid traffic control for an area of the road network which efficiently combines internal control functions of each vehicle and external control functions of each local control node (Ctr).

In preferred embodiments, the identifier or the travel parameter value or the negative message or the control message are each transmitted wirelessly via a WLAN or a cellular network. Many modern vehicles include a wireless communication point which enables the vehicle to wirelessly communicate with an external WLAN access point or an external cellular network. Apart from this, a mobile terminal device of an occupant of the vehicle is already present in practically all vehicles, which terminal device comprises a corresponding wireless communication interface, so that control messages can also be transmitted wirelessly to older vehicles.

Ideally, a Subscriber Identification Module (SIM) arranged in the vehicle provides the identifier of the vehicle. In this case, the IMSI (International Mobile Subscriber Identity) or the TMSI (Temporary Mobile Subscriber Identity, TMSI) is the vehicle's identifier. It is noted that a Subscriber Identification Module within the meaning of the invention also includes an Embedded Subscriber Identification Module (eSIM), a nuPSYS Subscriber Identification Module (nuSIM), or something else implemented in hardware or software Includes Subscriber Identification Module. The Subscriber Identification Module can be included in the vehicle, that is to say a component of the vehicle, or can be included in a mobile terminal of an occupant of the vehicle. A mobile terminal includes a cell phone, a smartphone, a tablet, a notebook and the like. Using the Subscriber Identification Module, an official license plate number of the vehicle can be determined by means of a corresponding database.

Alternatively, a license plate attached to the vehicle can provide the identifier of the vehicle. In this embodiment, the registration number is detected directly by sensors. In this way, the method can also be carried out with a vehicle without a Subscriber Identification Module.

Ideally, the control message automatically changes the at least one travel parameter value of the vehicle or the at least one travel parameter value is changed manually by a driver of the vehicle according to the control message. A fully autonomous vehicle can autonomously change the travel parameter value according to the control message. A vehicle that is manually controlled by a driver, on the other hand, requires the driver's assistance. Both types of control can be included in the proposed method.

Alternatively or additionally, the control message can be displayed by a display device arranged in the vehicle. The displayed control message advantageously includes a warning or control instruction for a driver that corresponds to the control message. The display device can be a display of the vehicle or a display of a mobile terminal. The control message can also be displayed acoustically by means of a loudspeaker in the vehicle or a mobile terminal device.

In further embodiments, the vehicle and the at least one sensor communicate directly or indirectly according to a dedicated protocol and the vehicle sends communication data directly to the sensor via a light signal. The communication data includes, for example, IoT (Internet of Things) data or M2M (Machine to Machine) data. The light signal can be transmitted from the vehicle by means of a laser diode, in particular by means of a high-power laser diode, a multi-electrode laser (MEL) or a multi-electrode distributed feedback laser, in the form of a burst, ie an ultra-short optical pulse, for example with a signal duration of about 5 μs and / or a transmission rate of up to 100 Mbit / s and under realistic conditions 10 Mbit / s, sent and received by the sensor by means of one or more light-sensitive receiving elements.

The sensor can use a sensor signal to cause the connected local control node (Ctr) to send a radio signal by means of an antenna. The vehicle receives communication data indirectly via the radio signal from the local control node connected to the sensor. When the sensor uses the local control node (Ctr), the sensor becomes an active communication partner, so that a communication-compatible bidirectional connection can be established between the vehicle and the sensor.

On the one hand, the bidirectional connection is hybrid in terms of the type of signal, light in one direction and radio in the other direction. In this way, the two communication directions are physically separate and do not interfere. On the other hand, three communication partners are involved in the bidirectional connection, i.e. the vehicle communicates with different communication partners in both directions.

