DE102012210344A1 - Vehicle cooperative control unit for vehicle, has passive landmark comprising dividing strip between two lanes of roads, and control unit sending vehicle cooperative message to receiver outside of vehicle - Google Patents

Abstract

The unit (210) has a passive landmark comprising a dividing strip between two lanes of roads, and an unit body receiving data of track recognition devices (201, 202) of a vehicle (200) and determine lane data from the received data of the track recognition devices. The lane data is based on analysis of a passive landmark. The control unit receives the lane data as a vehicle cooperative message, sends the vehicle cooperative message to a receiver outside of the vehicle and analyzes an image that passively landmark in order to determine the lane data. Independent claims are also included for the following: (1) a vehicle (2) a system for a cooperative vehicle application (3) a method for recognizing a collision risk between two vehicles.

Description

The invention relates to the technical field of "Intelligent Transportation Systems" (ITS), d. H. the technical field of intelligent transport systems. In particular, the invention relates to the detection of collision hazards and the reduction or avoidance of collisions (collision mitigation or Collision Avoidance) in road traffic based on information that is exchanged between vehicles in traffic.

Currently, various Intelligent Transportation Systems (ITS) initiatives, including the European Standards Authorities ETSI and CEN, as well as ISO, SAE, and IEEE standardize communication protocols and cooperative security applications that will in future provide a cross-vendor, co-operative, and should allow accident-free driving if possible. Collaborative security applications also include collision avoidance applications and collision mitigation applications for rear-end collisions. The addressed security applications, as well as the associated transmission protocols and data formats are among others in the ETSI standard TS 102 637 or in the SAE standard SAEJ2735 documented. So in the Standard TS 102 637-2 defines a so-called Cooperative Awareness Message (CAM) which is sent periodically from one ITS station (eg, from a vehicle) to other ITS stations (eg, other vehicles) in the environment to inform about selected information (eg speed, acceleration and / or position) of the transmitting ITS station. The between the ITS stations, z. B. based on CAM messages, exchanged information can be used in the respective ITS stations to detect collision hazards and if necessary to take appropriate countermeasures (eg warnings).

However, based on the currently developed communication standards (ie in particular based on the currently developed protocols and data formats and the information transmitted therein), it is not possible to detect and / or avoid a frontal collision between two ITS stations (eg two vehicles) (frontal collision mitigation and avoidance). One reason for this is in particular the limited accuracy of the position information available in the vehicle and the position information exchanged (eg based on GPS). In addition, lateral collisions of second ITS stations can not be detected or avoided in spontaneously performed lane changes. Finally, side collisions of second ITS stations, especially at bottlenecks on the road, can not be detected or avoided without dedicated sensors on the sides of the ITS stations.

The present document addresses the above-mentioned ITS applications, i. H. Early detection and / or avoidance of frontal collisions or lateral collisions in lane changes or constrictions. In particular, the present document describes methods and devices which make it possible to detect frontal collisions or lateral collisions at an early stage and possibly avoid them.

In one aspect, a vehicle cooperative control unit for a vehicle (eg, for an automobile, a truck, and / or a motorcycle) is described. The vehicle cooperation control unit may be configured to enable V2X (vehicle-to-X) applications (also referred to as vehicle cooperation applications), where the X z. B. stands for another vehicle (Vehicle) or for road infrastructure (Infrastructure). V2X applications can also be referred to as vehicle-to-X applications. In particular, the vehicle cooperation control unit may be configured to receive data from a lane recognition device of the vehicle. The lane detection device may, for. B. include a camera that detects an image of a road on which the vehicle is traveling. Thus, the data from a track-recognition device may be an image of the road recorded by the camera of the track-recognition device.

The vehicle cooperation control unit may be configured to determine lane data from the received data of the lane recognition device. In particular, the lane data may be based on the analysis of a passive landmark captured by the lane detection device. The passive landmark can be z. One or more of the following: a parting line between two lanes of a road on which the vehicle is traveling; a shoulder of the road on which the vehicle is traveling; an object on or on the road on which the vehicle is traveling (eg an obstacle on one of the lanes on which the vehicle is traveling); and / or one or more reflectors on or on the road on which the vehicle is traveling. The passive landmarks can be landmarks without their own energy source. Alternatively or additionally, the landmark on whose analysis the traffic lane data is based may be a landmark that can be recorded with a camera, the camera being set up to record optical signals in the visible frequency spectrum. So z. For example, a camera of the lane detection apparatus may be configured to take a picture of the landmark and to transmit this image as data of the lane detection device to the vehicle cooperation control unit.

The lane data determined from the received data of the lane recognition device can e.g. For example, one or more of the following information may include: an indicator that the vehicle overlaps laterally with an adjacent lane; Data on a degree of overlap (eg, a lateral width of the overlap); Data regarding a current latitude of an own lane; Data regarding a predicted width of the own lane as a function of a distance from the vehicle in the direction of travel; and / or data relating to a future evolution of the degree of overlap as a function of distance from the vehicle in the direction of travel.

As stated above, the lane recognition device may include one or more cameras to capture one or more images of the landmark. Thus, the data of the lane recognition device may include the landmark image (s). The vehicle collaboration controller may then be configured to analyze the landmark image (s) to determine the lane data. For this purpose, the vehicle cooperation control unit can use image analysis methods (eg for contour recognition). Alternatively or additionally, the lane recognition device can already be set up to analyze the captured image (s) of the landmark and thus to determine a part or all of the lane data. In this case, the data of the lane recognition device may already include a part or all of the lane data, such that the determination of the lane data from the data of the lane recognition device comprises selecting the relevant lane data.

The vehicle cooperation control unit may be configured to include the lane data in a vehicle cooperation message. The vehicle cooperation message is intended to be transmitted to another vehicle. Ie. the vehicle cooperation message may be used to inform another vehicle of the lane data of the vehicle including the vehicle cooperation control unit. This will enable the other vehicle to detect a collision risk and, if necessary, initiate countermeasures. For communicating the lane data, the vehicle cooperation control unit may be configured to send the vehicle cooperation message (eg, via a communication unit of the vehicle) to a receiver (eg, another vehicle) outside the vehicle Vehicle Collaboration Control Unit to send.

