WO2018050178A1 - Procédé pour améliorer la sécurité routière - Google Patents

Procédé pour améliorer la sécurité routière Download PDF

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Publication number
WO2018050178A1
WO2018050178A1 PCT/DE2017/200083 DE2017200083W WO2018050178A1 WO 2018050178 A1 WO2018050178 A1 WO 2018050178A1 DE 2017200083 W DE2017200083 W DE 2017200083W WO 2018050178 A1 WO2018050178 A1 WO 2018050178A1
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WO
WIPO (PCT)
Prior art keywords
radio
vehicle
radio station
mobile radio
measurement
Prior art date
Application number
PCT/DE2017/200083
Other languages
German (de)
English (en)
Inventor
Michael SCHULMEISTER
Thomas Reisinger
Original Assignee
Continental Teves Ag & Co. Ohg
Continental Automotive Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Teves Ag & Co. Ohg, Continental Automotive Gmbh filed Critical Continental Teves Ag & Co. Ohg
Priority to DE112017003673.9T priority Critical patent/DE112017003673A5/de
Publication of WO2018050178A1 publication Critical patent/WO2018050178A1/fr

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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
    • B60Q9/008—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling for anti-collision purposes
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/02—Services making use of location information
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/88—Lidar systems specially adapted for specific applications
    • G01S17/93—Lidar systems specially adapted for specific applications for anti-collision purposes
    • G01S17/931—Lidar systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C2209/00—Indexing scheme relating to groups G07C9/00 - G07C9/38
    • G07C2209/60—Indexing scheme relating to groups G07C9/00174 - G07C9/00944
    • G07C2209/63—Comprising locating means for detecting the position of the data carrier, i.e. within the vehicle or within a certain distance from the vehicle

