DE102020200130A1 - Method, device and computer program for a vehicle for sending a sound-modulated request signal to a traffic infrastructure, as well as for a traffic infrastructure for receiving a sound-modulated request signal from a vehicle - Google Patents

Abstract

The present invention relates to a method, device and computer program for a vehicle for sending a sound-modulated request signal to a traffic infrastructure, as well as for a traffic infrastructure for receiving a sound-modulated request signal from a vehicle. A method 500 is proposed for a vehicle that is designed to send a sound-modulated request signal for route clearance to a traffic infrastructure, comprising: detecting 510 whether the traffic infrastructure is designed to receive the sound-modulated request signal, and if the traffic infrastructure is designed to receive the sound-modulated request signal is designed to send 520, via the one or more interfaces, information for controlling an electroacoustic distance transducer in order to generate the sound-modulated request signal.

Description

The present invention relates to a method, a device and a computer program for a vehicle for sending a sound-modulated request signal to a traffic infrastructure, as well as for a traffic infrastructure for receiving a sound-modulated request signal from a vehicle.

It is known that vehicles communicate with facilities of the traffic infrastructure, whereby these facilities can be designed as a barrier, also called a path barrier or barrier, or, for example, as a traffic light. This traffic infrastructure regulates, for example, access to parking garages or other parking spaces or access to toll roads or the like. Known radio methods for the near field can be used for communication with the traffic infrastructure, for example, which can be implemented as RFID (radio frequency identification), Bluetooth or NFC (near field communication). Devices for communication with the traffic infrastructure can be designed as independent devices for operation by a driver of the vehicle. As an alternative, the functionality can also be permanently integrated into the vehicle and operated via the usual operating elements of the vehicle.

KR2019014147A teaches a method of providing a parking payment service using sound wave communication between an interactive vehicle device and a wireless user terminal that provides various kinds of artificial intelligence payment services via a vehicle device in an interactive mode.

KR2019014148A teaches a method of providing a parking payment service using an on-vehicle interactive device that provides various types of payment services in an interactive mode.

CN105469481A teaches provision of a vehicle internet of things management method employing a new generation sound wave communication technique. According to steps of the method, a vehicle receives an instruction to start a vehicle horn.

CN208077253U teaches a parking fee system based on sound waves.

JP2004203360A teaches parking aid for automobiles, for example, the car selects a specific speaker according to the direction of travel of the vehicle to output parking aid information according to a position of the surrounding vehicle or pedestrian.

CN103956074A teaches a system for conducting the position service of a vehicle based on an ultrasonic location mechanism in a parking lot having reference and vehicle transceivers.

It is also known that certain areas are cordoned off with the help of barriers so that only authorized vehicles have access, for example to underground garages or multi-storey car parks. Such barriers have loudspeakers. In addition, it is known that RFID / NFC-based systems are being used more and more frequently for billing parking fees.

In this case, however, it is necessary that the vehicle transmitting the request is also equipped with the necessary communication devices. Not only are the additional costs incurred for these communication devices, the power consumption, the required installation space and the associated connection and control of the additional components also increase the costs and the complexity of the vehicle.

There is therefore a need to create an improved concept for the transmission of requests. The subjects of the independent claims take this need into account.

Embodiments are based on the core idea of transmitting the query signals from the vehicle to a traffic infrastructure via distance converters installed in most vehicles and thus of doing without physical additional components in the vehicle. In this case, ultrasonic sensors are used according to the invention for the transmission of the request signals, which are already often installed in current vehicles and are used as sensors for various applications. In exemplary embodiments, the vehicle has a plurality of ultrasonic sensors that can be installed in particular in the front and rear bumpers of the vehicle.

For example, vehicles nowadays increasingly have ultrasonic sensors installed on the vehicle for driver assistance systems, such as PDC (Park Distance Control), PLA (Park Steering Assistant), intelligent parking assistant (IPA), remote parking assistant RPA (Remote Park Assistant), ACC (Adaptive Cruise Control) ), Lane Assist.

To eliminate the disadvantages of the prior art, it may be necessary in exemplary embodiments, a method, a device and to use a computer program in which sound-based communication between the vehicle and the barrier of the parking lot management system is used for unambiguous vehicle identification and barrier opening. The sound-based communication can, for example, be generated by the ultrasonic sensors installed on the vehicle and recorded using microphones at the barrier. The evaluation can take place in exemplary embodiments in the parking lot management system.

In other words, a device, a method or a computer program can be used in which sound-based communication between a traffic infrastructure and a vehicle that is not coupled to the traffic infrastructure is used to convert request signals in the traffic infrastructure. The sound-based communication can be generated by the ultrasonic sensors built into the vehicle and recorded on the traffic infrastructure using microphones. The request signal is implemented in the transport infrastructure. For example, embodiments can provide a method, a device and a computer program for sound-based communication between a vehicle and a traffic infrastructure that is not coupled to the vehicle, as well as a request based thereon. In this context, in exemplary embodiments, access to the parking area, determination of the parking duration and the parking fee when leaving the parking area can be supported.

A method is proposed for a vehicle which is designed to send a sound-modulated request signal for route clearance to a traffic infrastructure. The method includes detecting whether the traffic infrastructure is designed to receive the sound-modulated request signal. If the traffic infrastructure is designed to receive the sound-modulated request signal, the method further comprises sending, via the one or more interfaces, information for controlling an electroacoustic distance converter in order to generate the sound-modulated request signal.

In this way, a request signal can advantageously be provided by the method for controlling tried-and-tested technology - the electroacoustic distance conversion - which is already widespread in vehicles at least in the form of sound sensors and can therefore be easily integrated as a familiar technology.

A further exemplary embodiment is a device for a vehicle which is designed to send a sound-modulated request signal for route clearance to a traffic infrastructure. The device comprises one or more interfaces for communication in the vehicle. The device further comprises a control module designed to detect, via the one or more interfaces, whether the traffic infrastructure is designed to receive the sound-modulated request signal. If the traffic infrastructure is designed to receive the sound-modulated request signal, the control module includes sending, via the one or more interfaces, information to control an electroacoustic distance converter in order to generate the sound-modulated request signal.

In this way, a request signal can advantageously be output by the device to control tried and tested technology - electroacoustic distance conversion - which is already widespread in vehicles at least in the form of other sound sensors and is therefore easy to integrate as a familiar technology.