The vehicle cooperation message can be a predefined, mglw. standardized format. As a result, it can be achieved that the vehicle cooperation message can be understood by the recipient of the message. In particular, this enables the receiver to extract the lane data from the vehicle cooperation message. For example, the vehicle cooperation message may be a Cooperative Awareness Message (CAM) message of a Vehicle-to-X network (also called a vehicle-to-X network); or a Decentralized Environmental Notification Message (DENM) message from the Vehicle-to-X network; or to act as a "Basic Safety Message" (BSM) message. The o. G. Standardized message formats may be adapted to provide one or more data fields for the lane data. The data fields may be permanent data fields, which are transmitted by default in the vehicle cooperation message, or a-la-carte data fields, which are transmitted only if a predetermined condition exists.

The vehicle cooperation message may include one or more of the following additional information in addition to the lane data. This further information can be used in combination with the lane data from a receiving vehicle to detect a collision risk and initiate countermeasures if necessary. The further information can u. a. comprise: satellite-based position data (eg GPS data) of the vehicle; (possibly satellite-based) directional data of the vehicle; Speed data of the vehicle; and / or descriptive attributes of the vehicle (eg, the width of the vehicle, the vehicle type, etc.).

To reduce the amount of data transmitted, it may be advantageous to selectively add the lane data to the vehicle cooperation message only. For this purpose, the vehicle cooperation control unit may be configured to use the data from the lane recognition device to determine a lateral distance of the vehicle from an adjacent lane. The inclusion of the lane data in the vehicle cooperation message may then be made dependent on the determined lateral distance. In particular, the vehicle cooperation control unit may be set up to send the lane data only if the determined distance is below a predefined threshold value (eg of 0 cm).

In another aspect, a vehicle cooperation control unit for a first vehicle is described. In particular, the vehicle cooperation control unit may be for the first Vehicle configured to receive a vehicle cooperation message from a sending second vehicle. In this case, the vehicle cooperation message comprises lane data of the second vehicle, wherein the lane data may be based on the analysis of a landmark on the second vehicle. The lane data of the second vehicle are z. B. detected by a lane detection device of the second vehicle and inserted by the vehicle cooperation control unit of the second vehicle in the vehicle cooperation message. In addition, the vehicle cooperation control unit of the second vehicle may be configured to cause the vehicle cooperation message to be sent to the first vehicle.

Furthermore, the vehicle cooperation control unit for the first vehicle may be configured to determine, based on the traffic lane data, a collision risk between the first vehicle and the second vehicle. For example, the vehicle cooperation control unit for the first vehicle may infer from the lane data that the second vehicle engages laterally with a certain width in the lane of the first vehicle. As a result, the vehicle cooperation control unit for the first vehicle knows that the lateral distance of the first vehicle from the edge of the own lane must be at least the predetermined width in order to avoid a collision.

This lateral distance of the first vehicle may, for. B. be determined based on a lane detection device of the first vehicle.

The vehicle cooperation control unit may be further configured to initiate a measure in the first vehicle with respect to the determined collision risk. When the measure in the first vehicle may be z. B. be warnings for the driver of the first vehicle and / or automatic intervention in the handling of the first vehicle. Alternatively or additionally, the vehicle cooperation control unit may be configured to generate and send a rearward vehicle cooperation message to the second vehicle with respect to the determined collision risk. The rearward vehicle cooperation message may include recommendations or instructions on how the second vehicle should behave in order to avoid or reduce the consequences of a collision. By means of a rearward vehicle cooperation message, the measures in the first and second vehicles can be coordinated so as to increase the probability of a collision avoidance or a collision consequences reduction.

In another aspect, a vehicle (eg, an automobile or a motorcycle) is described. The vehicle includes a vehicle cooperative control unit having one or more of the features described in this document. The vehicle cooperation control unit may be configured to generate and / or evaluate a vehicle cooperation message. Furthermore, the vehicle may include a communication unit configured to transmit and / or receive the vehicle cooperation message over a wireless transmission path.

In another aspect, a system is fairly described as a cooperative vehicle application. The system includes a first vehicle cooperation control unit for a first vehicle, wherein the first vehicle cooperation control unit is configured to receive a vehicle cooperation message. The system further comprises a second vehicle cooperation control unit for a second vehicle, wherein the second vehicle cooperation control unit is configured to generate and send the vehicle cooperation message. The vehicle cooperation message includes lane data of the second vehicle, e.g. B. based on a detected at the second vehicle landmark.

The first and second vehicle cooperation control units are set up to provide a cooperative vehicle application based on the vehicle cooperation message (and possibly on the basis of further information, such as, for example, further vehicle cooperation messages). For example, the co-operative vehicle application may be the detection of a risk of frontal collision between the first and oncoming second vehicles. By means of the lane data of the second vehicle included in the vehicle cooperation message, the first vehicle cooperation control unit can determine whether a frontal collision risk exists between the first and the second vehicle. Another cooperative vehicle application is to detect a risk of side collision between the first vehicle and the second vehicle traveling in the same direction due to lane constriction and / or lane change. In this case too, the first vehicle cooperation control unit can detect a lateral collision risk on the basis of the lane data of the second vehicle.

In another aspect, a method for detecting a collision risk between a first and a second vehicle is described. The method includes detecting a landmark on the second vehicle (eg, using a lane recognition device). Furthermore includes the method determining lane data of the second vehicle based on the detected landmark. Subsequently, a vehicle cooperation message is generated which includes the lane data. The vehicle cooperation message is sent to the first vehicle so as to enable the first vehicle to detect the risk of collision.

In accordance with another aspect, a corresponding method for detecting a collision risk between a first and a second vehicle is described. The method includes receiving a vehicle cooperation message sent from the second vehicle on the first vehicle. The vehicle cooperation message includes lane data of the second vehicle, wherein the lane data is based on the analysis of a landmark on the second vehicle. The method further comprises detecting a collision risk between the first vehicle and the second vehicle based on the lane data. The lane data is preferably determined from a lane detection device of the second vehicle (eg, based on a landmark detected by the lane detection device of the second vehicle).

In another aspect, a software (SW) program is described. The SW program can be set up to run on a processor and thereby perform the method described in this document.

In another aspect, a storage medium is described. The storage medium may include a SW program that is set up to run on a processor and thereby perform the method described in this document.