The dedicated protocol, which can be referred to as Secure Mobile Data Emission (SMDE) protocol, supports encrypted communication and defines a handshake phase, a key agreement phase and a data exchange phase. In the handshake phase, a transmitter sends a trigger signal requesting a connection to a receiver that is continuously ready to receive. When the receiver receives the trigger signal, the receiver sends a response signal to the transmitter. In the In the key agreement phase, the sender sends a key announcement signal (Secure Key Announcement Message, SKAM) to the receiver, which includes the sender's identifier, a key length and a hash value that is generated by raising a base in the form of a (pseudo) random number (N _stray ) a key (K) is calculated. The key can be a random bit sequence of length 4. When the receiver has received the key announcement signal (SKAM), it calculates the key (K) and the base from the first hash value, reduces the calculated base by one, calculates a second hash value by raising the reduced base to the key (K) and sends a key confirmation signal (Secure Key Confirmation Message, SKCM) to the sender, which comprises the second hash value. When the sender has received the key confirmation signal (SKCM), it uses the key to calculate the base from the second hash value and compares the base with the (pseudo) random number. If the calculated base is equal to the (pseudo) random number reduced by one, the sender sends a confirmation signal to the receiver and encrypts the data to be exchanged using the key and sends the encrypted data to the receiver, who decrypts the data using the key.

The at least one travel parameter value preferably includes a lateral and / or longitudinal position of the vehicle in relation to a direction of travel defined by the lane section, a lateral position of the vehicle in relation to a lane defined by the lane section, a speed of the vehicle, an acceleration of the vehicle, a distance to another vehicle arranged on the lane section. On the basis of the lateral position, it can be determined in which lane the vehicle is traveling. The longitudinal position of the vehicle can be used to determine distances to other vehicles traveling on the lane section.

The local control node advantageously calculates the at least one travel parameter value by means of triangulation and / or by means of a Doppler shift. For example, two sensors arranged at a distance from one another on the roadway section can each detect a distance from the vehicle. The local control node can then calculate a position of the vehicle by triangulating the distances detected by the two sensors. A speed of the vehicle can be calculated from a frequency shift of an electromagnetic wave reflected from the vehicle. The frequency shift is due to the so-called Doppler effect and is therefore also referred to as the Doppler shift.

In further embodiments, an institution responsible for the lane section or the road network changes the predetermined parameter value range as required and / or during a specific period of time. The institution, for example an authority, can use a secured AA (Authority Access) computer, which is connected to the cellular network via a gateway (GW) and has access to the central control node (CGN), central regional control node (CRGN), central local control nodes (LCGN) and local control nodes (Ctr) granted.

For example, the authority can allow vehicles to drive in the lane opposite to the predetermined direction of travel on a section of the roadway which only provides one lane due to a road construction site. Or the authority can exceptionally allow driving on a road section or a lane if the road section or the lane is closed due to a road construction site.

In still other embodiments, an institution responsible for the lane section or the road network releases the lane section as required and / or for a certain period of time for a vehicle with a certain identifier and blocks the lane section for a vehicle with an identifier that differs from the certain identifier. For this purpose, the AA computer can grant an authorized / authenticated person access to a home location register (HLR) and / or a home subscriber server (HSS) of the cellular network. Access can be achieved by means of a Access Control List (ACL) be restricted to certain identifiers (E.212 IMSI) and regions, ie lane sections. For example, the institution can allow certain vehicles to drive on certain lane sections and / or lanes contrary to a general prohibition and / or prohibit a general permit.

The invention also relates to a system for controlling road traffic. The system comprises a stationary central local control node (CLGN), a stationary local control node (Ctr) connected to the central local control node and at least one stationary sensor arranged on a lane section of a road network and connected to the local control node (Ctr). The at least one stationary sensor can be arranged next to, below, above or in the roadway section and have a detection direction extending from the sensor to vehicles arranged on the roadway section. The local control node (Ctr) can process sensor signals from the at least one stationary sensor, in particular sensor signals from a plurality of stationary sensors which are arranged on the roadway section and are connected to the local control node (Ctr). In this way, the local control node (Ctr) is assigned to the lane section. The central local control node (CLGN) can be connected to a plurality of local control nodes (Ctr) and correspondingly a plurality of road sections which are ideally connected to one another can be assigned.

The system is preferably configured to carry out a method according to the invention. The system can consequently reduce the risk of an accident involving vehicles on the road.