Definitions

  • the present invention relates to a process for the verb ⁇ provement of traffic safety, particularly of vulnerable road users, a radio device, the use of the radio device in a vehicle and a radio-based location system.
  • VRUs Vulnerable Road Users
  • 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.
  • 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.
  • VRUs also groupings
  • Preventive protection systems can protect vulnerable road users more than purely passive measures, such as deployable bonnets in the event of a pedestrian collision.
  • preventive measures such as autonomous braking intervention can prevent the accident or at least significantly reduce the impact speed.
  • 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.
  • V2X Vehicle-to-X
  • Cooperative sensor technologies such as Vehicle-to-X (V2X) technology
  • V2X Vehicle-to-X
  • 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.
  • 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.
  • 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.
  • this requires accurate and robust localization of VRUs and communication with the vehicle performing the protection action.
  • solutions for powerful Eigenlo ⁇ calization For vehicles there are solutions for powerful Eigenlo ⁇ calization.
  • pedestrians and cyclists have other framework conditions that prevent immediate transferability of such approaches.
  • 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 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 ⁇ kal are and share this information again via an ad-hoc network with relevant vehicles to other road users.
  • a large-scale equipment of the infrastructure (traffic systems) is necessary.
  • a nationwide conversion of the traffic systems is not expected, which is why this variant will probably not develop its effectiveness sufficiently quickly.
  • 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.
  • another transponder is installed in each vehicle.
  • the weaker road user can then be detected with sufficient accuracy via a corresponding localization method.
  • 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.
  • 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 .
  • 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.
  • the WLAN standard IEEE 802.11ac 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.
  • 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 useless for localization applications.
  • 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 which is not yet published on the definitive priority of the present application, describes a method for determining the position of a mobile radio station, in particular a VRU, by a vehicle, in which radio measurements are carried out between a plurality of radio stations and the mobile radio station, wherein one of the radio stations is the vehicle.
  • a respective distance between the respective radio station and the mobile radio station is determined, and then the radio stations exchange data with each other concerning the position of the mobile radio station and its own positions, by means of which the position of the mobile radio station 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).
  • VRU vulnerable road users
  • the invention relates to a method for improving road safety, in particular of vulnerable Strassmann Enver ⁇ road users (VRU), comprising the steps of:
  • a vehicle determines the position of a mobile radio station of an Ver ⁇ traffic participant and taken into account on the basis of the probabilities of the risk for further driving actions, whereby the safety of traffic participants - including the occupant of the process executing the vehicle - are considerably improved can.
  • 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 as part of the calculation of the probabilities of the hazard, if there is a risk of collision between the vehicle and the mobile radio station.
  • the risk is conveniently ⁇ advantageously for the radio station located at the leading Ver ⁇ road users as well as the vehicle or its occupants and possibly even be determined for other road users.
  • a radio station is typically understood to mean a unit which is a road user, in particular a vulnerable road user such as a pedestrian, a cyclist or a wheelchair user. driver, with you.
  • This may, for example, be a mobile telephone, a transponder, a so-called TAG, a notebook, a tablet computer, a mobile hotspot or another device with corresponding functionality.
  • a road user can according to the invention but also another vehicle, such as. be a car, motor cyclists, load ⁇ station wagons or vans.
  • UWB ultra wideband radio technology
  • 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 power spectral density limit of -41.3 dBm / MHz at a maximum peak power of 0 dBm / 50 MHz (this corresponds to approximately -15 dBm channel power, comparable to the transmission power of a standard 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 is simple compared to narrowband radio technologies can be detected and distinguished, since the UWB signal, which is composed of 2 ns wide pulses, is not affected by re ⁇ inflected signal.
  • 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 enables inconspicuous, cost-efficient and space-saving small mobile radio stations. This makes a rapid spread more likely.
  • a prioritization of several different road users is organized on the part of the vehicle on the basis of their entrained mobile radio stations, eg based on the classification, the distance, thenamsstraj ectorie etc.
  • the range for the UWB signal transmission is typically less than 100 meters, and in particular Obj ect obscurations lead to further reduced ranges, since the level reserves for the occurring attenuation and diffraction effects may not be sufficient (For example, in the signal path, the human body effects a signal attenuation of typically 20-30 dB in the frequency range of 3.2 GHz to 10.2 GHz applicable by UWB; if there are no reflective objects, it can already be at distances less than 10 meters come to a signal failure). However, it has been recognized that the usual dynamic changes, especially in road traffic, can lead to a permanent signal failure.
  • the vehicle has a plurality of radio stations by means of which radio measurements for determining the position of the mobile radio station are made.
  • At least one radio station of the vehicle used for the radio measurement is also provided for a detection and / or localization of a radio key of an access system of the vehicle.
  • a vehicle access system for localizing the radio key by means of a running time measurement is described for example in the not published at the relevant time of the present application 10 2015 216 331.8.
  • a possible use of a vehicle access system to improve traffic safety in the context of the present invention has been but not recognized.
  • the running time measurement of transmitted signals - as can be realized, for example, with UWB - is used in particular for protection against so-called relay attacks.
  • the proximity of the radio key to the vehicle can therefore be determined reliably and not falsely, and thus this type of security gap can be closed.
  • the radio measurement is carried out at a frequency of about 4 GHz with a bandwidth of about 500 MHz, so that sufficient accuracy and range could already be determined.
  • a distance between the respective radio station and the mobile radio Radio station measured this can be done in particular by means of running ⁇ time measurement and / or signal strength measurement.
  • an angle between the radio station and the mobile radio station is measured.
  • a distance measurement in conjunction with an angle measurement is provided for localized remote localization of a road user.
  • a plurality is performed on radio measurements by means of a plurality of radio stations of the vehicle, the position of the mobile radio station based on at least an angle between at least one respective radio station and the mobile radio station and at least a distance between about ⁇ least a respective radio station, and the mobile radio station is measured.
  • the distance measurement can thus be combined in any way with angle measurements.
  • an over-determination is also possible in principle, so that previous results can be made plausible or the accuracy and reliability can be improved.
  • 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).
  • TDOA Time Difference of Arrival
  • RoF run time measurement
  • At least three radio measurements are performed. This corresponds to the procedure for a trilateration, although angle measurements can also be dispensed with in this case.
  • the radio measurements only respective distances between the respective radio station and the mobile radio station can be measured. This can be carried out in particular by means of running time measurement and / or by means of signal strength measurement. Since it is possible to dispense with the determination of angles, it is possible to dispense with the obstruction of corresponding necessary antennas or sensors, which can measure angles. This can save sensors.
  • the vehicle or the radio station and the mobile radio station 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 thus determined can be advantageous for supplementing or improving the Results of the radio measurement are used, in particular, if the mobile radio station and the radio station notify the respective positions.