It should be understood that the methods, devices and systems described herein may be used alone as well as in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, apparatus, and systems described herein may be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways.

Furthermore, the invention will be described in more detail with reference to exemplary embodiments. It shows

1a to 1c various exemplary ITS applications that may be provided by the methods and apparatus described in this document;

2a an exemplary ITS station (in particular an exemplary vehicle), which comprises a control unit for providing and / or for the utilization of ITS data;

2 B exemplary lane data that can be determined and sent by an ITS station;

3a and 3b exemplary methods for providing or exploiting ITS data; and

4 an exemplary ITS application in a transverse vehicle.

As already explained at the outset, the present document deals in particular with the ITS applications "Collision Mitigation" (ie the reduction of collision sequences) and / or "Collision Avoidance" (ie the prevention of collisions). These applications are to be made possible by information exchanged between vehicles in traffic. In order to exchange this information, communication protocols are specified in various standardization bodies (eg ETSI in Europe or SAE in the USA), such as: B. the ETSI standard TS 102 637 and the SAE Standard SAE J2735 , The standardized communication protocols define message formats that allow a vehicle (ie, a so-called ITS station or short station) that receives information in the standardized message format to correctly interpret the received information. So z. In ETSI TS102 637-2 defines a CAM (Corporate Awareness Message) message which may be periodically dispatched (e.g., every 0.1s or every 1s) from an ITS station (eg, a vehicle). Furthermore, in ETSI TS 102 637-3 defines the DENM (Decentralized Environment Notification Message) message that may be sent by an ITS station (eg, from a vehicle) on certain occasions (eg, in the presence of an acute hazard situation). A transmitter / receiver of information (eg, a vehicle or infrastructure such as a traffic light) is typically referred to as an ITS station. A group of ITS stations forms a so-called V2X (vehicle-to-vehicle, V2V, and / or vehicle-to-infrastructure, V2I) network (where the X stands for a vehicle and / or infrastructure) ).

An ITS station can send a CAM message and thus other ITS stations about its position, about its movement (eg direction, speed), about basic descriptive Information on attributes (eg size of the ITS station, type of vehicle) and on selected sensor data (eg outside temperature, status of a siren). With this information, a variety of ITS applications can be enabled, such. "Forward Collision Avoidance (FCA)" or "Red Light (Stop Sign) Violation Warning (RLV)".

As already stated above, the present document deals with the detection or avoidance of frontal collision mitigation / avoidance. Furthermore, the present document is concerned with side collisions of vehicles, which z. B. can be caused by lane changes or by road constrictions. These use cases are in the 1a to 1c exemplified. The use case 100 shows a street 103 with two through a median strip 104 separate lanes 105 (also in this document as lanes 105 designated) with opposite direction of travel. The use case 100 is particularly interesting in curves and important, as in curves, the driver of two oncoming vehicles 101 . 102 can not see. A first vehicle 101 and a second vehicle 102 drive on their respective lanes 105 towards each other. The second vehicle 102 but has its roadway partly 105 leave and the median strip 104 exceeded, so that the risk of a frontal collision exists. Such situations can z. B. in overtaking maneuvers of the second vehicle 102 on highways or by inattention of the driver of the second vehicle 102 arise.

1b and 1b show use cases 110 . 120 with potential side collisions. In use case 110 drive the two vehicles 101 . 102 on a two-lane road 103 next to each other on different lanes 105 with the same direction of travel. The second vehicle 102 changes lane and ignores that the first vehicle 101 already located on this lane. Such situations may include a "blind spot" of the rearview mirror of the second vehicle 102 or by carelessness of the driver of the second vehicle 102 caused. In use case 120 drive the two vehicles 101 . 102 also on a two-lane road 103 next to each other on different lanes 105 , Due to a narrowing of the road 106 there is a risk that the second vehicle 102 the median strip 104 exceeds and thereby laterally with the first vehicle 101 collided. Such situations can z. B. result in construction sites.

The in the above applications 100 . 110 . 120 The risks of a frontal or side collision described above can not be detected and / or avoided by means of the position and direction information (ie GPS data) currently transmitted via CAM messages or via DENM messages. This is due in particular to the fact that the position and direction information of the vehicles determined by means of GPS (Global Positioning System) 101 . 192 too inaccurate. In particular, in satellite-based positioning methods (such as GPS), it can not be ensured (eg, in urban areas or forests) that enough satellite signals can be received to obtain position and direction information with sufficient accuracy. In addition, the first and the second vehicle 101 . 102 use different map formats, causing inaccuracies in the relative positioning of the two vehicles 101 . 102 can come to each other. Den in the use cases 100 . 110 . 120 However, it is common for collision risks described above, that the detection of a collision risk relatively accurate positioning (in the range of centimeters or decimeters) of the vehicles 101 . 102 requires that oncoming vehicles or vehicles traveling side by side also only a few centimeters or decimeters (eg 50 cm) are laterally apart from each other under normal circumstances. Such accuracy in determining the position is, however, with GPS data and mglw. different card formats typically unreachable. In particular, based on the GPS data, it can not be determined whether two oncoming vehicles are each completely driving on their own lane, or whether the second vehicle 102 partly on the road 105 of the first vehicle 101 moves and thereby there is a frontal collision risk.

It is proposed in this document to use the means for lane keep assist present in a vehicle (eg in an automobile) and data determined by the means for tracking or tracking to provide other vehicles in a V2X network. In other words, it is the realization of a front collision or side collision assistance based on a mglw. proposed direct communication between participating vehicles. In this case, the communication can take place within the framework of the protocols currently described in the standardization. In order to compensate for deficits in determining the position of the vehicles, it is proposed that the vehicles detect an exceeding of their own traffic lane on the basis of lane recognition devices, and then the vehicles in their vicinity are informed of the exceeding and mglw. to inform about the extent of the crossing.