In one embodiment, the at least one sensor comprises a camera, a RADAR sensor, a LIDAR sensor, a SONAR sensor, a wire loop integrated into the roadway section, a wire loop extending in a direction of travel defined by the roadway section next to the roadway section or below the roadway section arranged guide wire. With others In other words, the sensor can detect electromagnetic waves of different frequency and intensity or electric or magnetic fields with different spatial characteristics.

Each sensor can be connected to a conventional electrical energy source, for example a stationary power grid or a photovoltaic module. Alternatively, the connected local control node can provide an electrical current for operating the sensor. Furthermore, the sensor can be connected to an additional wire loop integrated into the roadway section. Vehicles traveling on the lane section can, by means of their magnetic field, induce an electric current into the additional wire loop, which the wire loop provides for operating the sensor. In this way, the additional wire loop can also have a regenerative braking effect.

A detection direction of the at least one sensor can advantageously have an angle of at most 10 ° and preferably of at most 5 ° with respect to the direction of travel on the roadway section. In particular, the detection direction of the at least one sensor can extend against a predetermined driving direction of a roadway and detect travel parameter values of vehicles which are driving towards it. If the at least one sensor has the specified detection direction, its detection angle can overlap with detection angles of other sensors assigned to the roadway section with a respective parallel or anti-parallel detection direction. In this way, an at least partial sensor redundancy can be created, since a defect or a malfunction of the at least one sensor can be at least partially compensated for by the further sensors of the roadway section. The at least partially sensory redundancy goes hand in hand with a high level of reliability of the system. Furthermore, this detection direction allows an at least predominant assignment of the at least one sensor to a lane or a predetermined direction of travel of the lane section.

In further embodiments, the system comprises a plurality of stationary local control nodes and a plurality of stationary sensors each connected to a local control node. Several sensors can completely monitor the lane section and detect a plurality of travel parameter values of several vehicles arranged on the lane section. Several local control nodes can distribute the sensor signals transmitted by the sensors and consequently process them in parallel, i.e. at high speed.

The plurality of local control nodes assigned to the roadway section are favorably connected to one another in a grid-like manner and / or to the sensors in a star shape. The connections can comprise optical fibers or data cables. In this way, the local control nodes and the sensors form a hierarchical communication network assigned to the lane section. A first hierarchy level formed by the sensors can include disjoint groups of sensors arranged adjacent to a direction of travel of the lane section. A second hierarchy level formed by the local control nodes can comprise a single coherent group of the local control nodes. In this case, each control node can be connected to at least one local control node which is arranged adjacently with respect to a travel direction of the roadway section and / or is arranged opposite with respect to the roadway section. These connections of the second hierarchy level create a connection redundancy of the local control nodes.

In preferred embodiments, the system comprises a cellular network via which the at least one local control node is wirelessly connected to the central local control node. The mobile radio network enables the central local control node to be arranged in a spatially free manner relative to the local control node. The central local control node and at least one local control node, a plurality of local control nodes, or each local control node can be arranged in the same mobile radio cell of the mobile radio network. Furthermore, the cellular network enables a far-reaching territorial coverage a control of road traffic in a complete road network.

Furthermore, the system can comprise a plurality of stationary central regional control nodes (CRGN) and one stationary central control node (CGN). The central regional control nodes and the central control nodes form a third and a fourth hierarchical level of the system.

In an advantageous embodiment, at least one or each central local control node and / or at least one or each central regional control node are connected to an antenna station of the cellular network via a data cable or an optical fiber and / or the central control node is connected to at least one via a data cable or an optical fiber or connected to each central regional control node. In this way, relocated connections of the cellular network can be used to connect the central regional control nodes and the central local control nodes. Specially laid dedicated data cables or light guides can be used to connect the central control node.

An essential advantage of the method according to the invention is that it ensures that road traffic is monitored in real time and that there is a low risk of accidents for vehicles in road traffic, with the probability of wrong-way drivers being particularly low. Apart from this, the driving safety of fully autonomous vehicles is high due to the method according to the invention. As a result, occupants of fully autonomous vehicles have strong confidence in the fully autonomous vehicles. It is also advantageous that the method according to the invention can use the existing infrastructure of a mobile radio network and can also include older vehicles.