In further exemplary embodiments, the control module of the device can also be designed to generate the information for an ultrasonic sensor as an electroacoustic distance transducer. The information for control is designed to generate the sound-modulated request signal in a frequency band adjacent to human hearing, which differs from the ultrasound range. The sound-modulated request signal is thus designed in such a way that the frequency lies in a frequency band adjacent to human hearing. In exemplary embodiments, a frequency between 18 kHz and 20 kHz can be used for the request signal.

The ultrasonic sensor component, which is widely used in vehicles, can advantageously be used, which is inexpensive to purchase due to the large number of items. The sound-modulated request signal between 18 kHz and 20 kHz also advantageously does not interfere with other applications that are used, for example, for voice transmission in the range up to 18 kHz or for ultrasound-based distance determination at around 50 kHz. In addition, inexpensive microphones can also be used for the barrier, since only the frequency range up to 20 kHz has to be received.

In other exemplary embodiments, the sound-modulated request signal can have an identifier, the identifier being designed to distinguish the sound-modulated request signal from other sound-modulated request signals.

A request signal can advantageously be assigned to a specific traffic infrastructure, so that, for example, if several traffic infrastructures are present, for example several barriers next to one another in a parking garage, one clear assignment to the respective transport infrastructure is possible.

In further exemplary embodiments, the control module can also be designed to determine the information for activating the electroacoustic distance converter in such a way that the sound-modulated request signal has at least one of the properties: movement data of the vehicle, environmental conditions, data from a parking lot system, identification recognized by an environmental sensor of the vehicle the transport infrastructure and geographical location of the vehicle.

In this way, the request can advantageously be limited to relevant scenarios, since if there are a large number of incorrect requests, the application will cause acceptance problems for the operator of the traffic infrastructure. In addition, the restriction to relevant query signals conserves the channel capacity of the acoustic channel.

Another exemplary embodiment is a vehicle with the device and at least one electroacoustic distance converter.

In this way, existing elements in the vehicle can advantageously be used to send out the request signal without the need to use additional components.

A further exemplary embodiment is a method for a traffic infrastructure which is designed to receive a sound-modulated request signal for clearing the path from a vehicle. The method includes receiving a representation for the sound-modulated request signal from a receiving module. In addition, the method includes determining information about a path clearance for the vehicle based on the representation for the sound-modulated request signal. Finally, the method includes providing the information about the route clearance to the traffic infrastructure if the route clearance takes place.

As mentioned above, communication with the traffic infrastructure can advantageously be carried out in this way without having to provide additional devices in the vehicle for this communication with the traffic infrastructure.

In exemplary embodiments, it is proposed that the information about the path clearance to the traffic infrastructure is based on at least one of the information identifying a vehicle driver, determining the parking duration and paying the parking fee.

In this way, a parking fee can advantageously be determined, which can include different pricing structures for different drivers. Various accounts or billing systems can also be used to offset the parking fees.

Embodiments also include a device for a traffic infrastructure that is designed to receive a sound-modulated request signal for clearing a route from a vehicle. The device comprises a receiving module for receiving a representation of the sound-modulated request signal from an electroacoustic distance converter of the vehicle. The device further comprises a control module designed to receive the representation for the sound-modulated request signal from the receiving module. The control module is also designed to determine information about a path clearance for the vehicle based on the representation for the sound-modulated request signal. Finally, the control module is designed to provide the information about the route clearance to the traffic infrastructure if the route clearance takes place.

In this way, communication with the traffic infrastructure can advantageously be carried out without having to provide additional devices in the vehicle for this communication with the traffic infrastructure.

Further exemplary embodiments are computer programs for carrying out a method described above or below, when the computer program runs on a computer, a processor, or a programmable hardware component.

The invention also includes further developments of the methods according to the invention which have one or more features as they have already been described in connection with the further developments of the devices according to the invention. For this reason, the corresponding developments of the method according to the invention are not described again here, but apply to them as disclosed. Analogously to this, aspects that have been described in connection with or as a method step also represent a description of a corresponding block or details or features of a corresponding device.

A program according to an exemplary embodiment can implement one of the methods while it is being carried out, for example, by reading out memory locations or writing data or several data into them, whereby switching processes or other processes in transistor structures, in amplifier structures or in other electrical, optical, magnetic components or components that work according to another functional principle. Correspondingly, by reading out a memory location, data, values, sensor values or other information can be recorded, determined or measured by a program. A program can therefore acquire, determine or measure quantities, values, measured quantities and other information by reading out one or more memory locations, and by writing to one or more memory locations it can cause, initiate or carry out an action and control other devices, machines and components .

• 1 ein System mit einem Ausführungsbeispiel einer Vorrichtung für ein Fahrzeug zum Senden eines schallmodulierten Anfragesignals an eine Verkehrsinfrastruktur, und einem Ausführungsbeispiel einer Vorrichtung für eine Verkehrsinfrastruktur zum Empfang eines schallmodulierten Anfragesignals von einem Fahrzeug;
• 2 ein Blockdiagram eines Ausführungsbeispiels eines Verfahrens für ein Fahrzeug zum Senden eines schallmodulierten Anfragesignals an eine Verkehrsinfrastruktur;
• 3 ein Blockdiagram eines Ausführungsbeispiels eines Verfahrens für eine Verkehrsinfrastruktur zum Empfang eines schallmodulierten Anfragesignals von einem Fahrzeug; und
• 4 ein detaillierteres Blockschaltbild eines Ausführungsbeispiels eines Verfahrens für ein System.

In the following, exemplary embodiments of the present invention will now be described in more detail with reference to the accompanying drawings. This shows:

• 1 a system with an embodiment of a device for a vehicle for sending a sound-modulated request signal to a traffic infrastructure, and an embodiment of a device for a traffic infrastructure for receiving a sound-modulated request signal from a vehicle;
• 2 a block diagram of an exemplary embodiment of a method for a vehicle for sending a sound-modulated request signal to a traffic infrastructure;
• 3 a block diagram of an embodiment of a method for a traffic infrastructure for receiving a sound-modulated request signal from a vehicle; and
• 4th a more detailed block diagram of an embodiment of a method for a system.

In the following description of the attached figures, which only show a few exemplary embodiments, the same reference symbols can designate the same or comparable components. Furthermore, summarizing reference symbols can be used for components and objects that appear several times in an exemplary embodiment or in a drawing, but are described jointly with regard to one or more features. Components or objects that are described with the same or summarizing reference symbols can be identical with regard to individual, several or all features, for example their dimensions, but possibly also different, unless the description explicitly or implicitly results in something else.