For example, a vehicle 102 be set up on the basis of a saver recognition device (eg by means of camera) exceeding the own lane 105 (eg an exceeding of the median strip 104 ) to recognize. Furthermore, the vehicle can 102 be aware of the width of the vehicle, a coverage of the vehicle 102 with the oncoming lane 105 (or with a general other roadway 105 ) to investigate. For example, it can be determined by how many inches (or other unit of measurement) the vehicle 102 in the opposite lane 105 extends. It can be outstanding from the body parts of the vehicle such. As a rearview mirror, be considered. If an overlap greater than zero (0) is determined, then the vehicle 102 be arranged to send, for the lane crossing period, a vehicle co-operation message (eg, a standardized CAM message or DENM message) containing information regarding the lane violation (eg, the degree of transgression) , So z. B. a standardized CAM message with a data field are added, which covers the other lane 105 describes. Analogous to the CAM message in the US z. B. the BSM message (Basic Safety Message) are extended accordingly.

An oncoming vehicle 101 (or a parallel vehicle 101 ) may be configured to receive the vehicle cooperation message and based on the information contained therein regarding the lane departure of the vehicle 102 Identify a collision risk and, if necessary, initiate countermeasures. In particular, the receiving vehicle 101 based on the information contained in the vehicle cooperation message regarding the lane crossing and the relative distance of the vehicle 102 , as well as on the basis of the own vehicle width and the own relative position within the own lane 105 determine the risk of collision and / or initiate countermeasures.

• • Force-Feedback am Lenkrad, als Lenkinitiative: Dabei kann ein Fahrer über einen Kraft-Impuls am Lenkrad dazu angeleitet werden, das Lenkrad in die Richtung des Kraft-Impulses einzuschlagen, um so das Kollisionsrisiko abzuwenden.
• • Aufmerksamkeitssteuerung des Fahrers, z. B. durch einen Warnton (aus einer dedizierten Richtung, welche mit der Richtung des jeweils anderen Fahrzeugs korreliert), und/oder durch Einblendung von Warnmeldungen, und/oder durch Generierung eines relativ lauten Motorengeräusches (aus der dedizierten Richtung, welche mit der Richtung des jeweils anderen Fahrzeugs korreliert).
• • Automatischer Lenkeinschlag: Dabei führt das Fahrzeug selbständig eine Richtungsänderung des Fahrzeugs durch.
• • Stabilitätskontrolle, Einzelsteuerung der Raddrehzahlen, um z. B. das Schleuderrisiko bei einem kurzfristigen Ausweichmanöver zu reduzieren.
• • Lichthupe, um z. B. den Fahrer des entgegenkommenden Fahrzeugs zu warnen.
• • Seitenspiegel einklappen, um so das Kollisionsrisiko zu reduzieren.
• • Reduzierung Fahrerablenkung, z. B. durch die Reduzierung kognitiver Lärmpegel.
• • Durchführen von Precrash-Safety Maßnahmen, wie z. B. die Vorkonditionierung des Fahrzeugs für Notbremsungen, und/oder die Aktivierung von Front-/Seiten-Sensorik, bspw. die Aktivierung von PDC (Peripheral CMA Controller) Sensoren, Radar, Kameras.
• • Weitere Eingriffsverfahren zur Vermeidung einer Kollision bzw. zur Reduzierung der Folgen einer Kollision.

Exemplary countermeasures include generating warnings to the driver of the first (receiving) vehicle 101 and / or the driver of the second (sending) vehicle 102 , Alternatively, countermeasures can be the triggering of automatic actions in the first vehicle 101 and / or in the second vehicle 102 include. The following list lists example alerts and / or actions that can be used individually or in combination as countermeasures:

• • Force feedback on the steering wheel, as a steering initiative: Here, a driver can be instructed via a force pulse on the steering wheel to steer the steering wheel in the direction of the force impulse in order to avert the risk of collision.
• Attention control of the driver, e.g. By a warning sound (from a dedicated direction which correlates with the direction of the other vehicle) and / or by displaying warning messages, and / or by generating a relatively loud engine noise (from the dedicated direction coinciding with the direction of the vehicle each other vehicle correlated).
• • Automatic steering lock: The vehicle autonomously changes the direction of the vehicle.
• • Stability control, individual control of the wheel speeds, for. B. to reduce the risk of skidding in a short-term evasive maneuver.
• • flasher to z. B. warn the driver of the oncoming vehicle.
• • Fold in side mirrors to reduce the risk of collision.
• • Reduction of driver distraction, eg By reducing cognitive noise levels.
• • Carrying out precrash safety measures, such as B. the pre-conditioning of the vehicle for emergency braking, and / or the activation of front / side sensors, eg. The activation of PDC (Peripheral CMA Controller) sensors, radar, cameras.
• • Further intervention procedures to avoid a collision or to reduce the consequences of a collision.

• • ob ein Teil des Fahrzeugs 200 in eine andere Fahrspur 105 als die Fahrspur 105 des Fahrzeugs 200 eingreift; und/oder
• • mit welcher Länge (oder Breite) 231 (gemessen z. B. gemäß dem metrischen Einheitensystem oder gemäß dem angloamerikanischen Einheitensystem; mit unterschiedlichen Genauigkeiten und/oder Diskretisierungen) das Fahrzeug 200 in die andere Fahrspur 105 eingreift; diese Längen- bzw. Breiten-Angabe kann für verschiedene Komponenten und/oder für verschiedene Konfigurationen des Fahrzeugs 200 ermittelt werden (z. B. eingreifende Breite des ausgeklappten Außenspiegel, eingreifende Breite des eingeklappten Außenspiegel, eingreifende Breite der Frontstoßstange, etc.); und/oder
• • die aktuelle Breite 232 der Fahrspur und/oder eine – durch die Spurerkennungs-Vorrichtung 201, 202 erkennbare zukünftige (verringerte) Breite 233 der Fahrspur; und/oder
• • ob sich die eingreifende Breite vergrößert bzw. verkleinert, und ggf. den Gradienten 234 der Vergrößerung/Verkleinerung.