  • 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.
  • 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.
  • a localization and / or recognition of the mobile radio station by means of UWB.
  • the further wireless network technology in particular position-specific data can be exchanged or sent from the mobile radio station (road users) to the vehicle.
  • 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.
  • Maintaining the communication of the vehicle with the mobile radio station is preferably carried out even if the Lo ⁇ delocalization means UWB no longer possible or is not possible with sufficient accuracy.
  • the Traj can ektorienv offeredung of road users even in shadows or temporary leaving the UWB range area done, leave resulting in improved among others Be ⁇ wegungs tenudiktionen in their expressiveness.
  • 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.
  • the vehicle additionally carries out measurements by means of respective environment sensors, in particular camera and / or radar and / or laser.
  • the measurements of the environmental sensors can be used when calculating the position.
  • an additional plausibility or an improvement in the accuracy of the detection can be achieved.
  • the method further comprises the following steps:
  • 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 these to dodge or brake or otherwise points to the risk of collision or to the mobile radio station or the associated vulnerable road users.
  • the invention further relates to a radio device of a vehicle, comprising at least one UWB transceiver for transmitting and receiving UWB signals and at least one arithmetic unit, the radio device for a method according to at least one of the preferred embodiments of the invention configured in conjunction with at least one mobile radio station is.
  • the radio device is also preferably designed for the use of at least one further radio network technology, in particular vehicle-to-X communication.
  • the radio device is also designed to carry out a method for detecting and / or locating a radio key of an access system of a vehicle.
  • the invention further relates to the use of the radio device according to the invention for carrying out the method according to the invention in a vehicle.
  • the vehicle has a plurality of radio stations for performing radio measurements by means of Ultra Wideband Radio Technology (UWB) according to the method according to the invention.
  • UWB Ultra Wideband Radio Technology
  • the computing unit of the vehicle is preferably designed to calculate algorithms for locating the road user or road users and calculating probabilities of the hazard as well as the triggering of safety functions (warning cascades, braking, steering, etc.).
  • a radio-based localization system for improving road safety, in particular of vulnerable road users comprising at least one radio device according to claim 12 and a mobile radio station, wherein the mobile radio station comprises at least one UWB transmitting and / or receiving unit.
  • VRU vulnerable road users
  • 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.
  • the method according to the invention can be made of all the described versions and variants.
  • the described method is also usable for vehicle-to-vehicle localization in a similar manner. This may mean, for example, that the already mentioned radio station or mobile radio station is not assigned to a typical vulnerable road user such as a pedestrian, but to a vehicle such as a motor vehicle.
  • radio signals used by a mobile phone normally for communication with base stations of a mobile network can be used. This may help to avoid the installation of additional applications or the transmission of additional radio signals.
  • Fig. 1 shows an embodiment of a RToF measurement according to the
  • Fig. 2 shows an embodiment of a TDOA measurement according to the
  • Fig. 3 shows an embodiment of a combined RToF
  • FIG. 5 shows an inventive embodiment of an identifier 5 of a road user 2 and vehicle-side transmitting / receiving modules 4.1 to 4.4 and
  • FIG. 6 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 wireless technology.
  • a vehicle 1 thereby moves in the direction of a moving traffic participant 2, for example a VRU, which is covered by a stationary vehicle 3 from direct visual contact with the moving vehicle 1.
  • the respective associated arrows indicate the directions of movement.
  • the moving vehicle 1 has a plurality of transceivers 4.1 to 4.4 and the VRU 2 carries an identifier 5, which is designed as a transmitting and / or receiving unit, eg a smartphone, activity tracker, wristwatch, transponder, TAG, etc., with it.
  • the transceivers 4.1 to 4.4 are also used as receiving units of a vehicle access system.
  • UWB ultra wideband radio technology
  • 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. Due to the availability of multiple transceivers 4.1 to 4.4, which are spaced from each other in or on the vehicle, to each of these transceiver 4.1 to 4.4 a running time measurement and thus a distance measurement are performed. The result is, as shown in FIG.
  • a number of projected areas 6 corresponding to the number of measurements taken which represent probabilities of accommodation taking account of measurement uncertainties.
  • 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.
  • an angle measurement takes place, which is realized, for example, by a time difference measurement (TDOA - Time Difference of Arrival).
  • TDOA Time Difference of Arrival
  • a signal from the transceiver 5 is received by two of the transceivers 4.1 to 4.4 of the vehicle 1.
  • 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.
  • the receiving units of the vehicle 1 are expediently time-synchronized. Further measurements of the time difference by means of the transceivers 4.1 to 4.4 of the vehicle 1 according to the above procedure result in further hyperbolic surfaces 8.
  • the hyperbolic surfaces 8 overlap one another and form a common cut surface 9, which can be regarded as the area of greatest probability of residence of the VRU 2 from the angle measurement.
  • 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.
  • 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 1 to 3, to expect 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, will be allocated a higher quality with a series of distance measurements shorter values). Depending on the situation or measuring accuracy, the corresponding TDOA measurement results or the RToF measurement results can then be determined speaking more or less weighting will be granted in the localization.
  • Fig. 4 shows a preferred method for realizing the TDOA 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.
  • 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).
  • 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.
  • FIG. 5 shows a schematic representation of an exemplary embodiment of an identifier 5 of a road user 2, in particular of 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 and at least one 5.1
  • RF-LR Radio Frequency-Long Range transceiver 5.2, for example for:
  • 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 establishment - 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 4.1-2.
  • 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.
  • the arrows illustrate the possible wireless communication relationships with each other.
  • the identifier 5 and the vehicle-side transceiver modules are configured to carry out the method described with reference to FIG.
  • Fig. 6 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.
  • RF-LR radio-frequency long-range technologies
  • a related pairing-identifier 5-vehicle-side transceiver modules-can preferably be used in accordance with the exemplary embodiment described with reference to FIG. 5.
  • a V2X transceiver 5.2 - or TAG or transponder assigned to a road user 2 sends out so-called beacons, which may contain movement information, Classification (eg pedestrians, cyclists, etc.) or other relevant data of the road user 2 may include.
  • 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 activated accordingly on the vehicle side in relation to this identifier 5.
  • 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.
  • UWB ultra wideband radio technology
  • V2X transceivers 5.2, 4.1-2 communication If it can be maintained by means of V2X transceivers 5.2, 4.1-2 communication, so these are in range, is carried out according ent ⁇ Voice message by the vehicle 1 is trying to establish a UWB or pairing a renewed change to 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 is obtained in operating mode 100.3 as long as a pairing can be maintained on ⁇ means 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
  • vehicle-to-X communication in particular means direct communication between vehicles and / or between vehicles and infrastructure facilities and / or between vehicles and vulnerable road users and / or between vulnerable road users and infrastructure facilities.
  • this may be vehicle-to-vehicle communication or vehicle-to-infrastructure communication.
  • 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.
  • vehicle-to-X communication may be using the standards IEEE 802.11p or IEEE 1609.4.
  • a vehicle-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).
  • C2C Car-to-Car
  • C2I Car-to-Infrastructure
  • the invention explicitly does not exclude vehicle-to-X communication with switching, for example via a mobile radio network.

