WO2018050177A1

WO2018050177A1 - Mobile radio unit for improving road safety

Info

Publication number: WO2018050177A1
Application number: PCT/DE2017/200052
Authority: WO
Inventors: Michael SCHULMEISTER; Klaus Rink
Original assignee: Continental Teves Ag & Co. Ohg
Priority date: 2016-09-14
Filing date: 2017-06-13
Publication date: 2018-03-22
Also published as: DE102016217532A1; DE112017003717A5

Abstract

The invention relates to a mobile radio unit (5) for improving road safety, particularly for vulnerable road users, comprising: at least one radio device (500, 501) for sending and/or receiving information by means of ultra-wideband radio technology (UWB) to and/or from a radio station, and at least one communication means (503, 504) for sending and/or receiving information on the basis of at least one communication technology that differs from the ultra-wideband radio technology, where the mobile radio unit (5) is designed such that it can be inserted into a holder (110) of an object (100), provided therefor, in a fixing manner, in order to be carried by a vulnerable road user (2) in the road traffic, and where the mobile radio unit (5) is enhanced by means of the communication means (503, 504) for exchanging information with the object (100) and/or a portable computing system (6) carried by the vulnerable road user. The invention also relates to a corresponding object and radio system.

Description

Mobile radio unit to improve traffic safety

The present invention relates to a mobile radio unit for improving the traffic safety, in particular of vulnerable road users, an object to be carried by such a road user and a radio system.

The extensive measures of passive safety and active safety systems have led to a significant improvement in occupant safety. Such measures do not provide comparable added value for the protection of Vulnerable Road Users (VRUs). Correspondingly, the number of weaker road users killed was only moderately reduced and is therefore becoming more and more the focus of vehicle safety development. Another influencing factor is the demographic change, which shows that it is increasingly causing accidents with older cyclists is coming. These VRUs are part of the traffic, and although at least cyclists are more and more wearing a safety helmet, they do not have a "crash zone".

Active pedestrian protection systems based on radar, camera and impact detection help to reduce traffic accidents with VRUs and mitigate the consequences of accidents. They are a big step forward in pedestrian protection, but they can not solve all the VRU standard situations in the city center: compared to vehicles, pedestrians usually do not move on the road and can suddenly appear on the road. In addition, for example, cyclists move differently than cars or trucks - they drive between cars, overtake from the right, drive on one-way streets. At speeds above 30km / h, critical driving situations can occur with VRUs (also groupings), which in less than optimal visibility conditions (eg at night, at Rain or masking etc.) are detected too late or not at all, with the current technology can not be safely prevented. For automated driving in higher degrees of automation (eg city driving), the integration of the VRUs in the relevant range into the driving strategy and safety systems becomes an essential component. Preventive protection systems can protect vulnerable road users more than purely passive measures, such as deployable bonnets in the event of a pedestrian collision. By means of environmental sensors in the vehicle, pedestrians or cyclists can be detected from an imminent collision, and preventive measures such as autonomous braking intervention can prevent the accident or at least significantly reduce the impact speed. However, a prerequisite for the detection of vulnerable road users by these environmental sensors is a sufficient line of sight to the other road users. If this is not guaranteed, then the protection system can not be activated in time. Poor visual contact is caused by "classic" occlusions but also by unfavorable weather conditions.

Cooperative sensor technologies, such as Vehicle-to-X (V2X) technology, offer the opportunity to overcome these limitations. Integrated into the new cooperative security network ^¬ the VRUs can be recognized even though they are not yet in view of the driver. Especially at speeds over 30km / h and poor visibility conditions, the driver could be warned earlier and autonomous driving interventions triggered in time to avoid a threatening collision. At the same time, the cooperative sensors can seamlessly transition to existing ones Environment sensor-based systems are used. These can be supported to improve object recognition reliability and robustness. Results from research projects such as Ko-FAS, simTD and AMULETT have already demonstrated the positive benefits of cooperative involvement of all road users in the network. In this case, the movement path of the VRU can be recognized and from the way and the direction of movement tailor-made action concepts for the incoming vehicle, but also the VRU be implemented. However, this requires accurate and robust localization of VRUs and communication with the vehicle performing the protection action. For vehicles there are solutions for powerful Eigenlo ^¬ calization. However, pedestrians and cyclists have other framework conditions that prevent immediate transferability of such approaches. Also, self-locating solutions are unsuitable for example by the currently most powerful smartphones because they provide inaccurate, insecure and unreliable position information for this application.

The following basic scenarios arise in the question of possible system approaches for localizing weaker road users in order to expand the protective measures of this grouping:

• Self-localization by VRU

• Localization of the VRU via the infrastructure

· Localization of the VRU via ADAS sensors (also from others

vehicles)

Relative localization of the VRU from the ego vehicle The idea of self-localization is based on locating using GNSS data to determine your own absolute position. This position can then either be transmitted directly to the corresponding vehicle via ad-hoc communication, or the position data is loaded into a back-end system in a corresponding cloud and made available to the vehicle from there. The problem with determining the position via GNSS data, however, is the inaccuracy of up to 20m, which is insufficient for the application for the protection of weaker road users. In addition, there are even higher latencies on the one hand when updating the position data and on the other hand when transmitting the position data to the corresponding vehicle.

The localization of the infrastructure in the urban city area is another possibility. Transport systems in the field of road crossings are, for example, equipped with camera technology and thus can lo ^¬ kalisieren and share this information again via an ad-hoc network with relevant vehicles to other road users. For this scenario, a large-scale equipment of the infrastructure (traffic systems) is necessary. In the foreseeable future, however, a nationwide conversion of the traffic systems is not expected, which is why this variant will probably not develop its effectiveness sufficiently quickly.

A similar approach is not to take traffic over the infrastructure, but directly with vehicles and their ADAS sensors. Safety-critical information, as long as you are in the field of view of the ADAS sensors, could be transmitted to other vehicles in the V2X context, for example. A disadvantage of this scenario is that again only information about visible road users - but at least from different local positions out - can be shared with other vehicles. The relative location of weaker road users consists of the following essential components: The relevant road users have a transponder, also called an active TAG. In the simplest case, another transponder is installed in each vehicle. By exploiting a suitable radio technology, the weaker road user can then be detected with sufficient accuracy via a corresponding localization method. Using the same radio technology or another ad-hoc network, further information about the road user such as classification, movement intension, speed and much more can be obtained. be transferred anonymously. Based on this information, intelligent driver assistance functions with possible warning cascades can be developed. Such a system is also called a cooperative VRU protection system.