Although exemplary embodiments can be modified and changed in various ways, exemplary embodiments are shown in the figures as examples and are described in detail herein. It should be made clear, however, that it is not intended to restrict exemplary embodiments to the forms disclosed in each case, but rather that exemplary embodiments are intended to cover all functional and / or structural modifications, equivalents, and alternatives. The same reference symbols denote the same or similar elements throughout the description of the figures.

Note that an element referred to as being “connected” or “coupled” to another element may be directly connected or coupled to the other element, or intervening elements may be present. Conversely, when an element is said to be "directly connected" or "directly coupled" to another element, there are no intervening elements. Other terms used to describe the relationship between elements should be interpreted in a similar way (for example, "between" versus "directly between," "adjacent" versus "directly adjacent," etc.).

The terminology used herein is only used to describe particular exemplary embodiments and is not intended to limit the exemplary embodiments. As used herein, the singular forms “a,” “an,” “an,” and “der, die, that” are intended to include the plural forms as well, unless the context clearly indicates otherwise. Furthermore, it should be clarified that the expressions such as, for example, “includes”, “comprising”, “has”, “comprises”, “comprising” and / or “having”, as used herein, the presence of named features, integers, steps , Workflows, elements and / or components, but do not exclude the presence or addition of one or more characteristics, integers, steps, workflows, elements, components and / or groups thereof.

The components described here and below are described as “designed to” or “designed to” perform or fulfill a certain function, these terms being used synonymously and being interchangeable with one another. Such a component is able to perform the function described because, for example, appropriate software is available or held in a memory. For example, a control module that is designed or designed to control a transceiver module and is implemented in programmable hardware is to be interpreted in such a way that corresponding control software is available for controlling the transceiver module.

1 illustrates a system 400 with an embodiment of a device 10 for a vehicle 100 for sending a sound-modulated request signal 350 to a transport infrastructure 200 , and an embodiment of an apparatus 20th for a transport infrastructure 200 for receiving a sound-modulated request signal from a vehicle 100 . The system can do this 400 In exemplary embodiments, a backend (not shown) that is connected to the vehicle 100 and the transport infrastructure 200 communicates.

Exemplary embodiments show an apparatus 10 for a vehicle 100 that is used to send a sound-modulated request signal 350 is trained to clear the way to a traffic infrastructure. The device 10 includes one or more interfaces 12th for communication in the vehicle. The device further comprises a control module 14th that with the one or more interfaces 12th is coupled. The control module 14th can for example be designed to carry out calculations or logical operations. The control module 14th is designed to detect via the one or more interfaces 12th whether the traffic infrastructure to receive the sound-modulated request signal 350 is trained. The control module 14th is further developed if the traffic infrastructure is to receive the sound-modulated request signal 350 is designed to send via the one or more interfaces 12th , information for controlling an electroacoustic distance converter 120 around the sound-modulated request signal 350 to create.

Another embodiment is an apparatus 20th for a transport infrastructure 200 that are used to receive a sound-modulated request signal 350 is designed for clearing away from a vehicle. The device 20th includes a receiving module 22nd for receiving a representation of the sound modulated request signal 350 from an electroacoustic distance converter of the vehicle. The device further comprises 10 a control module 24 that comes with the receiving module 22nd is coupled. The control module 24 is designed to receive the representation for the sound-modulated request signal 350 from the receiving module 22nd . The control module 24 is also designed to determine information about a path clearance for the vehicle based on the representation for the sound-modulated request signal 350 . The control module 24 is also designed to provide the information about the route clearance to the traffic infrastructure 200 if the route is released.

1 shows an embodiment of a vehicle 100 (in dashed lines because of the device 10 optionally) comprising the device 10 and comprising at least one electroacoustic distance transducer 120 . In addition, the 1 one embodiment a transport infrastructure 200 (in dashed lines because of the device 20th optionally) comprising the device 20th and comprising at least one microphone 220 .

As the 1 further shows is a system 400 another embodiment. The system 400 includes an embodiment of a vehicle 100 with a device 10 and an embodiment of a transport infrastructure 200 with a device 20th . The system 400 may include, in exemplary embodiments, a backend (not shown) that is connected to the vehicle 100 and the transport infrastructure 200 communicates.

Here is the sound-modulated request signal 350 an acoustic signal. There is at least one distance converter from the 120 generated. This sound-modulated request signal 350 spreads through the air and is controlled by a microphone 220 of the mobile phone 200 recorded.

A representation for the sound-modulated request signal can be designed as an electrical signal. It can be designed as an analog signal which, in exemplary embodiments, is generated directly by one or more microphones. In other exemplary embodiments, it can also be digitized and, for example, modulated, wherein the modulation can include pulse code modulation (PCM), Advanced Multi-Band Excitation (AMBE), AMR (Adaptive Multi Rate) or Code Excited Linear Prediction (CELP).

The traffic infrastructure is a traffic control element that, for example, enables a vehicle to continue its journey. It can be designed as a barrier or as a traffic light or traffic sign system. The traffic light can be designed as a traffic light system in which a plurality of colors can be used in exemplary embodiments. Continuation of the journey can be permitted for each vehicle individually. Typical applications are paid parking spaces, the entry and exit of which can be regulated by barriers or traffic lights.

That from the control module 14th carried out detection of whether the traffic infrastructure to receive the sound-modulated request signal 350 is designed, for example, can use the vehicle's own sensors. Furthermore, in exemplary embodiments, signals from outside the vehicle can also be used for detection. In this respect, the detection means here a determination of information about whether the traffic infrastructure is to receive the sound-modulated request signal 350 is trained, what also by receiving or Receiving appropriate information from outside the vehicle 100 can happen.

The device is thus with the named components 10 for the vehicle 100 suitable, the sound-modulated request signal 350 stimulate output by the electroacoustic distance transducer 120 if the traffic infrastructure to receive the sound-modulated request signal 350 is trained. That through the microphone 220 the transport infrastructure 200 recorded sound-modulated request signal 350 is used as a representation of the sound-modulated request signal 350 the device 20th the transport infrastructure 200 supplied and evaluated there. As a result of the evaluation, the device represents 20th the transport infrastructure 200 Information available. The transport infrastructure 200 converts this information, for example, into a route clearance for the vehicle in exemplary embodiments 100 to, for example, by lifting the barrier or switching on a clearance light at traffic lights. In embodiments, the billing of fees, for example parking space fees, can also be included. Alternatively, in exemplary embodiments, the route clearance and billing can be included in the information about the route clearance to the traffic infrastructure. In other words, information about the route clearance to the traffic infrastructure can also include the route clearance and / or billing.