2a shows an exemplary ITS station 200 (eg, a vehicle such as an automobile or a motorcycle) configured to detect lane information and provide it to other ITS stations. In the opposite direction, the ITS station 200 be set up to receive lane or roadway information, evaluate and possibly initiate countermeasures. At the ITS station 200 can it be z. B. in the 1a - 1c shown vehicles 101 . 102 act. The vehicle 200 includes a track recognition device 201 . 202 to determine the position of the vehicle 200 relative to the lane 105 , The track recognition device 201 . 202 can z. B. one or more cameras 201 (For example, front cameras), which z. B. Markings on the road 103 (like the median strip 104 or a side strip). The cameras 201 may be mounted at the height of a windshield of the vehicle (ie at the highest possible position of the vehicle) so as to reliably detect passive landmarks or markings on the road 103 to enable. The passive landmarks may be landmarks that do not require their own energy source (such as road markings and / or reflectors). Based on the registered landmarks on the street 103 can be a control unit 202 the lane detection device, the lateral orientation of the vehicle 200 to the lane 105 determine. In particular, the control unit 202 z. B. determine (see 2 B )

• • whether part of the vehicle 200 in a different lane 105 as the lane 105 of the vehicle 200 engages; and or
• • with which length (or width) 231 (measured, for example, according to the metric unit system or according to the Anglo-American unit system, with different accuracies and / or discretizations) the vehicle 200 in the other lane 105 engages; This length or width indication can be used for different components and / or for different configurations of the vehicle 200 determined (eg engaging width of the unfolded exterior mirror, engaging width of the folded-in exterior mirror, engaging width of the front bumper, etc.); and or
• • the current width 232 the lane and / or one - by the lane detection device 201 . 202 recognizable future (reduced) width 233 the lane; and or
• • whether the intervening width increases or decreases, and possibly the gradient 234 enlargement / reduction.

Alternatively, the control unit 202 the captured camera data to a V2X control unit 210 forward, with the V2X control unit 210 is set up to determine the above-mentioned traffic lane data (eg exceeding the own traffic lane, the lateral width of the overlap with another lane, change / degree of change of coverage, etc.). The V2X control unit 210 Can also be used as a vehicle cooperation control unit 210 be designated.

The V2X control unit 210 is arranged to include the determined or received lane data in a vehicle cooperation message. The recording of the lane data may be from the lateral positioning of the vehicle 200 be made dependent within the traffic lane. In particular, the inclusion of the lane data in the vehicle cooperation message may be made dependent on whether the overlap of the vehicle 200 greater than a predetermined threshold (eg, a threshold of 0 cm).

The vehicle cooperation message can be z. This may be, for example, a CAM message transmitted at a predefined frequency (eg, 1 time per second to 10 times per second) from the vehicle 200 is sent. Alternatively or additionally, it may be in the vehicle cooperation message z. This may be, for example, a DENM message, which depends on a triggering event (eg, the event of crossing the centerline 104 through the vehicle 200 ) is shipped. For a V2X network using standards other than the ETSI standards (eg, in the US), the vehicle cooperation message may take the form specified in these standards. An explicit data field for lane data can be included in the respective standard.

To record the lane data, the vehicle cooperation message may be provided with one or more data fields suitable for the transmission of the respective lane data and interpreted accordingly by a receiver of the vehicle cooperation message. It should be noted that the lane data is not satellite-based position data (eg, GPS or Galileo data) of the vehicle 200 (which are currently being transmitted in CAM messages), but data that is locally in the vehicle 200 on the basis of vehicle sensor technology (eg using the lane recognition device 201 . 202 ) be determined. For example, the lane data is data based on landmarks or markings on the road 103 on which the vehicle 200 drives, be determined. The landmarks or markers may be z. For example, visual markers (such as a median strip 104 and / or reflectors). The above-mentioned landmarks or markings have the property that they are marks without energy source. In other words, the above-mentioned landmarks or markers can not send out their own signals, which can be received by devices in the vehicle. Consequently, the lane data may include data generated by the vehicle 200 based on passive markers or passive landmarks without their own energy source. The passive markers or passive landmarks that serve to determine the lane data can, for. B. by a camera 201 of the vehicle 200 be detectable.

The vehicle 200 further comprises a communication unit 220 , which is set up, the vehicle cooperation message via an antenna 221 to send to the V2X network. This can be done by the communication unit 220 use a suitable wireless transmission path (eg, a Wireless Local Area Network, WLAN, connection and / or Universal Mobile Telecommunication Network, UMTS, connection and / or Long Term Evolution, LTE, connection). In particular, the WLAN specified for V2X communication according to the IEEE 802.11p standard be used. Via the wireless transmission path, the vehicle cooperation message may be transmitted directly (ie without an intermediate station) or indirectly (ie via a switching system) to one or more other vehicles in the vicinity of the transmitting vehicle 200 be transmitted.

• • die empfangenen Fahrspur-Daten (siehe dazu z. B. die Ausführungen zu
• 2b) des sendenden zweiten Fahrzeugs 102, 200;
• • durch eine Spurerkennungs-Vorrichtung 201, 202 des ersten Fahrzeugs 101, 200 ermittelte Fahrspur-Daten des ersten Fahrzeugs 101, 200;
• • Satelliten-basierte Positionsdaten, Geschwindigkeit, Richtung, Dimensionen des sendenden zweiten Fahrzeugs 102, 200 (typischerweise in der Fahrzeug-Kooperations-Nachricht enthalten) und/oder des empfangenden ersten Fahrzeugs 101, 200 (typischerweise lokal im ersten Fahrzeug 101, 200, z. B. durch einen GPS/Galileo Empfänger, ermittelbar).

The following is also based on the 2a , a vehicle 200 described which is arranged to receive a vehicle cooperation message, wherein the vehicle cooperation message comprises lane data. The vehicle cooperation message may be at the receiving vehicle 200 via an antenna 221 and a suitable communication unit 220 be received. The V2X control unit 210 (also vehicle cooperation control unit 210 called), is arranged to read the received vehicle cooperation message and to extract the lane data (and possibly further position data) of the transmitting vehicle. Furthermore, the V2X control unit 210 be set up, a risk of collision between the sending vehicle 200 (eg the second vehicle 102 in 1a - 1c ) and the receiving vehicle 200 (eg the first vehicle 101 in 1a - 1c ) to detect. This can be the receiving first vehicle 101 . 200 Use one or more of the following information:

• • the received lane data (see, for example, the comments on
• 2 B ) of the sending second vehicle 102 . 200 ;
• • by a track recognition device 201 . 202 of the first vehicle 101 . 200 ascertained lane data of the first vehicle 101 . 200 ;
• • Satellite-based position data, speed, direction, dimensions of the sending second vehicle 102 . 200 (typically included in the vehicle cooperation message) and / or the receiving first vehicle 101 . 200 (typically locally in the first vehicle 101 . 200 , z. B. by a GPS / Galileo receiver, detectable).