It is considered important that a relatively localizing security system should meet certain requirements. For example, the transmission of position and context information from the VRU to the vehicle requires a high degree of data security. It must be ensured that no faulty data is fed into the system, but also that data can not be tapped by third parties. This is also important in terms of the privacy of the VRU, as it has to divulge as much of itself as is necessary for the localization action. Requirements for localization include, for example, reliability and accuracy with which the position is determined, but also the availability of position information, which among other things is composed of range and timing. For example, research results suggest a target range of no more than 100m to adequately protect both pedestrians and cyclists, while latency should be under 100ms in time-critical situations. To the In addition to supporting reliability, a fail-safe mechanism should be implemented on both the vehicle and the VRU side, which detects failures and misinformation of the system and communicates these to the respective user. Furthermore, the communication with all these requirements should not be limited to a VRU, but multi-user suitable. This means that the system should be able to communicate with a group of VRUs and recognize from this group the one critical for which a warning in the vehicle (or possibly on the VRU side) is necessary. In order to achieve the interoperability and dissemination of such a system, it is further appropriate to allow standardization of this interface.

Various cooperative technologies provide the ability to perform relative localization, but some standards are limited in their definition of achievable accuracy or availability. An important criterion in the selection of the appropriate technology is often time, such as La ^¬ tenzzeit, connection time or achievable time resolution. In order to cope with the complexities of urban traffic, information must be transmitted in fractions of a second and the situation must be identified so that an action can be taken in the vehicle and the VRU protected in the event of danger. For example, Bluetooth Low Energy has a significantly reduced latency and connection time compared to classic Bluetooth. Along with reduced power consumption, the technology provides much that is expected for relative localization. Especially for time-based localization methods such as Round Trip Time of Flight (RToF) or Time Difference of Arrival (TDoA), the low bandwidth of Bluetooth is an exclusion criterion. With only 2 MHz per channel, no exact recording of the time stamp is possible and therefore no accurate relative location with the above methods. The WLAN standard IEEE 802.11ac, for example, allows a larger bandwidth. The standard's 20 MHz wide channels can be combined up to 160 MHz, providing a basis for recording more accurate timestamps than would be possible with Bluetooth Low Energy. The big disadvantage of this standard is the connection time. In urban environments, hundreds of VRU connections need to be built and dropped in no time to get in touch with all the VRUs you need. Like many other WLAN standards, however, 802.11ac relies on an association and authentication process that requires data exchange from multiple packets. If packets are lost during this process, they must be restarted, which makes the connection time non-deterministic and the standard unusable for localization applications.

This problem has been resolved in IEEE 802.11p by removing the need for a connection setup in this standard. Much more are the devices in a kind of broadcasting mode and can determine the position of the VRU without losing time in the connection. Although the bandwidth limited to 30 MHz in the EU for road safety applications severely limits the possible resolution accuracy, unlike the other standards, this bandwidth is dedicated to V2X communication and is not used by other applications. This makes communication less likely. In the short or medium term further WLAN standards will be published, which also have interesting properties for a relative localization. Sun operates the presented early in 2016 halow standard in the 900 MHz band, which - compared to other standards in the 2.4 GHz (BLE) or 5-6 GHz (llac, 11p) spectrum operate particularly interesting physical properties towards ^¬ clear diffraction order Street corners and vehicles, as well as one lower attenuation by matter implies. As a result, distances of up to 1000m can be achieved, while other standards only max. Cover 400m (11p). It remains to be seen whether the association and authentication process will be adopted, which would cause the same disadvantages as with 802.11ac. Also in early 2016, standardization was started on the 802.11az standard, which is considered "Next Generation Positioning", with improved absolute and relative localization and better timing.

EP16465522.7, not yet published in the relevant priority of the present application, describes a method for determining the position of a mobile radio unit, in particular a VRU, by a vehicle, in which radio measurements are performed between a plurality of radio stations and the mobile radio unit, wherein one of the radio stations is the vehicle. In the respective radio measurements, a respective distance between the respective radio station and the mobile radio unit is determined, and then the radio stations exchange data with each other concerning the position of the mobile radio unit and its own positions, with which the position of the mobile radio unit relative to the vehicle is determined. The object of the invention is to provide improved protection for road users, in particular so-called vulnerable road users (VRU).

This object is achieved by a mobile radio unit according to claim 1, an article according to claim 9 and a radio system according to claim 17. Advantageous embodiments can be taken, for example, the dependent claims. The content of the claims is made by express reference to the content of the description. The invention relates to a mobile radio unit for improving road safety, especially vulnerable road ^¬ ßenverkehrsteilnehmern comprising:

at least one radio device for transmitting and / or receiving information by means of Ultra Wideband Radio Technology (UWB) to a radio station,

at least one communication means for transmitting and / or receiving information on the basis of at least one of the Ultra Wideband radio technology deviating communication technology, wherein the mobile radio unit is designed such that this in a designated holder of an item to be carried by a vulnerable road users in traffic is fixable introduced and wherein the mobile radio unit is designed by means of the communication means for exchanging information with the object and / or carried by the vulnerable road user portable computing system.

Preferably, a road user comprising the radio station, e.g. a motor vehicle or truck, a method of improving road safety executed, as described below by way of example. A radio station is understood to mean a station assigned to a vehicle, which is not assigned to the mobile radio unit itself, but is involved in determining the position of the mobile radio unit by means of corresponding radio measurements.

Advantageously, therefore, a mobile radio unit for the protection of vulnerable road users is created. For the purposes of the invention, a vulnerable road user can be understood, for example, to be a pedestrian, wheelchair user, cyclist or motorcyclist. The invention increases the likelihood of carrying such a transmitting and / or receiving unit, since it is frequently the case anyway. guided objects are used, which thus receive a beneficial additional benefits. In addition, in many of the objects in the usual traffic an increased substantially not or only comparatively slightly shadowed position can be expected at a road user. Expediently, security measures are provided for securing (security and / or safety) of the communication paths. Expediently, the holder is a widespread or standardized mechanical interface, possibly with the electronic components of the electrical interfaces for the power supply and / or the data transfer. A standard could include the electrical interfaces with. The bracket conveniently has a me chanical locking ^¬ against falling out of the mobile radio unit.

According to a development of the mobile radio unit, the communication means communicates on the basis of at least one of the following communication technologies:

WLAN connection, especially according to IEEE 802.11p,

ISM compound (Industrial, Scientific, Medical

Band), in particular via a radio-compatible closing device,

-Bluetooth connection,

-ZigBee connection,

-WiMax (Worldwide Interoperability for Microwave

Access),

Mobile communication, in particular GSM, GPRS, EDGE,

UMTS and / or LTE connections and

Infrared compound.

Advantageously, therefore, in addition to a communication (coupling) with the object or the portable computing system Also, for example, infrastructure (traffic lights) are involved. This can be achieved alternatively or in addition by means of the interfaces of the article or computing system.