The device 10 , 20th can correspond to one or more modules in the form of any controller or processor or a programmable hardware component in exemplary embodiments. The respective control module can do this 12th , 22nd correspond to a computing or logic unit and the one or more interfaces 12th , or, the receiving module 22nd an interface of a processor or controller (for example input / output ports). Alternatively, a device 10 can also be implemented as software that is programmed for a corresponding hardware component. To this extent, a device 10, 20 can be implemented as programmable hardware with appropriately adapted software.

The one or more interfaces 12th and / or the receiving module 22nd the respective device 10/20 can be designed as the contacts of the aforementioned module in exemplary embodiments. In exemplary embodiments, they can also be designed as separate hardware. They can include memories that at least temporarily store the signals to be sent or received. The one or more interfaces 12th and / or the receiving module 22nd can be designed to receive electrical signals, for example as a bus interface, or as an optical interface. In addition, they can be designed for radio transmission in exemplary embodiments and include a radio front end and associated antennas. Furthermore, synchronization mechanisms for synchronization with the respective transmission medium can be included for the one or more connection types, for example for the CAN bus.

A control module 14th , 24 may include other elements of the aforementioned building block in exemplary embodiments. This can be any processor cores, such as digital signal processor cores (DSPs). Embodiments are not restricted to a specific type of processor core. There are arbitrary processor cores or also several processor cores or microcontrollers for the implementation of the control module 14th , 24 conceivable. Implementations in integrated form with other devices are also conceivable, for example in a control unit for a vehicle that additionally includes one or more other functions. In exemplary embodiments, the control module 14th , 24 by a processor core, a computer processor core (CPU = Central Processing Unit), a graphics processor core (GPU = Graphics Processing Unit), an application-specific integrated circuit core (ASIC = Application-Specific Integrated Circuit), an integrated circuit (IC = Integrated Circuit), an on -Chip system core (SOC = System on Chip), a programmable logic element or a field programmable gate array with a microprocessor (FPGA = Field Programmable Gate Array) can be implemented as the core of the above-mentioned module or modules.

In exemplary embodiments, the transmission can comprise a transmission of a signal via a wire-based interface or by radio. The wire-based interface can, for example, be designed as a bus, for example on a CAN bus (Controller Area Network) or LAN connection, via which signals from devices connected to the connection can be sent and received. Alternative standards such as FlexRay, Ethernet, K-line, LIN (Local Interconnect Network) and MOST MOST (Media Oriented Systems Transport) can also be used. Alternatively, optical conductors can also be used in place of the wires. The transmission can also take place via radio transmission. Various radio standards such as Bluetooth, ZigBee, NFC (near field communication), RFID (radio-frequency identification) or proprietary standards or agreements are available that allow radio communication within the vehicle.

Sending information to control an electroacoustic distance transducer 120 to get the sound-modulated request signal 350 to can generate, in exemplary embodiments, the generation of the sound-modulated request signal 350 by the controlled electroacoustic distance converter 120 include. In this case, the sound-modulated request signal is used in exemplary embodiments 350 to the transport infrastructure 200 Posted.

To detect whether the traffic infrastructure is to receive the sound-modulated request signal 350 is formed, both the vehicle's own sensor system, which is also known as the environment sensor system of the vehicle, can be used, and corresponding signals from outside the vehicle can be used. The environment sensors can use sensors based on ultrasonic sensors, cameras, radar, lasers and lidar. For detection purposes, data from the various sensors can be collected in a data cloud and evaluated according to various patterns. In exemplary embodiments, this pattern recognition can recognize a traffic infrastructure, which can be based, for example, on a barcode, 2D (dimensions) code recognition or the like. Furthermore, the pattern recognition in exemplary embodiments can recognize types of lanes which, for example, can differentiate between specific lanes. In this way, lanes of the lane type “parking lot” or “urban road”, “motorway” or “country road” can be recognized. In addition, the security of detection can be further increased by including and processing vehicle-external data that can be transmitted to the vehicle via X2V (X to Vehicle) transmission. Furthermore, in exemplary embodiments, data that have already been evaluated outside the vehicle, for example sensor data that have already been evaluated, can be transmitted, which are used for detection in the control module.

The information for controlling the electroacoustic distance transducer can be designed in exemplary embodiments as a specific command which now causes the distance transducer to adopt a separate mode of operation, deviating from its previous mode of operation. This separate operating mode can include the transmission of acoustic request signals to warn road users. The special command can immediately initiate a modulation in that an acoustic signal is generated immediately for each command. However, a circuit or a program can also be provided in a control module of the electroacoustic distance converter which is activated by the specific command and, for example, emits an acoustic signal sequence. The acoustic signal sequence can include information that includes an identification of the vehicle, the position of the vehicle, its direction of movement, its speed, its urgency and other vehicle parameters. The form, content and structure of this information are the control modules 14/24 in the device of the vehicle 10 and in the device 20th the transport infrastructure 200 known.

A vehicle 100 can be a motor vehicle in the sense of the preceding or following description. The motor vehicle can be a motorized, mobile means of transport for the transport of people and / or goods, for example a land vehicle. The vehicle 100 is for example a passenger car, a truck, a bus or a motorcycle.

The electroacoustic distance converter converts the information received (for example in the form of a control signal) into acoustic signals. Electroacoustic distance converters are known in vehicle construction and can be used, for example, as distance determiners between an obstacle that is defined as a body or object and the vehicle. They can be permanently installed in the vehicle and arranged in such a way that they are preferably used in the direction of movement of the vehicle.

In exemplary embodiments, the control module 14th also be designed to provide the information for an ultrasonic sensor as an electroacoustic distance transducer 120 to create. Ultrasonic sensors are common components in vehicle construction that are used in particular for distance measurements and, in exemplary embodiments, can be arranged in the bumpers of the vehicles. Furthermore, the information for control can be designed to the sound-modulated request signal 350 in a frequency band adjacent to human hearing, which differs from the ultrasound range. This frequency band can include frequencies from 18 kHz to 20 kHz.

The information for the control of the ultrasonic sensor can in embodiments of the information for the control of the electroacoustic distance transducer 120 same as that described above. In exemplary embodiments, this can also result in a sound-modulated request signal 350 in the described frequency band between 18kHz and 20kHz. Use can also be restricted to parts of the frequency band from 18 kHz to 20 kHz, for example 18 kHz to 19 kHz or 19 kHz to 20 kHz. In other words, it is the control module 14th designed to generate information for controlling the electroacoustic distance converter in order to transmit the sound-modulated request signal 350 in the frequency band between 18kHz to 20kHz.