In addition, the method according to the invention allows an institution responsible for road traffic to act safely, flexibly and quickly on road traffic in order to respond to special circumstances, ie natural influences such as weather conditions or natural disasters, to react or to support one's own projects such as road construction sites. The method also enables road traffic-related data to be collected, future road traffic problems to be determined from the data collected, and precautionary measures to be taken against the problems identified. Furthermore, participants in the road traffic, that is to say drivers or occupants of the vehicles, but also passengers of vehicles in local public transport, can be informed about the current state of road traffic thanks to the determined data.

Further advantages and embodiments of the invention emerge from the description and the accompanying drawing.

It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively specified combination, but also in other combinations or on their own, without departing from the scope of the present invention.

Fig. 1

in einer schematischen Darstellung eine perspektivische Ansicht eines Systems nach einer Ausführungsform der Erfindung;

Fig. 2

in einer schematischen Darstellung ein Blockdiagramm eines Mobilfunknetzes mit einem institutionellen Knoten gemäß einer Ausführungsform der Erfindung;

Fig. 3

in einer schematischen Darstellung eine perspektivische Ansicht eines weiteren Fahrbahnabschnitts des in Fig. 1 gezeigten Systems;

Fig. 4

in einer schematischen Darstellung eine perspektivische Ansicht eines weiteren Fahrbahnabschnitts des in Fig. 1 gezeigten Systems;

Fig. 5

in einer schematischen Darstellung eine perspektivische Ansicht eines weiteren Fahrbahnabschnitts des in Fig. 1 gezeigten Systems;

Fig. 6

in einem Diagramm einen Zeitablauf eines Abschnitts eines Übertragungsverfahrens gemäß einer Ausführungsform der Erfindung;

Fig. 7

ein Flussdiagramm des in Fig. 6 gezeigten Verfahrensabschnitts.

The invention is shown schematically in the drawings using an exemplary embodiment and is described in detail below with reference to the drawings. It shows

Fig. 1

in a schematic representation a perspective view of a system according to an embodiment of the invention;

Fig. 2

in a schematic representation a block diagram of a mobile radio network with an institutional node according to an embodiment of the invention;

Fig. 3

in a schematic representation a perspective view of a further roadway section of the in Fig. 1 shown system;

Fig. 4

in a schematic representation a perspective view of a further roadway section of the in Fig. 1 shown system;

Fig. 5

in a schematic representation a perspective view of a further roadway section of the in Fig. 1 shown system;

Fig. 6

in a diagram a time sequence of a section of a transmission method according to an embodiment of the invention;

Fig. 7

a flow chart of the in Fig. 6 procedural section shown.

Fig. 1 shows in a schematic representation a perspective view of a system 1 according to an embodiment of the invention. The system 1 is used to control road traffic. Road traffic comprises a plurality of vehicles (not shown) which are arranged on a road network. The road network includes a plurality of interconnected roadway sections 70, of which a straight roadway section 70 and a curved roadway section 70 are shown here by way of example. The lane sections 70 can belong to a country road and each comprise two lanes 71, 73 separated by a lane marking.A first lane 71 defines a first direction of travel 72, and a second lane 72 defines a second direction of travel 74, which is opposite to the first direction of travel 72 .

A vehicle used in road traffic can include a high-power laser diode, a multi-electrode laser (MEL) or a multi-electrode distributed feedbak laser for sending ultrashort optical pulses (bursts) with a signal duration of around 5 μs and / or a transmission rate of up to 100 Mbit / s and under realistic conditions 10 Mbit / s. The ultrashort optical pulses can have frequencies in an infrared range, a visible range, or an ultraviolet range.

The system 1 further comprises a plurality of stationary central local control nodes (CLGN) 30, a plurality of stationary local control nodes (Ctr) 20 each connected to a central local control node 30 and a plurality of stationary sensors 10, which are located on the roadway sections 70 of the road network are arranged and each connected to a local control node 20.