Preferably, the mobile radio unit comprises inertial sensors for motion detection, in particular acceleration and / or yaw rate sensors, and / or a compass and / or a satellite navigation receiver. In particular 9DOF are detected by means of the sensors, ie xyz rotational rate by Drehra ^¬ least sensors, acceleration with acceleration sensors and relative orientation by means of a compass. Alternatively, the acquisition of only subsets, eg 6DOF or 3DOF is provided. Thus, movements of the mobile radio unit with leading road user can be detected. Although it is particularly preferred that localization of a vulnerable road user takes place by means of UWB radio technology, however, the other sensors or the information thus obtained can be used for improvement and / or plausibility. That does not come out so clearly here. Advantageously, an improvement of the localization in the case of missing values, for example by shading between the vehicle and the VRU, can thus be achieved, eg if an interpolation of the movement of the VRU, in particular between remote localization values of the UWB localization, can be achieved by means of the acquired and transmitted information. Thus an improved movement prediction is also achievable. In this case, already calculated information can be transmitted to the radio station or the sensor values, possibly subjected to preprocessing, as such. Since electronic mobile devices such as smartphones often already have inertial sensors, it can also be provided that the mobile radio unit has no such sensors. Preferably, the mobile radio unit comprises at least one Re ^¬ chenelektronik, which is designed based on Sens ^¬ ordaten position information, movement information and / or to calculate from this derived information and to send the position information, movement information and / or the information derived therefrom by means of the radio device. Alternatively or in addition, a transmission of the unfiltered or filtered sensor values can be carried out as such, in which case further calculations preferably take place on the vehicle side by means of a corresponding evaluation unit.

According to an expedient embodiment, the mobile radio unit is configured to exchange position information, movement information and / or information derived therefrom by means of the communication means with the object and / or the portable computing system entrained by the vulnerable road user. In the calculation of movement or position information, it is also possible in particular to determine prediction information which describes future possible courses of motion. Preferably, digital filters, eg Kalman filters, are used for the calculation of motion or position information. Under sensor data gyroscopes, compass and / or Satelli ^¬ tennavigationsempfänger are thereby schleunigungs- in particular by means of the loading understood sensor data determined.

For example, it is possible and preferred on the basis of motion patterns to classify a mobile radio unit carrying the mobile radio unit, for example as a pedestrian (child, adult, senior), cyclist, jogger, wheelchair user, etc.). As information derived from the position or movement information, in particular information of this kind. The classification allows an evaluating system, for example, the vehicle associated with the radio station, to determine a hazard probability by the vehicle for the VRU, as more accurate assumptions about, for example, the potential agility of the VRU may be included in the calculation of possible movement behaviors. In this case, a movement intention can be detected, for example, the intended Loslaufen by a pendulum of the body in the direction of movement. If the mobile radio unit is introduced, for example, into a holder provided for this purpose of a headphone or if the headset as such already has inertial sensors, then the head position and / or angle direction of the VRU can be detected by a position and / or angle detection.

Also, therefore, an abuse of the mobile radio unit can be detected, which could be present, for example, if someone would throw the mobile radio unit on a busy road to trigger a critical traffic situation. Preferably, this is done by evaluating the position ^¬ and / or movement information regarding the detection of an atypical for vulnerable road users BEWE ^¬ conditions. Alternatively or in addition, this can be done using the pairing to the object or the portable computing system, eg by taking a distance measurement between the mobile radio unit to the object and / or computing system, in particular by means of RSSI, AoA or the like. Both remove beyond a predetermined limit (eg, 2m) or distance per unit of time, this could be seen as an indication, that the VRU his mobile radio unit (or Ge ^¬ subject matter or the computing system) lost or misused. Preferably, the mobile radio unit is deactivated on removal from the holder or deactivates automatically. If the mobile radio unit is coupled to a portable computing system, eg a smartphone, calculations for the position or movement could also be carried out partially or completely by means of the portable computer system. The data of the mobile radio unit can be made plausible and / or improved in the presence of comparable data sets, eg due to existing inertial sensors in the smartphone.

In particular, in the case of performing the calculations by the portable computing system, the data obtained can be transmitted to the radio station by means of the mobile radio unit and / or by means of the portable computer system.

The mobile radio unit preferably comprises an energy store and supply electronics for charging the energy store and / or for supplying energy to the mobile radio unit. The energy storage may be, for example, a battery cell, an accumulator or the like. The energy storage can be charged by means of the supply electronics expediently or if no energy storage is provided, the supply electronics for supplying energy to the mobile radio unit by means of an external energy source, for example, the Ge ^¬ genstands. If the receiving object equipped with an energy supply ^¬, this (via a suitable interface electric contacts via clip or inductive transmission (such as RFID) can be used to provide the mobile radio unit with energy.

Preferably, the mobile radio unit comprises a power supply interface for supplying power to the mobile radio unit by means of an external power supply.

It may be provided for the mobile radio unit to convert warning means for optical, acoustic and / or optical communication. summarizes. Since the mobile radio unit is configured by means of the radio device for transmitting and / or receiving information by means of Ultra Wideband Radio Technology (UWB) with a radio station ^¬ example of a vehicle for communication and this communication path is also a localization of the VRU, can in the case of a present Endangerment potential for the VRU are transmitted by the vehicle by means of this communication path, a corresponding information to the mobile radio unit, which can be displayed by means of the warning means the VRU. Possible warning functions can be configured in the form of audible warning, such as Open, decongestant, frequenzmodu ^¬ lines, language, etc., and / or haptic warning, for example, vibration, swelling, palpitations, pulsations, etc., and / or optical warning, eg display right, left, front, rear, flashing light, flashlight, running light, etc.

The communication connection (coupling) with the object or the portable computing system also allows a warning about any existing warning means of the item or computing system. An optical warning may be, for example, such that when a head-worn visual output device (OHMD) is in place, a corresponding warning message is output in the field of vision of the wearer. In addition, an escape route could also be displayed. If, for example, the mobile radio unit is placed in a holder provided for this purpose or if there is a connection via the communication to the portable computer system, in the case of stereo headphones direction-indicating warnings can be transmitted to the VRU by appropriate activation.

Headphones, which are equipped with active noise cancellation technology using microphones, can be used to analyze ambient noise in particular on approaching vehicle and this information Plausibilisierung the other information obtained to provide, for example, for an analysis of which direction approaches a danger. It can also hide ambient noise to increase the perception of hazard information.

The invention also relates to an article for entrainment by a vulnerable road user, which comprises a holder for fixing a mobile radio unit according to the invention for improving traffic safety. Preferably, the article includes an exporting ^¬ approximate shape of a mobile radio unit of the invention.

According to a further development, the object comprises at least one communication means for transmitting and / or receiving information based on at least one communication technology deviating from Ultra Wideband radio technology.