Commercially available ultrasonic sensors can be used, which are provided by the additional Commands / excitation are initiated, the sound-modulated request signal in the frequency band between 18kHz and 20kHz 350 to send out. As an alternative, specific ultrasonic sensors with a sensor-specific control module can also be used in exemplary embodiments, which when the additional commands are received, the sound-modulated request signal 350 determine and transmit in the frequency band between 18kHz to 20kHz. The sensor's own control module can be designed as an ASIC (application-specific integrated circuit), for example, which is able to initiate sound transmission at 50 kHz or between 18 kHz to 20 kHz in response to corresponding commands received. Accordingly, in exemplary embodiments, the control module 14th also the control module of the electroacoustic distance converter 120 include. In this case, they comprise one or more interfaces 12th the analog signal, for example, between the sensor's own control module and the acoustic vibration parts of the electroacoustic distance converter 120 .

In exemplary embodiments, the sound-modulated request signal 350 has an identifier, the identifier being designed to receive the sound-modulated request signal 350 to be distinguished from other sound-modulated request signals.

In exemplary embodiments, an identifier can be used as the header of the request signal 350 be designed to distinguish the request signal 350 from other signals. This can be an agreed sequence of tones in a specific frequency range that is generated by the traffic infrastructure 200 for example by microphone 220 can be received and in devices 20th to receive the sound-modulated request signal are evaluated and recognized. In exemplary embodiments, the identifier can comprise a sequence of changing frequencies which are transmitted in connection with predetermined durations. However, individual tones with a certain duration can also be used. In other words, the identifier can generally also be understood as a signal pattern that can be recognized in a set of data.

The identifier of the sound-modulated request signal can also be used 350 in exemplary embodiments include a minimum volume level so that its detection is still reliably possible even in a noisy environment. This minimum volume level can be above the volume level of the remaining part of the request signal (without the identifier) and / or above the volume level of the distance converter in other operating modes.

A directional characteristic of the electroacoustic distance transducer can also be used in exemplary embodiments 120 for aligning the sound-modulated request signal 350 are used, in particular since a plurality of these electroacoustic distance transducers are installed in modern vehicles, which are designed as ultrasonic sensors in exemplary embodiments. When choosing the geographic location of the transport infrastructure 200 be taken into account, so that those electroacoustic distance transducers 120 can be selected whose sound-modulated request signal 350 on the transport infrastructure 200 is aligned. In other words, in exemplary embodiments, the control module 14th be designed to select the electroacoustic distance converter 120 , its sound-modulated request signal 350 on the transport infrastructure 200 is aligned.

In other exemplary embodiments, the chirp (English for chirping, chirping, chirping, also called Compressed High Intensity Radiated Pulse) principle can be used. In signal processing, a signal whose frequency changes over time is referred to as a chirp. A distinction is made between positive chirps - in which the frequency increases over time - and negative chirps - in which the frequency decreases. By receiving such chip signals as a sound-modulated request signal 350 in transport infrastructure 200 , for example from electroacoustic distance converters 120 , which are arranged on the front vehicle bumper and those which are arranged on the rear vehicle bumper, can be derived whether the vehicle 100 on the transport infrastructure 200 moving towards or away from it. Thus, in the case of several barriers or traffic lights in spatial proximity to one another, the assignment of vehicle to barrier or traffic light can be improved.

In exemplary embodiments, the identifier can be obtained from a reception filter of the control module 24 be recognized.

Furthermore, in exemplary embodiments, the determination can include the identification of a direction of the received signal. In addition, the ascertaining can include the recognition of an identification of the vehicle, the position of the vehicle, its direction of movement, its speed, its urgency and other vehicle parameters. In exemplary embodiments, the determination can include known decoding methods or demodulation methods. In embodiments, further reception filters can also be used to identify this information.

Furthermore, in exemplary embodiments, the control module 14th furthermore be designed to receive the information for controlling the electroacoustic distance converter 120 to be determined in such a way that the sound-modulated request signal 350 at least with regard to one of the properties movement data of the vehicle 100 , Environmental conditions, data from a parking lot system, through an environmental sensor system of the vehicle 100 recognized identification of the traffic infrastructure and geographical location of the vehicle 100 is pronounced.

In exemplary embodiments, one or more of these additional conditions can be determined by the vehicle's own pattern recognition based on the vehicle's own sensor data. Alternatively, in exemplary embodiments, they can also be based on data remote from the vehicle, which is sent to the vehicle via an X2V interface, for example 100 can be transmitted. Alternatively, in exemplary embodiments, they can also be based on the merging of the vehicle's own pattern recognition and the transmitted data.

So can the specific direction of movement of the vehicle 100 based on location data, for example GPS data. In exemplary embodiments, information about environmental conditions can include weather information such as darkness, rain, fog, snowfall and can be based on the vehicle's own pattern recognition and / or based on information transmitted via the X2V interface. Data from a parking lot system can include an identification of the parking lot. Identification of the traffic infrastructure recognized by an environment sensor system of the vehicle can include, for example, an optical code that can be read out on the infrastructure. In exemplary embodiments, it can also be radio signals with which the traffic infrastructure can be identified. Information about a geographical location of the vehicle 100 can include, for example, different types of lanes such as “parking lot” or “urban road”, “motorway” or “country road” and, in exemplary embodiments, can be based on in the control module 14th stored road maps and / or based on information transmitted via the X2V interface.

In further exemplary embodiments, the control module 14th furthermore be designed to receive the information for controlling the electroacoustic distance converter 120 to be determined in such a way that the sound-modulated request signal is expressed at least with respect to one of the properties frequency modulation, amplitude modulation, signal duration and signal pattern.

For this purpose, in exemplary embodiments, in a memory of the control module 14th Specifications are stored on which the information for controlling the electroacoustic distance converter 120 is based. Alternatively, in exemplary embodiments, this information can be based on the detection of whether the vehicle is 100 the road user 300 approximates to be determined. For example, information about the road user can be sent via an X2V interface 300 and / or its transport infrastructure 200 be transmitted to the vehicle. Especially when using electroacoustic distance converters 120 With a specific control module, a parameter in the control information can specify the corresponding property. The frequency modulation can be achieved in a simple form by changing between at least two different frequencies. The amplitude modulation can be designed as a change between at least two amplitudes. The transmission of signals can be designed using different signal durations, which comprise at least a shorter and a longer signal duration. Different signal patterns can be designed orthogonally, so that a large number of items of information encoded in this way can be transmitted simultaneously without or with only minor mutual interference.