Each sensor 10 comprises several light-sensitive receiving elements which are configured to receive the ultrashort optical pulses transmitted by vehicles and are not visible here due to their small size. In addition, each sensor can have a camera, a RADAR sensor, a LIDAR sensor, a SONAR sensor, a wire loop integrated into the roadway section 70 and / or a loop next to the roadway section that extends in a direction of travel 72, 74 defined by the roadway section 70 70 or arranged under the roadway section 70 guide wire.

The local control nodes (Ctr) 20 assigned to the roadway section 70 are connected to one another in the manner of a grid and are each connected in particular in a star shape to a plurality of sensors 10.

The system 1 also includes a cellular network 100 (see Sect. Fig. 7 ) with a plurality of components, of which only two antenna stations 140 are shown here. The central local control nodes (CLGN) 30 are each connected to an antenna station 140 via an optical fiber or a data cable. The local control nodes (Ctr) 20 are wirelessly connected to the central local control nodes (CLGN) 30 via the antenna stations 140 of the mobile radio network 100.

The system 1 further comprises a plurality of stationary central regional control nodes (CRGN) 40 and one stationary central control node (CGN) 50. The local control nodes (Ctr) 20, the central local control nodes (CLGN) 30, the central regional control nodes (CRGN) 40 and the central one Control nodes (CGN) 50 are arranged in a tree topology with four hierarchical levels. The central local control nodes (CLGN) 30 and the central regional control nodes (CRGN) 40 are each connected to a plurality of antenna stations 140 of the cellular network 100 via data cables or optical fibers. The central control node (CGN) 50 is connected to each central regional control node (CRGN) 40 via a data cable or a fiber optic cable.

Fig. 2 shows a schematic representation of a block diagram of the mobile radio network 100 with an institutional node in the form of an Authority Access (AA) computer 60 according to an embodiment of the invention.

The cellular network 100 comprises a home location register (HLR) 110 and a home subscriber server (HSS) 190, one or more mobile switching centers (MSC) 120, a plurality of base station controllers (BSC) 130 or radio network controllers ( RNC) 160, a plurality of antenna stations (Base Transceiver Station, BTS, (e) NodeB) 140 connected to the BSC 130 and RNC 160, one or more Serving GPRS Support Nodes (SGSN) 150, a gateway (GW) 170 and one or several Mobile Switching Center Servers (MSS), which are connected to one another in a known manner.

Authority access (AA) computer 60 is connected to gateway (GW) 170 and a mobile switching center (MSC) 120. The AA computer 60 is secured and configured against unauthorized use, an authorized / authenticated person has administrative access to the home location register (HLR) 110 and / or the home subscriber server (HSS) 130 of the cellular network 100 and to the local control nodes (Ctr) 20, the central local control nodes (CLGN) 30, the central regional control nodes (CRGN) 40 and the central control nodes (CGN) 50. The administrative access to the HLR 110 and / or the HSS 130 can be restricted to certain identifiers (E.212 IMSI) and regions, ie lane sections of the road network, by means of an access control list (ACL).

Fig. 3 FIG. 11 shows a schematic illustration of a perspective view of a further roadway section 70 of the FIG Fig. 1 1. The lane section 70 may belong to a federal motorway and differs from those in FIG Figure 1 roadway sections 70 shown in that in each case two adjacent lanes 71, 73 define the same direction of travel 72, 74. Two first lanes 71 define the same first direction of travel 72 and are separated from two second lanes 73, which define the same second direction of travel 74, by a median.

Fig. 4 FIG. 11 shows a schematic illustration of a perspective view of a further roadway section 70 of the FIG Fig. 1 1. The lane section 70 comprises two sensors 10, each in the form of a wire loop, which are arranged one behind the other in the first lane 71 of the lane section 70 in relation to the defined direction of travel 72. The sensors 10 can use inductions in the wire loops caused by a vehicle driving in the lane 71 to detect whether the vehicle is traveling in the lane 71 in the defined direction of travel 72 or in an opposite prohibited direction of travel 75.