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  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Human Computer Interaction (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé pour améliorer la sécurité routière, en particulier des usagers de la route vulnérables (URV), ce procédé comprenant les étapes consistant à : effectuer au moins une mesure radar au moyen de la technologie ultralarge bande (ULB) entre au moins une station radio (4.1, 4.2, 4.3, 4.4) d'un véhicule (1) et une station radio mobile (5) d'un usager de la route (2) et calculer la position de la station radio mobile (5) au moyen d'au moins une unité de calcul du véhicule (1) sur la base de la mesure radar, puis utiliser la position calculée de la station radio mobile (5) pour déterminer les probabilités de risque. L'invention concerne en outre un dispositif radio d'un véhicule, l'utilisation de ce dispositif radio dans un véhicule, ainsi qu'un système de radiolocalisation.
PCT/DE2017/200083 2016-09-14 2017-08-22 Procédé pour améliorer la sécurité routière WO2018050178A1 (fr)

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DE112017003673.9T DE112017003673A5 (de) 2016-09-14 2017-08-22 Verfahren zur verbesserung der verkehrssicherheit

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DE102016217531.9A DE102016217531A1 (de) 2016-09-14 2016-09-14 Verfahren zur Verbesserung der Verkehrssicherheit
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CN109649274A (zh) * 2018-07-29 2019-04-19 合肥市智信汽车科技有限公司 一种智能车载防撞警示系统
CN110533961A (zh) * 2019-09-19 2019-12-03 陈晓飞 一种用于汽车的相对位置检测装置
CN111845626A (zh) * 2019-04-12 2020-10-30 大众汽车有限公司 机动车
CN113156364A (zh) * 2020-01-22 2021-07-23 西克股份公司 安全系统和方法
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DE102021205751A1 (de) 2021-06-08 2022-12-08 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zur Kommunikation von mindestens zwei Teilnehmern eines vernetzten Verkehrssystems
CN115158274B (zh) * 2022-08-31 2022-11-29 四川省公路规划勘察设计研究院有限公司 基于货车制动重刹特性的长大纵坡危险路段识别方法

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DE102014219148A1 (de) * 2014-09-23 2016-03-24 Robert Bosch Gmbh Verfahren und Vorrichtung zum Erstellen eines Bewegungsmodells eines Straßenverkehrsteilnehmers
WO2016045851A1 (fr) * 2014-09-23 2016-03-31 Robert Bosch Gmbh Procédé et dispositif de surveillance d'un espace de circulation

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Publication number Priority date Publication date Assignee Title
CN109017562A (zh) * 2018-07-27 2018-12-18 合肥市智信汽车科技有限公司 一种基于智能手机的车辆辅助制动系统
CN109649274A (zh) * 2018-07-29 2019-04-19 合肥市智信汽车科技有限公司 一种智能车载防撞警示系统
CN111845626A (zh) * 2019-04-12 2020-10-30 大众汽车有限公司 机动车
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CN111845626B (zh) * 2019-04-12 2023-03-10 大众汽车有限公司 机动车
CN110533961A (zh) * 2019-09-19 2019-12-03 陈晓飞 一种用于汽车的相对位置检测装置
CN113156364A (zh) * 2020-01-22 2021-07-23 西克股份公司 安全系统和方法
WO2021226062A1 (fr) * 2020-05-04 2021-11-11 Intel Corporation Diffusion de service de système de transport intelligent

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