Based on the above information, the V2X control unit 210 of the receiving vehicle 101 . 200 determine whether there is a risk of collision, at what time interval a collision is to be expected, and, if necessary, which countermeasures (see list above) are to be initiated. The V2X control unit 210 of the receiving vehicle 101 . 200 can be set up in the receiving vehicle 101 . 200 initiate or initiate countermeasures to be taken. Alternatively or additionally, the V2X control unit 210 of the receiving vehicle 101 . 200 be configured to generate a vehicle cooperation message (eg, a CAM message and / or a DENM message) and via the communication unit 220 to the second vehicle 102 . 200 , which is a risk of collision, to send.

• • Relative Entfernung der Fahrzeuge, und/oder relative Geschwindigkeit der Fahrzeuge, und/oder relative Position in der Fahrspur der Fahrzeuge;
• • Abgleich der o. g. Informationen mit verfügbaren Karten-Daten hinsichtlich dem tatsächlichen Vorliegen eines Kollisionsrisikos; so kann u. a. eine bauliche Trennung der Fahrbahnen 105 einen Einfluss auf das tatsächliche Vorliegen eines Kollisionsrisikos haben;
• • Rechts/Links-Verkehr (bspw. bei einer Überfahrt von/nach England), und/oder Anzahl der Fahrspuren, und/oder Nummer der eigenen Fahrspur relativ zu einer Anzahl von Fahrspuren;
• • Gezielte Aktivierung und Auswertung von PDC Sensoren im Frontbereich des Fahrzeugs;
• • Gezielter Abgleich mit Radar-Sensorik/Kamera-Sensorik im Frontbereich des Fahrzeugs;
• • Geometrie der Straße aus verfügbaren Karten-Daten;
• • Geometrie der Straße auf Basis von Trace-Chains (path history); derartige historische Geometrieinformationen können aus den periodisch übermittelten Fahrzeug-Kooperations-Nachrichten der Fahrzeuge auf der gleichen Straße ermittelt werden.

Consequently, vehicle cooperation applications (including, but not limited to, the timing and type of driver alert, and the timing and type of autonomous intrusion into a vehicle 101 . 102 . 200 be calculated) based on the transmitted lane data and one or more of the following information

• Relative distance of the vehicles, and / or relative speed of the vehicles, and / or relative position in the lane of the vehicles;
• • matching the above information with available map data regarding the actual existence of a collision risk; so can, inter alia, a structural separation of the lanes 105 have an influence on the actual existence of a collision risk;
• • right / left traffic (eg when crossing from / to England), and / or number of lanes, and / or number of own lane relative to a number of lanes;
• • Targeted activation and evaluation of PDC sensors in the front of the vehicle;
• • Targeted comparison with radar sensors / camera sensors in the front of the vehicle;
• • Geometry of the road from available map data;
• • Geometry of the road based on trace chains (path history); Such historical geometry information may be obtained from the periodically transmitted vehicle cooperation messages of the vehicles on the same road.

In a further embodiment, it can be cooperatively determined by the vehicles whether soon the total width of the lanes / lanes for two or more vehicles will no longer be sufficient (and thus a lateral collision risk exists). Countermeasures (eg warning and information notices, as well as automatic vehicle actions) can also be triggered in this case. For this purpose, the two vehicles determine 101 . 102 in the application case 120 out 1c Lane data using lane detection devices 201 . 202 in the respective vehicle 101 . 102 , In addition, the V2X control units 210 of the two vehicles 101 . 102 be set up, a lane prediction for the two vehicles 101 . 102 perform. In particular, a derivative of the tracking of the two vehicles 101 . 102 be determined for the near future (eg based on known or detected Spargeometrie on the basis of map data or messages relating to a construction site, as well as on the basis of the derivation of the driving dynamics assuming conventional lateral acceleration values).

As already explained above, a coordination of the two vehicles (in the scenario described above) may be involved 101 . 102 take place in such a way that the lane prediction is communicated via a special message, or another field in the vehicle cooperation message (eg the CAM or BSM message). So can the vehicles 101 . 102 about the development of the traffic lane 105 of each other vehicle 101 . 102 be informed and detect collision risks at an early stage and, if necessary, initiate countermeasures.

3a shows an exemplary method 300 for providing a vehicle cooperation message comprising lane data. The procedure 300 includes capturing 301 of lane data (eg, using a lane detection device 201 . 202 ). The procedure 300 continues to build 302 a vehicle cooperation message with the detected lane data, as well as the transmission 303 the Vehicle Collaboration message to another vehicle to facilitate Cooperative Awareness Applications.

3b shows a corresponding exemplary method 310 for processing a vehicle cooperation message comprising lane data. In step 311 For example, a vehicle cooperative message is received with lane data of another vehicle (eg, over a communication unit 220 ). Then the lane data is extracted (step 312 ). The procedure 310 further includes detecting 313 a collision risk based on the received lane data. Furthermore, the process can 310 the initiation 314 of suitable countermeasures (in the receiving, first, vehicle 101 and possibly in the sending, second, vehicle 102 ). To initiate a countermeasure in the second vehicle 102 (which is the risk of collision), the procedure 310 the sending 315 a corresponding vehicle cooperation message, which data to initiate the countermeasure in the second vehicle 102 includes.

As stated above, the lane data may be transmitted in standardized vehicle cooperation messages. The standardized vehicle cooperation message can be z. B. to act a CAM message. The vehicle cooperation message may include one or more data fields transmitted in each vehicle cooperation message (so-called persistent data fields). Alternatively or additionally, the vehicle cooperation message may comprise one or more data fields which are inserted only when certain conditions are met (so-called à la carte data fields or à la carte containers).

To transmit the lane data z. For example, a "LaneOverlap" data field (as a permanent or as an a la carte data field) may be included in the vehicle cooperation message. The "LaneOverlap" data field may contain information about which direction and to what extent the transmitting vehicle overlaps with an adjacent traffic lane.