In the case of frequency modulation, a relatively interference-free signal can advantageously be generated which, for example, allows a higher dynamic range of the information signal compared to amplitude modulation and thus also stands out advantageously from the other transmission methods. In the case of amplitude modulation, several useful signals can advantageously also be transmitted simultaneously and without mutual interference, which advantageously distinguishes them from most other methods. When modulating the signal duration - in contrast to the other methods mentioned - a simple control of the electroacoustic distance converter can advantageously be implemented, in which, for example, the signal is switched on and off directly via bus commands. For example, they can include sending Morse code, which in turn can be easily generated using bus signals. Signal patterns can advantageously facilitate the assignment of the received signals to a certain category, for example the category of the query signals that can be specifically treated by the receiving traffic infrastructure. Alternatively, signal patterns can also form orthogonal signals that do not or hardly interfere with one another and thus allow various signals to be operated in parallel. When combining different properties, the advantages can also be combined.

A plurality of the properties of frequency modulation, amplitude modulation, signal duration and signal pattern can also be parameterized at the same time in exemplary embodiments.

2 shows a block diagram of an embodiment of a method 500 for a vehicle capable of transmitting a sound modulated The request signal is designed to clear the route to a traffic infrastructure, based on the scenario of the 1 . The method includes detecting 510 whether the traffic infrastructure is designed to receive the sound-modulated request signal. If the traffic infrastructure is designed to receive the sound-modulated request signal, the method also includes sending 520 , via the one or more interfaces, information for controlling an electroacoustic distance converter in order to generate the sound-modulated request signal.

In one exemplary embodiment, FIG 3 a procedure 600 for a traffic infrastructure that is designed to receive a sound-modulated request signal for route clearance from a vehicle, based on the scenario of 1 . The method comprises the step of receiving the sound-modulated request signal from an electroacoustic distance converter of the vehicle. The method further comprises the step of receiving 610 a representation for the sound-modulated request signal from a receiving module. The method further comprises the step of determining 620 information about a path clearance for the vehicle based on the representation for the sound-modulated request signal. Finally, the method includes the step of providing 630 the information about the route clearance to the traffic infrastructure, if the route clearance takes place.

Providing 630 the information about the route clearance to the traffic infrastructure, if the route clearance takes place, can in embodiments include processing for evaluating the information by the traffic infrastructure or by a backend or a central unit that processes vehicle data, accounting data or the like for the route clearance. Thus, in exemplary embodiments, a cost calculation can be raised when leaving the parking lot and, for example, after approval or automatically, a bank account or the like can be charged. This can be based on a determination of the parking duration, which can also be remunerated as a function of the time, for example.

In exemplary embodiments, the information about the clearing of the route to the traffic infrastructure can be based at least on one of the information identifying a vehicle driver, determining the parking duration and paying the parking fee.

The identification of a vehicle driver can be designed as a data field that is temporarily or permanently assigned to a vehicle driver. The identification of the vehicle driver can be based on a contract that the vehicle driver has concluded with an operator of a parking space management system. The data field can be divided into a header and a user data part.

The determination of the parking time can include the time between entering the parking lot and exiting the parking lot. In exemplary embodiments, a barrier can allow the respective further travel for both processes. Alternatively, traffic lights can also be used. In exemplary embodiments, the determination of the parking duration can also include free parking times for which no parking fee is incurred. These free parking times can also be different for each driver.

The payment of the parking fee can include at least one of the following payment types: cash payment, card payment, whereby credit cards and other bank cards can be used. Furthermore, in exemplary embodiments, automatic debits from the bank account or credit balance or other accounts can also be carried out without the use of cards in which, for example, an identification of the vehicle driver with respect to the vehicle is used. This identification can take place, for example, by recognizing body features or by entering login sequences, passwords or the presence of special key elements.

The information about the clearance can include the information for identifying a vehicle driver, determining the parking time and the payment of the parking fee in plain text. Alternatively, these parameters can also be included in processed form, for example as a barrier opening signal.

Furthermore, in exemplary embodiments, the identity of a driver of the vehicle 100 with the sound-modulated request signal 350 are transmitted and / or an identification of the vehicle 100 . The identity and / or the identification can be agreed with the backend, the backend also providing this information to the traffic infrastructure. Accordingly, this information can also be changed dynamically and, for example, only apply for certain periods of time.

In further exemplary embodiments, a computer program with a program code according to one of the aforementioned methods 500 , 600 be performed. For this purpose, the program code can be executed on a computer, a processor, a control module or a programmable hardware component. The procedures mentioned 500 , 600 can therefore be implemented in exemplary embodiments as software that can be used on a wide variety of hardware, as already disclosed. Various programming languages that are familiar to the person skilled in the art and for this reason are not explained further here come into consideration.

4th FIG. 11 shows a more detailed block diagram of an exemplary embodiment of a method for a system. It shows a selection of function blocks for a vehicle 100 with dash-dotted frame lines and for a transport infrastructure 200 with dashed frame lines. The blocks with solid frame lines represent influencing variables that provide information to the function blocks. The solid arrows and the dashed arrows are different only for reasons of illustration without expressing different technical meanings.

The block shows 780 a determination of a current scenario, corresponding to the above-mentioned detection 510 whether the traffic infrastructure is designed to receive the sound-modulated request signal in the control module 14th takes place. There is information from a vehicle environment 710 , a vehicle speed 730 , a backend 740 that can be connected via an X2V interface, for example, via a lane type 750 , via a GPS position 760 , and via specifications for extended ultrasonic sensor control 850 in the investigation 780 considered. With the exception of the information from the backend, this information can be collected by the vehicle's own sensors and can be provided directly or alternatively in preprocessed form.

• Ermittlung eines aktuellen Szenarios 780 anhand von verschiedenen Eingangsgrößen kann folgende relevante Szenarien umfassen:
  1. 1) wenn der Motor vom Fahrzeug an ist,
  2. 2) wenn sich das Fahrzeug im niedrigen Geschwindigkeitsbereich 730 bewegt (kleiner als Schwellwert, zum Beispiel 15km/h),
  3. 3) wenn mittels Umfeldsensorik des Fahrzeugs (zum Beispiel Ultraschallsensoren, Kamera, Radar, Laser) eine Schranke erkannt wurde, oder
  4. 4) wenn sich das Fahrzeug einem Parkbereich 710 nähert, welcher ein unterstütztes Bezahlsystem anbietet.