The article preferably comprises an energy store and supply electronics for charging the energy store and / or the external power supply of the mobile radio unit. It is appropriate, as ^¬ be registered for the mobile radio unit. Advantageously, the article comprises a Energieversor ^¬ supply interface for external power supply of the mobile radio unit.

The article comprises according to an advantageous further training at least to calculate position information, movement information and / or derived information and the position information, movement information and / or the information derived from these by means of the mobile radio unit a calculation electronics which being ^¬ staltet is based on sensor data to send. The article may also include warning means for visual, audible and / or visual communication. For the warning means the same applies as already be ^¬ wrote for the mobile radio unit. The warning means of the object can be used alternatively or additionally.

Conveniently, the article is a helmet, garment, fashion accessory, wearable computer system (so-called wearable), carrying case or earphone. Under a transport container is understood, for example, a backpack, satchels, bag, etc.

Preferably, the mobile radio unit is easily detachable from (plug & play) the corresponding object in such a way that frequent insertion into another object is possible. Alternatively, it can also be provided that the mobile radio unit is permanently assigned to the same object, not in ver ^¬ gleichbarem dimensions of the requirement of the possibility of a comparatively quick removal or a relatively rapid introduction is.

The invention also relates to a radio system comprising a mobile radio unit according to the invention, an object according to the invention and a portable computing system for wireless communication with the mobile radio unit.

The invention also describes a method for improving traffic safety, in particular of vulnerable road users (VRU), comprising the following steps:

Performing at least one radio measurement by means of Ultra Wideband Radio Technology (UWB) between a radio station of a vehicle and a mobile radio unit according to the invention of a road user, and Calculating the position of the mobile radio unit by means of at least one computing unit of the vehicle based on the radio measurements

Using the calculated position of the mobile radio unit to calculate probabilities of the hazard.

By means of the method according to the invention, it is possible for a vehicle to determine the position of a mobile radio unit of a traffic participant and taken into account on the basis of the probabilities of danger for further driving actions, thereby considerably improving the safety of road users, including the occupants of the vehicle carrying out the method can. Conveniently, the results of the hazard probabilities may be used to determine the use of safety functions (cascade, brake, steer ...). For example, it can be determined in the context of the calculation of the probabilities of the hazard, whether there is a risk of collision between the vehicle and the mobile radio unit. The risk is conveniently ^¬ advantageously for the radio unit with it leading Ver ^¬ road users as well as the vehicle or its occupants and possibly even be determined for other road users. The invention is based on the idea that favored by the progressive integration in the semiconductor technology, which makes a cost-effective implementation possible, the ultra wideband radio technology (UWB) in the extremely cost-intensive vehicle industry for the wireless short-range communication is increasingly attractive. The UWB technology is based on the IEEE 802.15.4 standard. In this case, pulse-shaped radio signals with very high bandwidths> 500 MHz but low transmission powers are transmitted. The current regulation prescribes a limit for the spectral Density of -41.3 dBm / MHz at a maximum peak power of 0 dBm / 50 MHz before (this corresponds to about -15 dBm channel power, comparable to the transmission power of an ordinary wireless key). These features are designed to ensure that primary services in the same frequency range are not disturbed. Due to the high bandwidth, the technology offers the potential of a very high spatial resolution of up to ± 10 cm and, on the other hand, it is robust against multipath propagation such as reflected signals, which can be easily detected and distinguished compared to narrowband radio technologies, because the UWB signal , which is composed of 2 ns wide pulses, is not influenced by the re ^¬ inflected signal. It has been recognized that the UWB technology enables localization even in highly reflective environments or even in obscured objects that strongly attenuate the signal of the direct path compared to the reflected path, and due to these characteristics, in particular for the localization of weaker road users to improve their traffic safety is very well suited. It can also be regarded as advantageous that the calculations necessary for increasing traffic safety can be carried out on the vehicle side, which can usually provide the necessary computing power. This allows inconspicuous, cost-efficient and space requirements regarding small mobile radio units. This makes a rapid spread more likely. Preferably, a prioritization of several different road users is organized on the part of the vehicle on the basis of their entrained mobile radio units, eg based on the classification, the distance, the Bewegungsstraj ectorie etc.

Due to the radiation limits and therefore comparatively low transmission power, the range for the UWB signal transmission is typically less than 100 meters and obj ect obscurations in particular lead to further reduced ranges, since the level reserves may not be sufficient for the attenuation and diffraction effects that occur (for example, the human body effects a signal attenuation of typically 20-30 dB in the signal path applicable by UWB in the signal path Frequency range from 3.2 GHz to 10.2 GHz, if there are no reflective objects, a signal loss may occur even at distances of less than 10 meters). It was recognized, however, that especially in traffic usual dynamic changes can be a permanent loss of signal entge ^¬ genwirken and still in the range of up to at least about 30 meters assumed to be sufficient to good availability.

Preferably, the vehicle has a plurality of radio stations by means of which radio measurements for determining the position of the mobile radio unit are made. Preferably, two to five radio stations are provided in or on the vehicle.

Preferably, a frequency of about 4 GHz is used for the radio measurement at a bandwidth of about 500 MHz, so that a sufficient accuracy and range could already be determined.

According to one embodiment, a distance between the respective radio station and the mobile radio unit is measured in at least one radio measurement, wherein this can be done in particular by means of run ^¬ time measurement and / or signal strength measurement.

According to one embodiment, an angle between the radio station and the mobile radio unit is measured in at least one radio measurement. Particularly preferred for localized remote localization of a road user, a distance measurement in conjunction with an angle measurement is provided. According to a preferred embodiment, a plurality of radio measurements are made by a plurality of radio stations of the vehicle, the position of the mobile radio unit based on at least one angle between at least one respective radio station and the mobile radio unit and at least one distance between at least one respective radio station and the mobile radio Radio unit is measured. The distance measurement can thus be combined in any way with angle measurements. However, an over-determination is also possible in principle, so that previous results can be made plausible or the accuracy and reliability can be improved. From the respective results of the distance measurement and the angle measurement, it is preferable to determine at least one intersection or one intersection, which is assumed and used as the calculated position of the road user. Also, only a distance measurement or an angle measurement can be provided. The angle measurement is preferably carried out by means of at least one time difference measurement (TDOA - Time Difference of Arrival). Further preferably, the distance measurement is performed by means of at least one run time measurement (RToF - Round Trip Time of Flight). Advantageously, by combining the distance measurement with an angle measurement, on the one hand, the accuracy and, on the other hand, the availability of determined position information can be improved since the advantages and disadvantages of the respective methods can be compensated and the ascertained values can be made plausible against one another. In addition, therefore, no complicated synchronizations or calculation methods are needed, which would be a hindrance especially in time-critical traffic situations. For distance measurement, for example, only a wireless technology can be used. It is understood, however, that also angles can be measured or several radio technologies can be used for distance measurement.

