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EP3128495B1 - Procede de reconnaissance de zones geographiques d'infrastructure de transport - Google Patents

Procede de reconnaissance de zones geographiques d'infrastructure de transport Download PDF

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Publication number
EP3128495B1
EP3128495B1 EP16182286.1A EP16182286A EP3128495B1 EP 3128495 B1 EP3128495 B1 EP 3128495B1 EP 16182286 A EP16182286 A EP 16182286A EP 3128495 B1 EP3128495 B1 EP 3128495B1
Authority
EP
European Patent Office
Prior art keywords
vehicles
receive unit
vehicle
detection region
status data
Prior art date
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Active
Application number
EP16182286.1A
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German (de)
English (en)
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EP3128495A1 (fr
Inventor
Herbert Füreder
Thomas Sachse
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yunex GmbH
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Yunex GmbH
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Publication of EP3128495A1 publication Critical patent/EP3128495A1/fr
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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0116—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from roadside infrastructure, e.g. beacons
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0141—Measuring and analyzing of parameters relative to traffic conditions for specific applications for traffic information dissemination
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/056—Detecting movement of traffic to be counted or controlled with provision for distinguishing direction of travel
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • G08G1/127—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams to a central station ; Indicators in a central station

Definitions

  • the invention relates to a method for geographical area detection of traffic infrastructure according to the preamble of claim 1.
  • This method is suitable for use in what are known as roadside units (referred to below as receiving units), it being possible for these roadside units to be part of a cooperative system.
  • Cooperative systems in connection with transport infrastructure are the subject of intensive current research and development. They are intended to enable road operators, transport infrastructure, vehicles and their drivers, and other road users to cooperate with one another in order to enable the most efficient, safe and pleasant journey possible.
  • V2R Vehicle to Roadside
  • V2V Vehicle to Vehicle
  • the present invention relates to the field of V2R communication, in which what are known as Common Awareness Messages (CAM) are usually transmitted from the vehicles participating in road traffic to receiving units in the infrastructure, what are known as Road Side Units (R-ITS).
  • CAM Common Awareness Messages
  • R-ITS Road Side Units
  • This CAM can contain a wide variety of traffic-related data, such as information about the current position and speed of the transmitting vehicle, including the associated time of measurement.
  • This data is usually collected by the receiving units, evaluated and forwarded to higher-level traffic control centers. Finally, macroscopic data averaged over certain route and time sections are analyzed there, such as traffic densities or travel speeds in certain route sections. Traffic jam or accident warnings can also be generated and issued in this way.
  • the communication between vehicles on a certain route section and the receiving unit that monitors this section essentially takes place continuously, i.e. with high frequency of the CAM transmissions.
  • the V2R communication begins when the vehicle enters the detection area of a receiving unit and ends when it leaves this detection area. Since the distance that a vehicle usually covers within such a detection area is around 1 km, and since several routes (different lanes or lanes of lanes) can often be driven on within this detection area, it is sometimes advantageous to use the entire detection area into several sections subdivide within which the collected data is averaged and processed for transmission to the higher-level traffic control centers.
  • This provides a method by means of which the topology of the traffic flows within the detection range of the receiving unit can be determined and the topology of the streets monitored by the receiving unit (in particular and the traffic infrastructure in general) can be inferred. Manual recording of the topography and configuration of the receiving unit is therefore no longer necessary. Especially in connection with mobile receiving units, which are used at constantly changing locations, the method described therefore implies a considerable saving in costs and working time.
  • the arithmetic work required for capturing the topography can be carried out either by the respective receiving unit itself or by arithmetic units which are connected to the receiving units, for example by means of wireless communication.
  • a processing unit can, for example, be a computer located at some distance from the receiving unit, for example the central computer of the cooperative system.
  • the method can be carried out several times, preferably periodically, as a result of which inaccuracies in the positions of the vehicles, which are usually determined from GPS measurements that are subject to a certain scatter, can be compensated for.
  • the first position of the vehicle (when entering the reception area) is selected as the origin of the vector and the last position of the vehicle (before leaving the reception area) in the reception area of the receiver unit is selected as the end point of the vector.
  • Such a vector should approximately represent the movement of the vehicle in the reception area.
  • the directions of travel of the vehicles are determined by the vectors of all vehicles are grouped according to an angle which the respective vector encloses with a reference vector.
  • This provides a particularly simple and computationally uncomplicated method for determining the directions of travel of the vehicles.
  • the calculation of the angle between the respective vector of the vehicle and the reference vector can be determined, for example, by calculating the scalar product of the two vectors. Then all vectors are divided into clusters, the number of which corresponds to the number of directions in which the detected traffic flows are moving.
  • a specific angle range is assigned to a specific direction of travel.
  • a full angle (2 ⁇ ) can be divided into two areas, for example, namely a first area (between 3 ⁇ /2 and ⁇ /2) and a second area (between ⁇ /2 and 3 ⁇ /2).
  • a first area between 3 ⁇ /2 and ⁇ /2
  • a second area between ⁇ /2 and 3 ⁇ /2.
  • one of two directions is now assigned to the assigned vehicle.
  • the lanes and/or lanes of the lanes of the traffic infrastructure are determined by grouping the vectors of all vehicles according to a normal distance of the receiving unit from the respective vector.