Fig. 5 FIG. 11 shows a schematic illustration of a perspective view of a further roadway section 70 of the FIG Fig. 1 1. The roadway section 70 has the same basic structure as that in FIG Figure 2 The roadway section 70 shown and additionally has a driveway 80 and an exit 90. The sensors 10 are aligned such that detection directions of the sensors 10, ie central axes of detection cones 11 of the sensors 10, have an angle of at most 10 ° and preferably of at most 5 ° with respect to the driving directions 72, 74 on the roadway section 70. The directions of detection of each sensor extend essentially opposite to the respectively defined direction of travel 72, 74. Each detection cone 11 overlaps with further detection cones 11 of both directions of travel 72, 74.

The system 1 is configured to carry out the following method to control road traffic.

The vehicles of the road traffic drive on the lanes 71, 73 of the lane sections 70 of the road network. The stationary sensors 10 continuously monitor the roadway sections 70 of the road network by means of sensors.

The sensors 10 detect identifiers of the vehicles arranged on the lane sections 70 and travel parameter values of journeys by the vehicles on the lane sections 70. Each sensor 10 preferably receives an IMSI (International Mobile Subscriber Identity) or a TMSI (Temporary Mobile Subscriber Identity, TMSI) as one Identifier of a vehicle, which is provided by a Subscriber Identification Module (SIM) or the like arranged in the vehicle, and transmits detected identifiers to the stationary local control node (Ctr) 20 connected to the sensor 10 and assigned to the lane section 70.

The recorded travel parameter values include a lateral and / or longitudinal position of the vehicle based on a travel direction 72, 74 defined by the lane section 70, a lateral position of the vehicle based on a lane defined by the lane section 70, a speed of the vehicle, an acceleration of the vehicle Vehicle, and a distance to a further vehicle arranged on the roadway section 70, to name just a few. The local control node 20 or the central local control node 30 can calculate travel parameter values by means of a triangulation and / or by means of a Doppler shift from signals of the connected sensors 10.

The local control node (Ctr) 20 transmits an identifier of the assigned lane section 70 and the travel parameter values to the connected stationary central local control node 30. The central local control node 30 compares the received travel parameter values with predetermined permissible parameter value ranges of the relevant for the lane section 70 designated by the identifier Trip parameter values.

If a received travel parameter value is outside the predetermined permissible parameter value range, the central local control node 30 transmits a negative message to the relevant local control node 20. On the basis of the received negative message, the local control node 20 wirelessly transmits a control message relating to a change in the at least one travel parameter value to the vehicle concerned.

The received control message can be displayed by a display device arranged in the vehicle. The vehicle changes the at least one travel parameter value in accordance with the received control message. If the vehicle is driving fully autonomously, the control message automatically changes the at least one driving parameter value of the vehicle. If the vehicle is manually controlled by a driver, the at least one travel parameter value of the vehicle is manually changed by a driver of the vehicle in accordance with the displayed control message.

The vehicles and the sensors 10 communicate directly or indirectly. As part of the communication, the vehicles transmit communication data via a light signal, i.e. ultrashort optical pulses, directly to the sensors 10 and receive communication data via a radio signal, preferably via the cellular network 100, indirectly from local control nodes (Ctr) 20 connected to the sensors 10.

Fig. 6 shows in a diagram a timing 203 of a section of a transmission method according to an embodiment of the invention. The vehicles transmit communication data to the sensors 10 in accordance with a dedicated protocol 200, which can be referred to as the Secure Mobile Data Emission (SMDE) protocol.

The protocol 200 supports encrypted communication and defines a handshake phase 210, one following the handshake phase 210 Key agreement phase 220 and a data exchange phase 230 following the key agreement phase 220.

In the handshake phase 210, a transmitter 201, here the vehicle, sends a trigger signal 211 requesting a connection to a continuously receiving receiver 202, here the sensor 10. When the receiver 202 receives the trigger signal 211, the receiver 202 sends a response signal 212 the transmitter 201.