The following can be included in a step 1 in exemplary embodiments:

• Determination of a current scenario 780 Based on various input variables, the following relevant scenarios can include:
  1. 1) when the engine is on from the vehicle,
  2. 2) when the vehicle is in the low speed range 730 moved (less than the threshold value, for example 15km / h),
  3. 3) if a barrier was detected by means of the vehicle's environment sensors (e.g. ultrasonic sensors, cameras, radar, lasers), or
  4. 4) when the vehicle is in a parking area 710 approaches, which offers a supported payment system.

In exemplary embodiments, it is also possible to define a combination of different conditions, for example when a vehicle is moving in the low speed range towards a parking area that offers a supported payment system.

Alternatively, in a further exemplary embodiment of step 1, certain barriers, for example toll stations or parking lots, can be taken into account if 5) the vehicle is on lanes with a certain lane type 750 moved, for example “parking lot” or “urban road” (not on “motorway” or “country road”).

The result of the determination of the current scenario 780 it is checked whether a relevant scenario exists, process 810 . In exemplary embodiments, this can be a test in a step 2 810 include whether a relevant scenario from step 1 is present. If this is the case, the program branches to step 3a. If this is not the case, a branch is made to step 3b.

If there is no relevant scenario (no case), the standard ultrasonic sensor control is used 820 branched. This use 820 takes into account ambient temperature / humidity 840 as well as optional specifications for standard ultrasonic sensor control 880 . In exemplary embodiments, this can include a step 3a if no relevant scenario is present. Then the ultrasonic sensors installed on the vehicle are controlled with the standard 820 controlled. The standard control 820 includes which ultrasonic sensors measure in which order, at which point in time and with which signals (amplitude, frequency, signal duration, signal modulation). The standard control takes place depending on the ambient conditions (e.g. ambient temperature 840 ) as well as in the ultrasonic frequency range (approx. 50 kHz). Signals in the ultrasonic frequency range (approx. 50 kHz) that are used for distance measurement are not suitable for being received by a microphone of a mobile device such as a smartphone, as their microphone is not designed for this frequency range.

If, on the other hand, there is a relevant scenario during the examination 810 before (yes-case), becomes the process of selecting relevant ultrasonic sensors 830 branched. This process 830 takes information from the vehicle environment into account 710 and a direction of movement of the vehicle 720 .

In exemplary embodiments, this can include a step 3b when a relevant scenario has been identified. In this case, certain ultrasonic sensors are used by the vehicle with the extended sensor control 830 controlled. In exemplary embodiments, the sensors are selected on the basis of the direction of movement of the vehicle. So it can make sense that only the sensors in the direction of movement of the vehicle (for example sensors on the front bumper when driving forward, left curve only front center and front left) are operated with the extended sensor control. In addition, you can include the position of a recognized barrier in the vehicle environment.

After selecting relevant ultrasonic sensors 830 becomes the process of using the "extended ultrasonic sensor control" 870 forwarded. This corresponds to the method step sending 520 , via the one or more interfaces 12th , information for controlling an electroacoustic distance converter 120 around the sound-modulated request signal 350 to create. The process also takes into account 870 still information about the ambient temperature / humidity 840 , as well as the specifications for standard ultrasonic sensor control 880 . The process 870 branches back to the process on the one hand 780 , Determination of the current scenario, to check whether a relevant scenario still exists, 890 . On the other hand, the process branches out 870 to the process of evaluating the ambient noise 910 , a process for a transport infrastructure.

In exemplary embodiments, this can include a step 4 in which an extended sensor control 870 activates certain first ultrasonic sensors in a different frequency range (18-20Khz) and certain second ultrasonic sensors according to the standard activation (approx. 50khz) 820 drives. When controlled with the other frequency range (18-20kHz) 870 on the one hand, it is useful if the amplitude and the signal duration are adapted to the frequency range. On the other hand, it may be necessary in exemplary embodiments to use a vehicle-specific and possibly day-specific pattern / coding that can be recognized in the traffic infrastructure, for example a sequence of tones with a certain length, amplitude and pause length. In exemplary embodiments, the control can also be carried out as a function of the ambient conditions (for example ambient temperature 840 ) respectively. The determination of which vehicle is assigned which pattern on which day is made by the parking lot management system and via the backend 740 transmitted to the vehicle. This ensures that both the parking space management system and the vehicle know the vehicle-specific pattern.

The other frequency range (18-20Khz) is selected, for example, so that it is not in the ultrasonic range, so that the microphones of a mobile device such as a smartphone can receive these signals. At the same time, the frequency range can be selected in such a way that the human ear does not register these signals. The signals in this frequency range (18-20Khz) can no longer be used for distance measurement. The signals in the frequency range (18-20Khz) do not interfere with the simultaneous measurements in the higher frequency range from other sensors on the vehicle.

It can be continuously changed which sensor is according to the standard control 880 (50kHz) and which one according to the other control 850 (18-20kHz, different amplitude) should send, with each sensor within a specified period of time after the standard control 880 must be controlled. This ensures that the detection of the surroundings for driver assistance systems based on the ultrasonic sensors (for example parking aid, parking assistant) is still given. If, for example, it was determined in step 3 that the ultrasonic sensors installed in the front bumper with the extended control 870 are to be controlled, it can be continuously changed which sensor in the front bumper according to the standard control (50kHz) 880 and which one according to the other control (18-20kHz, different amplitude) 850 should send.

The process of evaluating ambient noise 910 is intended for a transport infrastructure, as already mentioned. It corresponds to receiving 610 a representation of the sound-modulated request signal of the method 600 for a transport infrastructure 200 . In addition to the outcome of the process, use advanced ultrasonic sensor control 870 the process takes into account 910 information on ambient temperature / humidity 840 , the specifications for advanced ultrasonic sensor control 850 as well as microphone smartphone / smart watch information 860 .

In exemplary embodiments, this can include a step 5 in which the ambient noise is recorded at the barrier with the aid of microphones (for example in a smartphone or Smarfiniatch) 910 recorded and evaluated in the parking lot management system.

The outcome of the operation 910 leads to the decision 920 whether the extended ultrasonic sensor activation was recognized. This corresponds to the process 620 Determination of information about a path clearance for the vehicle based on the representation for the sound-modulated request signal of the method 600 for a transport infrastructure 200 .