In one embodiment, the "LaneOverlap" data field comprises a value range of 1 byte integer in the value range -127 to 128. The "LaneOverlap" data field may then be e.g. This value can be interpreted as follows: The value of the data field corresponds to the centimeters of the overlap (eg widest point, outside mirror) with the neighboring lane. One negative value indicates overlap with the neighboring lane to the left and one positive value indicates coverage with the neighboring lane to the right (or vice versa). The limit value -127 thus indicates that the transmitting vehicle has an overlap of 127 cm or more with the left lane, and the limit of +128 indicates that the transmitting vehicle has a coverage of 128 cm or more with the rightmost one Lane exists (or vice versa).

To the o. G. Data field is a variety of variants conceivable. So z. B. by reducing the resolution (eg. To 2 cm or 5 cm per integer value of the data field) can be achieved that larger overlaps can be signaled with the neighboring lane. Furthermore, fewer bits may be provided for the "LaneOverlap" data field to reduce the required transmission capacities. For example, the number of bits and the resolution can be reduced (eg to 6 bits and eg to 5 cm, or eg to 4 bits and eg to 10 cm), with appropriate adaptation of the "Randfalle" at the negative / positive limits of the value range. In addition, a non-linear coding of the overlap can be made, for example on the basis of a defined table or on the basis of a predefined non-linear function. The non-linear coding of the value range can, for. For example, in the case of a small overlap, a high resolution (of, for example, 1 cm) can be provided, with the resolution decreasing as the overlap increases, since then it is no longer so important how far the transmitting vehicle overlaps the adjacent roadway.

Different scenarios can be considered, eg. Example, a first scenario in an (intended) lane change or a second scenario in an overlap with an oncoming lane (ie with a lane in the opposite direction). In the first scenario, another data field ("LaneCount") of the vehicle cooperation message can be taken into account, which sets out which of mglw. several lanes (with the same direction of travel) the vehicle is currently driving. An (intended) lane change is assumed in one embodiment only when there is a complete overrun of the entire vehicle width. This leads to a Change the "LaneCount" data field in the vehicle cooperation message and reset the "LaneOverlap" data field. In one example, a 2m wide vehicle will drive the lane to the left, resulting in a "LaneOverlap" drop from 0 to -127. The "LaneOverlap" data field remains at the value -127 until the vehicle reaches its full latitude into the adjacent lane, resulting in a jump (ie, reset) of the "LaneOverlap" data field to 0 (and possibly a change of the "LaneCount" data field). In the second scenario, ie when z. B. based on the map information and / or the "LaneCount" data field is determined that it is the adjacent lane to an opposite lane, there is no jump of the "LaneOverlap" data field to 0 when the vehicle with its full width in the extends adjacent lane. The "LaneOverlap" data field thus continues to indicate the existence of a dangerous situation.

As already explained above, the data fields can be implemented as à la carte data fields, which are sent only if a condition exists. The sending vehicle knows, for example, its width b, the overlap o_s determined by the lane recognition device with the neighboring lane and the direction of the overlap o_d (eg left / right). From this, the value of the overlap o_c to be communicated can be determined as lane data. The "LaneOverlap" data field (which includes the value o_c) may e.g. B. as an à-la-carte data field depending on the condition that o_c deviates from the value 0.

As described above, an (intentional) lane change can be determined by the overlap with the adjacent lane being at least equal to the vehicle width. This condition can be inaccurate as in 4 explained. 4 shows a vehicle 101 (For example, a truck with a trailer), which is on a multi-lane road 103 turns and thus with multiple tracks 105 overlaps at the same time. The vehicle 101 initially drives in the right lane (number 0) and then turns left. This creates an overlap 401 with several left adjacent lanes (with the numbers 1 and 2). Out 4 It can be seen that in such situations the first scenario presented above may be inaccurate. To detect this case, the vehicle cooperation control unit may be configured to detect whether the vehicle conceals multiple lanes at the same time and / or whether the vehicle is only in one lane 105 located.

In other words, a "reset" of the "LaneOverlap" data field is not based on the vehicle width alone, but on the basis of the determined overlap and depending on the position of the vehicle 101 in relation to the street 103 and depending on the road geometry. The vehicle cooperation control unit may be configured to calculate the overlap, e.g. Based on the known road geometry (eg determined from a digital map, from GPS positioning data and / or from own surveying eg based on one or more cameras), as well as on the basis of the orientation, length and width of the vehicle 101 in relation to the street 103 , as well as trailer / trailer based on the orientation, length and width of the trailer (s). An extended range of values of the "LaneOverlap" data field may be required (eg, by reducing tripping) to communicate the overlap over multiple lanes within the vehicle co-operation message. A "zeroing" or a reset of the "LaneOverlap" data field is done in one embodiment only after the vehicle is completely back on track 105 is. In addition, an adaptation of the "LaneCount" data field typically only then takes place.

In an alternative or supplementary variant (eg in the "LaneCount" data field), those tracks are transmitted which are occupied overall and / or entered into. In the in 4 example shown are the lanes 0,1 and 2. For this purpose, for example, a new à-la-carte container "LaneOccupancy" can be used. As a further complement could be an indication of the occupancy (ie the overlap) per lane 105 (eg a percentage) (eg lane 2-80%, lane 1-100%, lane 0-70%). The specification can be coded, for example, in increments of 25% or 12.5%, so that only 2 or 3 bits are required for this.

The present document has described methods, devices and systems for detecting and possibly avoiding frontal / side collisions of vehicles. In particular, it has been described how lane data determined locally in a vehicle can be exchanged between several vehicles, and on the basis of this lane data, frontal / side collisions can be detected and suitable countermeasures can be initiated. By exchanging the lane data, cooperative front collision assistants (in automobiles and / or motorcycles), cooperative look-ahead bottleneck assistants, and / or lane change assistants (without dedicated side sensors) may be provided. The methods, devices and systems described in this document do not require highly accurate digital maps to know the exact course of a road and lanes. The described methods, By contrast, devices and systems are based on a relative distance between two vehicles. Due to the fact that no high-precision (and expensive) digital maps are required, a cost-effective implementation of collision avoidance applications is made possible.