In the key agreement phase 220, the sender 201 sends a key announcement signal (Secure Key Announcement Message, SKAM) 221 to the receiver 202, which comprises the identifier of the sender 201, a key length, and a hash value, which by raising a base in the form of a (pseudo ) Random number (N _stray ) is calculated with a key (Key, K). The key can be a random bit sequence of length 4.

When the receiver 202 has received the key announcement signal (SKAM) 221, it calculates the key (K) from the first hash value and the base, reduces the calculated base by one, calculates a second hash value by raising the reduced base to the power of the key (K) and sends a Secure Key Confirmation Message (SKCM) to the transmitter comprising the second hash value.

When the transmitter 201 has received the key confirmation signal (SKCM) 221, it uses the key to calculate the base from the second hash value and compares the base with the (pseudo) random number. If the calculated base is equal to the (pseudo) random number reduced by one, the transmitter 201 sends a confirmation signal 231 to the receiver 202, encrypts the data to be exchanged using the key and sends the encrypted data to the receiver 201, which receives the received data using the Key decrypted.

Fig. 7 shows a flow chart of the in Fig. 6 procedural section shown. According to the dedicated protocol 200, the transmitter 201 transmits the trigger signal 211 to the continuously ready-to-receive receiver 202. If the transmitter 201 does not receive a response signal within a predetermined response time, a time-out 213 occurs and the transmitter 201 can transmit the trigger signal 211 again.

Otherwise, the receiver 202 waits for the key announcement signal (SKAM) 221 until a time-out 223 occurs after a predetermined key announcement time and the receiver 202 returns to the continuously ready-to-receive state.

If the transmitter 201 does not receive a key confirmation signal (SKCM) 222 after the transmission of the key announcement signal (SKAM) 221 within a predetermined key confirmation time, a time-out 233 occurs and the transmitter can transmit the trigger signal 211 again. If, on the other hand, the transmitter 201 receives an incorrect key confirmation signal (SKCM) 223, an error condition 234 occurs and the transmitter can transmit the trigger signal 211 again.

Otherwise the key has been correctly agreed, and the transmitter 201 transmits the confirmation signal 231 as well as encrypted data to the receiver 202.

As part of the method, the institution 61 responsible for a roadway section 70 or the road network can change the predetermined parameter value ranges by means of the AA computer 60 as required, ie at any time as required, and / or during a certain period of time. Likewise, the institution 61 can use the AA computer 60 to release a lane section 70 as required and / or for a certain period of time for a vehicle with a certain identifier and block it for vehicles with an identifier that differs from the certain identifier.

List of reference symbols

1

system

10

sensor

11

Detection angle

20th

local control node (Ctr)

30th

central local control node (CLGN)

40

central regional tax node (CRGN)

50

central control node (CGN)

60

Authority Access Server (AA)

61

institution

70

Lane section

71

lane

72

defined direction of travel

73

lane

74

defined direction of travel

75

prohibited direction of travel

80

Driveway

90

Departure

100

Cellular network

110

Home Location Register (HLR)

120

Mobile Switching Center (MSC)

130

Base Station Controller (BSC)

140

Antenna station (Base Transceiver Station, BTS, (e) NodeB)

150

Serving GPRS Support Node (SGSN)

160

Radio Network Controller (RNC)

170

Gateway (GW)

180

Mobile Switching Center Server (MSS)

190

Home Subscriber Server (HSS)

200

Protocol (SMDE)

201

Channel

202

receiver

203

Lapse of time

210

Handshake phase

211

Trigger signal

212

Response signal

213

Time-out

220

Key agreement phase

221

Key announcement signal

222

Key confirmation signal

223

Time-out

230

Data exchange phase

231

Confirmation signal

233

Time-out

234

Error signal

Claims (15)