In exemplary embodiments, this can include a step 6 in which, on the basis of the specifications for extended ultrasonic sensor control 870 it is checked whether the extended sensor control 920 was recognized. In particular, the specified frequency, amplitude and pattern of the extended ultrasonic sensor control are used 870 taken into account in the frequency range (18-20kHz) (compare with step 4).

Will the decision 920 Yes, it is used to open the barrier and optionally, in exemplary embodiments, to determine / bill the parking time 940 branched. This is with the feature 630 equate to the provision of the information about the route clearance to the traffic infrastructure, if the route clearance takes place in the process 600 for a transport infrastructure 200 .

In exemplary embodiments, this can include a step 7a in which, if the extended sensor control 870 was recognized, the barrier opened for the vehicle and the calculation of the parking time in the parking lot management system 940 can be started. Exiting the vehicle can also be recognized in the same way. The parking fee is then billed via the parking lot management system. For this purpose, a customer account is assigned to the vehicle, which can be used for billing in exemplary embodiments.

However, the decision will be 920 no, becomes the process 930 , The barrier remains closed, branches. In exemplary embodiments, this can include a step 7b in which, if the extended sensor control 870 was not recognized, the barrier remains closed.

In a step 8, in exemplary embodiments, the standard control 820 can be used for all ultrasonic sensors installed on the vehicle, unless a relevant scenario 810 there is more.

The features disclosed in the above description, the following claims and the attached figures can be important and implemented both individually and in any combination for the realization of an exemplary embodiment in its various configurations.

List of reference symbols

10

Device for a vehicle

12th

one or more interfaces, I / O (input / output)

14th

Control module, µC (microcontroller)

20th

Device for a traffic infrastructure

22nd

one or more interfaces, I / O (input / output)

24

Control module, µC (microcontroller)

100

vehicle

120

electroacoustic distance converter

200

Transport infrastructure

220

microphone

350

sound-modulated request signal

400

System comprising a vehicle device and a transportation infrastructure

500

Procedure for a vehicle

510

Detection of whether the vehicle is approaching the traffic infrastructure

520

Sending information

600

Procedure for a transport infrastructure

610

Receiving a representation of the sound modulated request signal

620

Obtaining information

630

Providing the information

700

system

720

Direction of movement from the vehicle

730

Vehicle speed

740

Backend

750

Lane type

760

GPS position

780

Determination of the current scenario

810

Is there a relevant scenario?

820

Use of standard ultrasonic sensor control

830

Selection of relevant ultrasonic sensors

840

Ambient temperature / humidity

850

Specifications for extended ultrasonic sensor control

860

Microphone barrier

870

Use of extended ultrasonic sensor control

880

Specifications for standard ultrasonic sensor control

890

Does the relevant scenario still exist?

910

Evaluation of the ambient noise

920

Was the extended ultrasonic sensor activation recognized?

930

The barrier remains closed

940

Opening of the barrier &, if necessary, determination / billing of parking time

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• KR 2019014147 A [0003]
• KR 2019014148 A [0004]
• CN 105469481 A [0005]
• CN 208077253 U [0006]
• JP 2004203360 A [0007]
• CN 103956074 A [0008]

Claims (10)

A method (500) for a vehicle, which is designed to send a sound-modulated request signal for route clearance to a traffic infrastructure, comprising: Detecting (510) whether the traffic infrastructure is designed to receive the sound-modulated request signal, and if the traffic infrastructure is designed to receive the sound-modulated request signal, Sending (520), via the one or more interfaces, information for controlling an electroacoustic distance converter in order to generate the sound-modulated request signal. A device (10) for a vehicle (100) which is designed to send a sound-modulated request signal (350) for route clearance to a traffic infrastructure, the device (10) comprising: one or more interfaces (12) for communication in the vehicle; a control module (14) designed for Detecting, via the one or more interfaces (12), whether the traffic infrastructure is designed to receive the sound-modulated request signal (350), and, if the traffic infrastructure is designed to receive the sound-modulated request signal (350), Sending, via the one or more interfaces (12), information for controlling an electroacoustic distance converter (120) in order to generate the sound-modulated request signal (350). The device (10) according to Claim 2 , wherein the control module (14) is further designed to generate the information for an ultrasonic sensor as an electroacoustic distance transducer (120), and wherein the information is designed to control the sound-modulated request signal (350) in a frequency band adjacent to human hearing that is different from the ultrasonic range. The device (10) according to one of the Claims 2 or 3 wherein the sound-modulated request signal (350) has an identifier, the identifier being designed to distinguish the sound-modulated request signal (350) from other sound-modulated request signals. The device according to one of the Claims 2 to 4th , wherein the control module (14) is further designed to determine the information for controlling the electroacoustic distance converter (120) in such a way that the sound-modulated request signal (350) at least with regard to one of the properties of movement data of the vehicle, environmental conditions, data of a parking lot system, Identification of the traffic infrastructure and geographical location of the vehicle recognized by an environment sensor system of the vehicle. A vehicle (100) comprising the device (10) according to one of the Claims 2 to 5 and comprising at least one electroacoustic distance transducer (120). A method (600) for a traffic infrastructure, which is designed to receive a sound-modulated request signal for route clearance from a vehicle, comprising: Receiving (610) a representation for the sound-modulated request signal from a receiving module, Determining (620) information about a path clearance for the vehicle based on the representation for the sound-modulated request signal, and Providing (630) the information about the route clearance to the traffic infrastructure if the route clearance takes place. The method (600) according to Claim 7 , wherein the information about the route clearance to the traffic infrastructure is based at least on one of the information identification of a vehicle driver, determination of the parking duration and the payment of the parking fee. A device (20) for a traffic infrastructure (200) which is designed to receive a sound-modulated request signal (350) for clearing the path from a vehicle, the device (20) comprising: a receiving module (22) for receiving a representation of the sound-modulated request signal (350) from an electroacoustic distance transducer of the vehicle; a control module (24) designed to: Receiving the representation for the sound-modulated request signal (350) from the receiving module (22), Determining information about a path clearance for the vehicle based on the representation for the sound-modulated request signal (350), and Providing the information about the route clearance to the traffic infrastructure (200) if the route clearance takes place. Computer program with a program code for performing one of the methods according to one of the Claims 1 or 7th if the program code is executed on a computer, a processor, a control module or a programmable hardware component.

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