Appropriately, the mobile radio unit is tracked by means of the UWB, a plurality of measurements being taken by means of UWB. As a result, for example, a movement prediction with higher accuracy can be achieved, which can be further improved by the use of digital filters, such as Kalman filter etc.

Preferably, the vehicle or the radio station and the mobile radio unit each determine their own position. This can be done in particular by means of satellite navigation or by means of terrestrial radio networks. The position determined in this way can be used to calculate the relative position of the vehicle to the radio unit and thus advantageously to supplement or improve the results of the radio measurement, in particular if the mobile radio unit and the radio station notify the respective positions. Thus, if the radio unit also determines its own position by means of satellite navigation in addition to the position determination by the vehicle, then the values thus obtained can be used to check the plausibility of the UWB localization. For this purpose, the mobile radio unit and the vehicle in particular a satellite navigation receiver. As electronic mobile devices, such as smart phones frequently already have a satellite navigation receiver ^¬ may also be provided that the mobile radio unit has no such a receiver. According to a development of the method is carried out to ^¬ additionally a recognition of the mobile radio station by means of a further radio network technology, in particular in accordance with a wireless (Wi-Fi, Wi-Fi, IEEE 802.11) LAN standard or vehicle-to-X communication, by means of a mobile radio network, by means of UHF, means BLE and / or by other Funkkommunikati ^¬ onstechniken. Preferably, in a first step, the mobile radio station is identified and / or localized by means of the further radio network technology, and in a further, the first subsequent step, a localization and / or recognition of the mobile radio station by means of UWB. Detection in this sense means, in particular, the inclusion of a wireless communication of the mobile radio unit with the vehicle and / or a different kind of perception of the traffic participant or the mobile radio unit by means of the radio network technology, for example by communication via a further road user / infrastructure device , Preferably, the further Funknetzwerktech ^¬ technology to a greater range for establishing a connection in comparison with UWB. By means of the further wireless network technology, in particular position-specific data can be exchanged or sent to the vehicle by the mobile radio unit (road user). Alternatively or in addition, data can also be transmitted by means of UWB radio technology, in particular parallel to the position determination.

Due to the usual reached compared to those provided for the vehicle-to-X Kom ^¬ munication lower radiating limits and thus be transmission powers reach, which are obtained by means of UWB in an urban area, such as 20-50m, starting from a maximum value of ca. 100m is assumed. Due to the combination of UWB according to the invention and the further radio network technology, road users are already recognized before the UWB ranging is possible. This represents, for example, a considerable time advantage, which can possibly relativise higher costs. However, since self-localization, especially of VRUs, is often not sufficiently accurate, UWB can provide improved localization accuracy. According to a particularly preferred embodiment of the invention, the further radio network technology for detecting the mobile radio station is also provided for a detection and / or localization of a radio key of an access system of the vehicle.

Preferably, the communication of the vehicle with the mobile radio unit is maintained even if localization by means of UWB is no longer possible or is no longer possible with sufficient accuracy. Advantageously, therefore the Traj can ektorienverfolgung of road users even in shadows or temporary leaving the UWB range area done, leave resulting in improved among others Be ^¬ wegungsprädiktionen in their expressiveness. For the movement tracking only by means of radio communication technology, in particular vehicle ad hoc networks or Car2X, a wide variety of options are known, which is why it should be dispensed with further statements in this regard. According to a development, the vehicle additionally carries out measurements by means of respective environment sensors, in particular camera and / or radar and / or laser. The environmental sensor measurements can be used in calculating the position. Thus, an additional plausibility or an improvement in the accuracy of the detection can be achieved.

According to a development, the method further comprises the following steps:

Determining whether there is a risk of collision between the vehicle and the mobile radio unit, and

in response to a detected collision hazard, issuing a warning and / or performing a collision avoidance maneuver by the vehicle. This can be reacted in a particularly preferred manner automatically to a detected risk of collision and a collision can be advantageously prevented. A collision avoidance maneuver may be, for example, braking or evading the vehicle. This can be carried out, for example, autonomously or automatically. However, it can also be issued a corresponding warning to the driver, which invites this to dodge or brake or otherwise indicates the risk of collision or to the mobile radio unit or the associated vulnerable road users.

The computing unit of the vehicle is preferably designed for calculating algorithms for locating the road user or road users and calculating probabilities of the hazard as well as triggering safety functions (warning cascades, braking, steering, etc.).

The invention relates to a non-volatile com ^¬ computer readable storage medium further containing program code that when executed a processor to execute a method of the invention. With regard to the method according to the invention can be made of all the described versions and variants.

By means of the method, it is also possible in particular to detect hidden vulnerable road users who are not recognizable by current environmental sensor-based protection systems.

Some particularly advantageous embodiments of the invention are specified in the subclaims. Further preferred embodiments will become apparent from the following description of exemplary embodiments with reference to figures. Embodiments of the invention may enable efficient contacting. In a schematic representation show:

1 shows an exemplary traffic situation for illustrating an application of the invention

Fig. 2 shows a preferred embodiment of the OF INVENTION ^¬ to the invention the radio system in a schematic representation of FIG. 3, another preferred embodiment of the radio system of the invention comprising a ge ^¬ coupled smartphone 6 in a schematic illustration

4 shows an exemplary embodiment of an RToF measurement according to FIG

Invention,

5 shows an exemplary embodiment of a TDOA measurement according to FIG

6, an embodiment of a combined RToF and

TDOA measurement according to the invention,

7 shows a preferred method of implementing a UWB communication protocol for TDOA and RToF measurements according to the invention,

Fig. 8 shows an inventive embodiment of a

Identifikators 5 of a road user 2 and on-board transmitter / receiver modules 4.1 to 4.4 and

9 shows a preferred embodiment of the invention of an advantageous combination of UWB ranging and radio-frequency long-range technologies such as UHF, BLE or WLAN, V2X radio technology or vehicle ad hoc networks (FIG. Car2X). FIG. 1 shows an exemplary traffic situation in which a vehicle 1 moves in the direction of a moving, endangered road user 2 (VRU), for example a pedestrian, whereby due to a stationary vehicle 3 there is no direct visual contact between pedestrian 2 and moving vehicle 1. The respective associated arrows indicate the directions of movement. With further movement of pedestrian 2 and vehicle 1 there is a risk of collision between them, if they are not detected in time and measures are taken to avoid. The moving vehicle 1 has a Funkein ^¬ direction 4 and the VRU 2 carries a mobile radio unit 5 and beispielsgemäß a smartphone 6 with him, the smartphone 6 and the mobile radio unit can be configured in particular for wireless communication with each other. The ultra wideband radio technology (UWB) is preferable for locating the mobile radio unit 5 of the vehicle side VRU 2 ver ^¬ turns.