Method for controlling road traffic in which - A stationary sensor (10) arranged on a roadway section (70) of a road network monitors the roadway section (70) with sensors; - The sensor (10) detects an identifier of a vehicle arranged on the roadway section (70) and at least one travel parameter value of a journey of the vehicle on the roadway section (70) and transfers it to a stationary one connected to the sensor (10) and assigned to the roadway section (70) local control node (20) transmits; - The local control node (20) transmits an identifier of the assigned road section (70) and the at least one detected travel parameter value to a stationary central local control node (30); - The central local control node (30) compares the received at least one travel parameter value with a predetermined permissible parameter value range of the at least one travel parameter value that is decisive for the lane section (70) designated by the identifier; - the central local control node (30) transmits a negative message to the local control node (20) if the received at least one travel parameter value is outside the predetermined permissible parameter value range; - On the basis of the negative message received, the local control node (20) transmits a control message relating to a change in the at least one travel parameter value to the vehicle; the vehicle changes the at least one travel parameter value in accordance with the received control message. Method according to Claim 1, in which the identifier, the trip parameter value or the negative message or the control message are each transmitted wirelessly via a WLAN or a cellular network (100). Method according to one of Claims 1 or 2, in which a Subscriber Identification Module arranged in the vehicle provides the identifier of the vehicle. Method according to one of Claims 1 to 3, in which the control message automatically changes the at least one travel parameter value of the vehicle or the at least one travel parameter value of the vehicle is changed manually by a driver of the vehicle in accordance with the control message and / or in which the control message is changed by one in the Vehicle arranged display device is displayed. Method according to one of Claims 1 to 4, in which the vehicle and the at least one sensor (10) communicate directly or indirectly according to a dedicated protocol (200) and the vehicle transmits communication data directly to the sensor (10) via a light signal and communication data via receives a radio signal indirectly from the local control node (20) connected to the sensor (10). Method according to one of Claims 1 to 5, in which the at least one travel parameter value is a lateral and / or longitudinal position of the vehicle in relation to a direction of travel (72, 74) defined by the lane section (70), and a lateral position of the vehicle in relation to one of the lane section (70) defined lane, a speed of the vehicle, an acceleration of the vehicle, a distance to another vehicle arranged on the lane section (70) and the local control node (20) the at least one travel parameter value by means of triangulation and / or by means of calculated from a Doppler shift. Method according to one of Claims 1 to 6, in which an institution responsible for the lane section (70) or the road network changes the predetermined parameter value range as required and / or during a certain period of time and / or in the one for the lane section (70) or the institution responsible for the road network (61) releases the lane section (70) as required and / or for a certain period of time for a vehicle with a certain identifier and blocks it for a vehicle with an identifier that differs from the certain identifier. System for controlling road traffic, with a stationary central local control node (30), a stationary local control node (20) connected to the central local control node (30) and at least one arranged on a lane section (70) of a road network and connected to the local control node ( 20) connected stationary sensor (10), which is configured to carry out a method according to one of claims 1 to 7. System according to Claim 8, in which the at least one sensor (10) is a camera, a RADAR sensor, a LIDAR sensor, a SONAR sensor, a wire loop integrated into the roadway section (70), a wire loop that is located in one of the roadway section ( 70) in the defined direction of travel (72, 74) extending next to the roadway section (70) or below the roadway section (70). System according to one of Claims 8 or 9, in which a detection direction of the at least one sensor (10) has an angle of at most 10 ° and preferably at most 5 ° with respect to the direction of travel (72, 74) on the roadway section (70). System according to one of Claims 8 to 10, with a plurality of stationary local control nodes (20) and a plurality of stationary sensors (10) each connected to a local control node (20). System according to Claim 11, in which the plurality of local control nodes (20) assigned to the roadway section (70) are connected to one another in a grid-like manner and / or to the sensors (10) in a star shape. System according to one of Claims 8 to 12, having a mobile radio network (100) via which the at least one local control node (20) is wirelessly connected to the central local control node (30). The system of claim 13 including a plurality of stationary central regional control nodes (40) and one stationary central control node (50). System according to one of claims 13 or 14, in which at least one or each central local control node (30) and / or at least one or each central regional control node (40) via a data cable or an optical fiber with an antenna station (140) of the cellular network (100 ) are connected and / or in which the central control node (50) is connected to at least one or each central regional control node (40) via a data cable or an optical fiber.

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