The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended to illustrate only the principle of the proposed methods, apparatus and systems.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited non-patent literature

• ETSI Standard TS 102 637 [0002]
• SAE Standard SAEJ2735 [0002]
• Standard TS 102 637-2 [0002]
• ETSI Standard TS 102 637 [0031]
• Standard SAE J2735 [0031]
• ETSI TS102 637-2 [0031]
• ETSI TS 102 637-3 [0031]
• IEEE 802.11p standard [0045]

Claims (14)

A vehicle cooperation control unit ( 210 ) for a vehicle ( 102 . 200 ), which is set up, - data from a track-recognition device ( 201 . 202 ) of the vehicle ( 102 . 200 ) to recieve; Lane data from the received data of the lane detection device ( 201 . 202 ) to investigate; wherein the lane data is based on the analysis of a passive landmark; To include the lane data in a vehicle cooperation message; and - the vehicle cooperation message to a receiver ( 101 . 200 ) outside the vehicle ( 102 . 200 ) to send. The vehicle cooperation control unit ( 210 ) according to claim 1, wherein the lane data comprises one or more of: - an indicator that the vehicle ( 200 ) laterally with an adjacent lane ( 105 ) overlaps; - data regarding a degree of overlap ( 231 ); - Data regarding a current width ( 232 ) own lane ( 105 ); - data regarding a predicted width ( 233 ) own lane ( 105 ); and - data for future development ( 234 ) the degree of overlap ( 231 ). The vehicle cooperation control unit ( 210 ) according to any one of the preceding claims, wherein - the vehicle cooperation control unit ( 210 ) is set up on the basis of the received data of the lane recognition device ( 201 . 202 ) a lateral distance of the vehicle ( 200 ) from an adjacent lane ( 105 ) to investigate; and - the taking of the lane data into the vehicle cooperation message depends on the determined lateral distance. The vehicle cooperation control unit ( 210 ) according to any one of the preceding claims, wherein the passive landmark comprises one or more of: - a separating strip ( 104 ) between two lanes ( 105 ) of a road ( 103 ); - a side strip of the road ( 103 ); - an object on or on the street ( 103 ); and - one or more reflectors on the street ( 103 ). The vehicle cooperation control unit ( 210 ) according to any one of the preceding claims, wherein - the track-recognition device ( 201 . 202 ) one or more cameras ( 201 ); The data of the track recognition device ( 201 . 202 ) comprise an image of the passive landmark; and the vehicle cooperation control unit ( 210 ) is arranged to analyze the image of the passive landmark to determine the lane data. The vehicle cooperation control unit ( 210 ) according to any one of the preceding claims, wherein the vehicle cooperation message further comprises one or more of: - satellite-based position data of the vehicle ( 102 . 200 ); Satellite-based directional data of the vehicle ( 102 . 200 ); - speed data of the vehicle ( 102 . 200 ); and - descriptive attributes of the vehicle ( 102 . 200 ). The vehicle cooperation control unit ( 210 ) according to any one of the preceding claims, wherein the vehicle cooperation message - is a "Co-Awareness Message" message from a vehicle-to-X network; or - is a vehicle-to-X network "Decentralized Environmental Notification Message"message; or - is a "Basic Safety Message" message. The vehicle cooperation control unit ( 210 ) according to any one of the preceding claims, wherein lane data is included in one or more predetermined data fields of the vehicle cooperation message. A vehicle cooperation control unit ( 210 ) for a first vehicle ( 101 . 200 ) which is set up - a vehicle cooperation message from a sending second vehicle ( 102 . 200 ) to recieve; wherein the vehicle cooperation message includes lane data of the second vehicle ( 102 . 200 ); wherein the lane data on the analysis of a passive landmark by the second vehicle ( 102 . 200 ); and - based on the lane data, a risk of collision between the first vehicle ( 101 . 200 ) and the second vehicle ( 102 . 200 ) to investigate. The vehicle cooperation control unit ( 210 ) according to claim 9, which is further adapted, - a measure in the first vehicle ( 101 . 200 ) with regard to the identified risk of collision; and / or a rearward vehicle cooperation message to the second vehicle ( 102 . 200 ) with respect to the identified collision risk. A vehicle ( 101 . 102 . 200 ), comprising: - a vehicle cooperation control unit ( 210 ) according to any one of claims 1 to 10, wherein the vehicle cooperation control unit ( 210 ) is arranged to generate and / or evaluate a vehicle cooperation message; and a communication unit ( 220 ) configured to transmit and / or receive the vehicle cooperation message via a wireless network. A system for a cooperative vehicle application, the system comprising: a first vehicle cooperation control unit; 210 ) for a first vehicle ( 101 . 200 ) according to claims 9 to 10, wherein the first vehicle cooperation control unit ( 210 ) is arranged to receive a vehicle cooperation message; A second vehicle cooperation control unit ( 210 ) for a second vehicle ( 102 . 200 ) according to claims 1 to 8, wherein the second vehicle cooperation control unit ( 210 ) is arranged to generate and send the vehicle cooperation message; wherein the vehicle cooperation message includes lane data of the second vehicle ( 102 . 200 ); wherein the first and second vehicle cooperation control units ( 210 ) are arranged to provide one or more of the following co-operative vehicle application based on the vehicle cooperation message: detecting a risk of frontal collision between the first 101 ) and the oncoming second ( 102 ) Vehicle; and recognizing a risk of lateral collision between the first ( 101 ) Vehicle and the second (in the same direction) 102 ) Vehicle due to lane constriction and / or lane change. A procedure ( 300 ) for detecting a collision risk between a first ( 101 ) and a second ( 102 ) Vehicle; the method ( 300 ) comprises: - detecting a passive landmark on the second vehicle ( 102 ); - Determine ( 301 ) of lane data of the second vehicle ( 102 ) based on the detected passive landmark; - Produce ( 302 ) a vehicle cooperation message comprising the lane data; - send ( 303 ) of the vehicle cooperation message to the first vehicle ( 101 ), so the first vehicle ( 101 ) to detect the risk of collision. A procedure ( 310 ) for detecting a collision risk between a first ( 101 ) and a second ( 102 ) Vehicle; the method ( 300 ) comprises: - receiving ( 311 ) of a vehicle cooperation message from the second vehicle ( 102 ) by the first vehicle ( 101 ); wherein the vehicle cooperation message includes lane data of the second vehicle ( 102 ); wherein the lane data on the analysis of a passive landmark by the second vehicle ( 102 ); and - recognize ( 313 ), based on the lane data, a collision risk between the first vehicle ( 101 ) and the second vehicle ( 102 ).

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