FIGS. 2 and 3 show a schematic illustration of preferred exemplary embodiments of the mobile radio unit 5 according to the invention and of the radio system according to the invention. Vehicle 1 has at least one radio device 4, which is suitable for wireless localization of the mobile radio unit 5 by means of UWB. The mobile radio unit 5 also has a corresponding radio device, comprising an antenna 500 and a transceiver 501, for transmitting and / or receiving UWB signals. The mobile radio unit 5 is held, for example, by a holder 110 provided for this purpose, which may be provided in or on an object 100, for example helmet, garment, fashion accessory, satchels, headphones or the like. It may further be provided that the mobile radio unit 5 in the holder 110 can be removed and introduced, in such a way that a frequent and relatively fast remove or bring is possible, however, a mechanical lock against falling out is provided. Alternatively, a comparatively ongoing assembly may be provided. According to the embodiments in Figures 2 and 3, the mobile radio unit 5 is disk-shaped and introduced into a circular ring-shaped holder 110, which prevents an automatic falling out.

The mobile radio unit 5 further comprises inertial sensors 506, for example acceleration and / or yaw rate sensors and / or magnetic compass, by means of which movements of the mobile radio unit 5 or possibly of the VRU 2 can be detected. In addition, a Satellitennavigati ^¬ onsempfänger may be included by the mobile radio unit. 5 On the basis of the data collected with the aid of these sensors, in particular Bewegungsprädiktionen and / or classifications of the VRU 2 can carry out, which can be carried on the vehicle side 1, when by means of the radio device ^¬ a transmission of the data. In addition or as an alternative, such calculations can also be carried out on pages or by the mobile radio unit 5 and / or by or via the object, if corresponding electronics 502, 140, such as, for example, arithmetic unit for implementing corresponding algorithms and memory, are provided , The data of the mobile radio unit 5 can be made plausible and / or improved in the presence of comparable data sets, eg due to existing inertial sensors in the article 100. In particular, in the case of the execution of the calculations by computer electronics 140, the data obtained by means of the mobile radio unit 5 and / or in the presence of a corresponding radio device by object 100 itself, eg via WLAN, mobile, Bluetooth, Bluetooth low energy or NFC, to the vehicle 1 transferred.

According to the exemplary embodiment of FIG. 2, the object 100 has an interface 170 for the power supply with supply electronics 160 or for charging energy storage 150 on. For power supply or charging of energy storage 507 of the mobile radio unit 5 is an interface for inductive electrical charging or inductive

electrical power supply 509 in conjunction with 120 of bracket 110, a corresponding charging electronics 509 and an energy storage 507 are provided. Also provided is an inductive interface for data transmission 504 in conjunction with 130 of bracket 110 and corresponding electronics 503 for transmitting and receiving data.

In addition, the computing electronics 140 encompassed by article 100 can be designed to control object-internal warning devices 180, for example optically, acoustically and / or haptically (vibration). In addition or as an alternative, the mobile radio unit 5 can also have means for optical, acoustic and / or haptic activation and warning 505.

The description of the exemplary embodiment shown in FIG. 2 essentially also applies to the exemplary embodiment according to FIG. 3, for which reason only essential distinguishing aspects of the embodiment according to FIG. 3 will be explained in more detail below. According to this embodiment the mobile radio unit 5 by means of a wireless interface, since ^¬ tenübertragung 504 in conjunction. 603 coupled to a portable computing system 6, eg smartphone. Accordingly, the holder 110 does not necessarily need to provide a corresponding interface (130 in FIG. 2).

The smartphone 6 includes inertial sensors 604, eg acceleration and / or yaw rate sensors and / or magnetic compass, by means of which movements of the smartphone 6 or the VRU 2 can be detected. In addition, the smartphone 6 may include a satellite navigation receiver. Based on the data collected with the aid of these sensors, it is possible to perform special Bewegungsprädiktionen and / or classifications of the VRU 2, which can be done on the vehicle side 1, if by means of at least one of the radio devices 500/501 or antenna 600 / transceiver 601, a transfer of data. In addition or as an alternative, such calculations can also be carried out on pages or by the mobile radio unit 5 and / or by or via the smartphone 6, if corresponding electronics 502, 602, such as, for example, computing unit for implementing corresponding algorithms and memory, are provided is. The data of the mobile radio unit 5 can be made plausible and / or improved in the presence of comparable data sets, eg due to existing inertial sensors in the smartphone 6. In particular, in the case of the execution of the calculations by smartphone 6, the data obtained by means of the mobile radio unit 5 and / or via the smartphone itself, eg via WLAN, mobile, Bluetooth, Bluetooth low energy or NFC, can be transmitted to the vehicle 1. The arithmetic unit of item 100 in this case need not be configured to perform calculations of this kind.

In addition, the computer electronics of smartphone 6 for controlling object-internal warning devices 605, for example, optically, acoustically and / or haptically (vibration) be configured. In addition or as an alternative, the mobile radio unit 5 can also have means for optical, acoustic and / or haptic activation and warning 505.

Hereinafter, a preferred method for local remote localization of a road user 2, for example, the VRU 2, described. According to the invention, a combination of a distance measurement and an angle measurement is provided in order to obtain an intersection point at which the position of the VRU 2 is correspondingly assumed. The distance measurement takes place, for example, by a running time measurement (RToF - Round Trip Time of flight) between the transceiver 5 of the VRU 2 and at least one of the transceivers 4.1 to 4.4 of the vehicle 1. According to the invention, a number differing from the exemplary number, fewer or more, transmitting / receiving units 4 and 5 can also be provided. Due to the availability of several transceivers 4.1 to 4.4, which are arranged at a distance from one another in or on the vehicle, a run-time measurement and thus a distance measurement can be carried out for each individual of these transceivers 4.1 to 4.4. As a result, as shown in FIG. 4, a number of projected areas 6 corresponding to the number of measurements made represent the probabilities of accommodation taking account of measurement uncertainties. In Fig. 4, these are shown by way of example as Kreisringausschnitte. The areas overlap one another and form a common interface surface 7 which may be regarded as the region of greatest probability of the VRU 2 From ^¬ level measurement.

In addition to the distance measurement takes place, as shown in Fig. 5, an angle measurement, which is for example realized by a time ^¬ difference measurement (TDOA - Time Difference of Arrival). In this case, a signal from the transceiver 5 is received by two of the transceivers 4.1 to 4.4 of the vehicle 1. Unlike the run time measurement, in which the absolute time is measured, the angle measurement is preferably the time difference between the arrival of the signal to a first transceiver, ex. 4.1, and the arrival at a second transceiver, bsp. 4.2, added. This results in projecting a hyperbolic surface 8 of equal time difference between the first and second receiving unit, which represents the potential location of the VRU 2, taking into account the uncertainties of measurement. To determine this time difference, the receiving units of the vehicle 1 are advantageously zeitsyn ^¬ chronized. By further measurements of the time difference by means of The transceiver 4.1 to 4.4 of the vehicle 1 according to the above procedure, resulting in more hyperbolic surfaces 8. The hyperbolic surfaces 8 overlap each other and form a common interface 9, which can be regarded as the area of greatest probability of residence of the VRU 2 from the angle measurement. A superposition of the sectional areas of the distance measurement and the angle measurement 7 9 as shown in Fig. 6 results in a more localized sectional area than ^¬ repre sentation of the area largest probability of the VRU. In this way, the remote localization of a road user 2 can be significantly improved, with measurement uncertainties in the single-digit centimeter range are considered realistic. The procedure or sequence of distance measurement and angle measurement may differ from those described by way of example.

In the case of the use of UWB, with a suitable implementation of the UWB protocol, the distance measurement and angle measurement can advantageously be linked in such a way that an angle measurement or TDOA measurement also takes place during each distance measurement or RToF measurement. The RToF and TDOA measurements may be plausible against each other during a localization process, which may result in improved localization performance than would be the case with separate measurement systems (eg installed at different locations in the vehicle). For example, in traffic situations with masking, for example as shown in Figures 4 to 6, to be expected that at least only re ^¬ Plural signals are received a short time, which can negatively impact on the TDOA measurements and, at this very difficult or impossible is not recognizable. The RTOF measurement will produce only error concealment ^¬ situations which simulate a greater distance, which is comparatively easily recognizable (for example, at a series of spacer Measurements are given a higher quality for shorter values). Depending on the situation or measurement accuracy, the corresponding TDOA measurement results or the RToF measurement results may then be given more or less weighting in the localization.

Fig. 7 shows a preferred method for realizing the TDOA and RToF measurements. The application which can not be modified at the material time of the present application also describes a method that can be modified for this purpose. In a first step of the ranging cycle, the transceiver 5 of the traffic participant 2 sends out a message Ml. This is received by the receiving units of the transceivers 4.1, 4.2, 4.3, 4.4 of vehicle 1, each of the transceiver generates a reception time stamp RX of Ml (TDOA1: Ml.l, Ml.2, Ml.3, Ml.4). Subsequently, by means of the transceiver units Sendeein ^¬ 4.1, 4.2, 4.3, 4.4, respectively a message M2.1, M2.2, M2.3, M2.4 emitted. These are received by reception units of the transceiver 5, which each allocate a receive time stamp RX and this reception ^¬ timestamp of the message M2.1, M2.2, M2.3, M2.4, and the transmission time stamp of the messages Ml and M3 in turn transmitted message Embed M3, which is received by the respective receiving units of the transceivers 4.1, 4.2, 4.3, 4.4 and each provided with reception time stamps RX (TDOA2: M3.1, M3.2, M3.3, M3.4). From the values thus obtained, a transit time measurement TOF1, TOF2, TOF3, TOF4 is carried out for each transceiver 4.1, 4.2, 4.3, 4.4, and by means of trilateration localization of the traffic participant 2 relative to the vehicle 1 can take place.

8 shows a schematic representation of an exemplary embodiment of an identifier 5 of a road user 2, in particular a VRU, and vehicle-side transceiver modules 4.1 to 4.4. The identifier 5 of the road user 2 has to ^¬ least a UWB transceiver 5.1 and at least one RF-LR (Radio Frequency Long Range) transceiver 5.2 on, for example:

UHF: e.g. 433 MHz or 868 MHz ISM band; up to approx. 1000m range

- BLE: Bluetooth Low Energy; up to 100m range; optimized for energy-efficient signal search and connection setup

- WLAN: Wireless LAN; up to several 100m range. At least one vehicle-side transceiver module likewise has at least one UWB transceiver 4.1-1 and at least one RF-LR (Radio Frequency-Long Range) transceiver or V2X TRX 4.1-2. For example, the transceivers 4.1 (4.1-1.4.1-2) to 4.4 can also be provided as transmitting and / or receiving units of a vehicle access system. By means of the arrows illustrating the possible network Kommunikationsbe ^¬ relationships to each other. Preferably, the identifier 5 and the vehicle-side transceiver modules are configured to carry out the method described with reference to FIG.

In Fig. 9, a preferred embodiment of the invention is shown, whereby an advantageous interaction of the UWB ranging and the V2X communication or radio-frequency long-range technologies (RF-LR) is made possible. Preferably, a related pairing-identifier 5-vehicle-side transceiver modules-can be used in accordance with the exemplary embodiment described with reference to FIG. 8. In a search operating mode 100.1 ("vehicle seeks identifier"), a V2X transceiver 5.2 assigned to a road user 2 - or TAG or transponder (in FIG. 9) sends out so-called beacons, which may contain movement information, classification (eg Pedestrians, cyclists etc.) or others may include relevant data of the road user 2. If a vehicle 1 receives at least one of the beacons, ie is in range of the wireless communication, by means of at least one vehicle-side transceiver 4.1 to 4.4 a message is sent, which receives the V2X transceiver 5.2 of the identifier 5 and includes information by means of to cause identifier 5 to change to a UWB ranging mode 100.2. The UWB operating mode is also activated on the vehicle side in relation to this identifier 5.

In the UWB ranging mode 100.2 ("ranging mode"), a particular periodic localization of the identifier 5 takes place by means of ultra wideband radio technology (UWB) and preferably by means of the method described with reference to FIGS. 1 to 3 or at least the method described with reference to FIG. 1 or FIG 2 described method.

If the identifier 5 or the UWB transceiver 5.1 assigned to it no longer receives any responses to transmitted UWB messages from the relevant vehicle 1 or will still receive signals (and thus data), only a localization is no longer possible (eg because 2 of 3 Antennas receive nothing more), for example, because there is a (temporary) shadowing, there is a change to an operating mode 100.3 ("connection verification"), in which means

V2X transceiver 5.2 Beacons are sent out. In this operating mode 100.3, the object relationship (pairing of the transponder) is obtained, ie the movement history of the identifier 5 is initially not lost from the vehicle's point of view. If a communication can be maintained by means of the V2X transceiver 5.2, 4.1-2, ie if they are within reach, after an appropriate message by the vehicle 1 the attempt is made to establish a UWB pairing or one make another change to the UWB Ranging mode 100.2. If a UWB-based pairing is again successfully established, ie switched to Ranging mode 100.2, a possible position or movement gap of the VRU 2 can be closed by a hypothetical assumed trajectory if necessary by means of appropriate vehicle-side algorithms. In particular, the movement history in operation mode 100.3 is maintained as long as a pairing can be maintained by means of V2X. Alternatively, this can be provided only for a defined period of time or a defined number of attempts to switch back to the ranging mode 100.2. If the connection of the pairing by means of the V2X transceivers in operating mode 100.3 is considered lost, a change to the search operating mode 100.1 takes place. The communication channel is thus free again for the establishment of a new communication pairing.

If, in the course of the procedure, it turns out that a feature or a group of features is not absolutely necessary, it is already desired on the applicant side to formulate at least one independent claim which no longer has the feature or the group of features. This may, for example, be a subcombination of a claim present at the filing date or a subcombination of a claim limited by further features of a claim present at the filing date. Such newly formulated claims or feature combinations are to be understood as covered by the disclosure of this application.

It should also be noted that embodiments, features and variants of the invention, which are described in the various embodiments or embodiments and / or shown in the figures, can be combined with each other as desired. Single or multiple features are arbitrarily interchangeable. Resulting feature combinations are to be understood as covered by the disclosure of this application.

Recoveries in dependent claims are not to be understood as a waiver of obtaining independent, objective protection for the features of the dependent claims. These features can also be combined as desired with other features. Features that are disclosed only in the specification or features that are disclosed in the specification or in a claim only in conjunction with other features may, in principle, be of independent significance to the invention. They can therefore also be included individually in claims to distinguish them from the prior art.

In general, it should be pointed out that vehicle-to-X communication in particular means direct communication between vehicles and / or between vehicles and infrastructure structures and / or between vehicles and vulnerable road users and / or between vulnerable road users and infrastructure facilities. For example, this may be vehicle-to-vehicle communication or vehicle-to-infrastructure communication. If, in the context of this application, reference is made to communication between vehicles, this can in principle be carried out, for example, in the context of vehicle-to-vehicle communication, which typically takes place without being mediated by a mobile radio network or a similar external infrastructure and which is therefore the result of other solutions which, for example, build on a mobile network, is to be distinguished. For example, vehicle-to-X communication may be performed using the IEEE 802.11p or IEEE 1609.4 standards. A driving tool-to-X communication can also be referred to as C2X communication. The subareas can be referred to as C2C (Car-to-Car) or C2I (Car-to-Infrastructure). However, he ^¬ invention includes vehicle-to-X communication with mediation, for example via a mobile network explicitly not.

Claims

Claims / Patent Claims

1. Mobile radio unit (5) to improve the Verkehrssi ^¬ safety, in particular of vulnerable road users, comprising:

at least one radio device (500, 501) for transmitting and / or receiving information by means of Ultra Wideband Radio Technology (UWB) to a radio station,

at least one communication means (503, 504) for transmitting and / or receiving information based on at least one communication technology deviating from Ultra Wideband radio technology,

wherein the mobile radio unit (5) is designed in such a way that it can be introduced into a designated holder (110) of an object (100) for transporting it through a vulnerable road user (2) in traffic, and

wherein the mobile radio unit (5) by means of communica tion ^¬ means (503.504) for exchanging information with the object (100) and / or entrained by the vulnerable road user portable computing system (6) is arranged.

2. Mobile radio unit (5) according to claim 1,

characterized in that the communication means (503, 504) communicates based on at least one of the following communication technologies:

WLAN connection, especially according to IEEE 802.11p,

ISM compound (Industrial, Scientific, Medical

Band), in particular via a radio link

Closing device,

-Bluetooth connection,

-ZigBee connection,

-WiMax (Worldwide Interoperability for Microwave Access),

Mobile communication, in particular GSM, GPRS, EDGE,

UMTS and / or LTE connections and

Infrared compound.

Mobile radio unit (5) according to one of the preceding claims, comprising:

- Inertialsensoren (506) for motion detection, in particular acceleration and / or rotation rate sensors, and / or

- a compass and / or

- a satellite navigation receiver.

Mobile radio unit (5) according to one of the preceding claims, comprising:

- At least one computing electronics (502), which is ^¬ staltet on the basis of sensor data Positionsinforma ^¬ tion, motion information and / or derived from this information to calculate and the Positi ^¬ onsinformationen, motion information and / or the information derived therefrom by means of the radio device (500,501 ) to send.

Mobile radio unit (5) according to any one of the preceding claims, which is designed Positionsinfor ^¬ mation, movement information and / or derived from these information by means of the communication ^¬ with the object by means (503.504) (100) and / or the entrained by the vulnerable road users portable computing system (6).

Mobile radio unit (5) according to one of the preceding claims, comprising:

an energy store (507),

- Supply electronics (508) for charging the energy storage device (507) and / or for powering the mobile radio unit (5).

7. Mobile radio unit (5) according to one of the preceding claims, comprising:

- An energy supply interface (509) for energy ^¬ supply to the mobile radio unit (5) by means of an external power supply.

8. Mobile radio unit (5) according to one of the preceding

Claims, comprising:

- Warning means for visual, audible and / or visual communication.

9. article (100) to be carried by a vulnerable road user (2) in traffic comprising:

- A holder (110) for fixing a mobile radio unit (5) for improving the traffic safety according to one of the preceding claims.

The article (100) of claim 9, comprising:

- A mobile radio unit (5) according to one of claims 1 to 8.

11. article (100) according to claim 9 or 10, comprising

at least one communication means (130) for transmitting and / or receiving information on the basis of at least one of the Ultra Wideband radio technology deviating communication technology.

12. article (100) according to any one of claims 9 to 11, ^¬ comprising:

an energy store (150),

- Supply electronics (160) for charging the energy storage device (150) and / or the external power supply of the mobile radio unit (5).

13. article (100) according to any one of claims 9 to 12, ^¬ comprising: - A power supply interface (120) for external power supply of the mobile radio unit (5).

The article (100) according to any one of claims 9 to 13, to collectively ^¬:

- at least thereof to calculate derivative information and the position information, movement information and / or the information derived from these by means of the mobile radio unit (5) a computation electronics (140) being ^¬ staltet is based on sensor data position Informa ^¬ functions, motion information and / or to send .

The article (100) according to any one of claims 9 to 14, to collectively ^¬:

- Warning means (180) for optical, acoustic and / or visual communication.

Article (100) according to one of claims 9 to 15, characterized in that it is a helmet, garment, fashion accessory, portable computer system (so-called wearable), transport containers or headphones.

Radio system comprising

a mobile radio unit (5) according to one of claims 1 to 8,

- An article (100) according to any one of claims 9 to 16 and

- A portable computing system (6) for wireless communication with the mobile radio unit (5).