  • This classification of the vectors according to their respective normal distance from the receiving unit leads to a higher local resolution of the individual traffic flows. If the vectors of the vehicles on the four-lane motorway given above as an example were previously only assigned to one of two clusters (one cluster per direction of travel), this preferred embodiment of the method according to the invention leads to an assignment of a vector to one of a total of four clusters - one Clusters per lane of the highway.
  • an average entry point and an average exit point of those vehicles driving on this lane or lane are determined.
  • the status data is recorded by the vehicles.
  • status data acquisition using GPS technology has the additional advantage that equipment usually present in vehicles, such as navigation systems or mobile phones, can be used to record the status data.
  • navigation systems such as GPS systems or mobile phones
  • other navigation systems can also be used, such as Galileo.
  • the use of widespread and established technologies is also a fundamental idea of the concept of cooperative systems, since such systems only make sense if as many road users as possible communicate with each other.
  • the data recorded by the vehicles is preferably also transmitted to the receiving unit using widespread wireless communication technologies such as ITS-G5, DSRC/WAVE, mobile radio or WLAN.
  • the frequency of the status data transmission is preferably selected so that the positions identified as the first or last received position of the vehicles are as good as possible correspond to the actual points of entry and exit of the vehicles into and out of the detection area of the receiving unit.
  • the position of the vehicle received last is that position of the vehicle after which no further status data of this vehicle has reached the receiving unit for a specified period of time.
  • this is a particularly simple method associated with little computational effort to determine the position of the vehicle that was last received.
  • a certain period of time preferably related to the frequency of the status data transmission, that position of the vehicle which was contained in the last received status data of the vehicle is identified as its last received position.
  • the higher the frequency of data transmission the greater the probability that the vehicle's last received position matches the position at which the vehicle leaves the detection area.
  • the accuracy of the method is increased by using additional topology information.
  • information about the topology of the traffic infrastructure from other sources is used in order to increase the accuracy of the geographic area identification.
  • information from mobile phone networks transmitted via MAP telegram could be included.
  • the receiving unit or computing unit divides the maximum detection range into a number of sections.
  • this preferred embodiment provides for the subdivision of the receiving area into a number of sections.
  • the reception area can be subdivided in such a way that each lane is assigned its own section.
  • Such a receiving unit according to the invention is suitable for functioning as a receiving unit in one of the methods described above.
  • a computer program product which comprises a computer program and can be loaded directly into a memory of the receiving unit described above, or into the memory of a computing unit assigned to the receiving unit, with computer program means in order to carry out all the steps of the method according to the invention if the computer program is Receiving unit, or the computing unit is running.
  • the method according to the invention is a method in the context of which large amounts of data may have to be processed, an implementation of the method as a computer program makes sense.
  • FIG. 1 shows a traffic infrastructure in the form of a section of a four-lane motorway.
  • the section of the motorway shown has two lanes 7 on which lanes 7 vehicles (not shown) move in one direction 6 each.
  • Each roadway 7 has two lanes 8 each.
  • a receiving unit 1 is arranged in an area between the two lanes 8 .
  • a detection area 2 of the receiving unit 1 is approximately circular and covers a substantial part of each of the two lanes 8.
  • Each of the vectors 3 encloses a specific angle 10 with a reference vector 11 .
  • Each vector 3 has a normal distance 12 from the receiving unit 1 .
  • the overtaking lane 8 of the upper lane 7 is divided into seven sections 9 .
  • An average entry point 13 and an average exit point 14 are shown for two vectors 3 of the right lane 8 of the lower lane 7 .
  • the receiving unit 1 in FIG. 1 is a receiving unit according to the invention, which runs a computer program to determine the geographical position of the roadways/lanes.
  • the invention it is provided that several of these vehicles transmit status data to the receiving unit 1 several times while they are crossing the detection area 2 of the receiving unit 1 .
  • This transmission of status data to the receiving unit 1 typically takes place at a frequency of approximately 10 Hz, but depending on the technology or device used in the vehicles for data transmission, frequencies that are significantly below this typical value are also possible.
  • the frequency with which the status data is measured in the vehicles influences the quality of the area detection according to the method to a certain extent.
  • This status data contains at least a position of the vehicle and possibly the time of the measurement. However, it is also conceivable that the receiving unit 1 logs the time at which status data of the vehicle was transmitted and the status data does not include a time at which the position was measured.
  • the status data is recorded by means of GPS and the status data is transmitted to the receiving unit 1 by means of ITS-G5 communication.
  • the receiving unit 1 After the status data of N vehicles has been transmitted to the receiving unit 2 within a predetermined detection time period, the receiving unit 1 evaluates the status data of the N vehicles by carrying out the next method steps.
  • the transmission and reception of status data from following vehicles can continue in parallel or can also be interrupted.
  • the receiving unit From the status data transmitted by the vehicles to the receiving unit 1, the receiving unit now determines for each vehicle the first position 4 received, which is identified as the position of the vehicle that is contained in the first status data transmission of the respective vehicle, as well as the last position received Position 5 of the vehicle. The latter is called identifies that position of the vehicle which is contained in the last status data transmission of the vehicle before the vehicle has left detection area 2 again.
  • the vector 3 is now calculated for each vehicle, which extends from the position 4 received as the first to the position 5 of the respective vehicle received as the last. For N vehicles that have crossed the detection area 2 during the detection period, there are now N vectors 3 .
  • the receiving unit 1 calculates the angle 10 which each of the vectors 3 forms with the reference vector 11 . This can be accomplished, for example, by calculating the scalar product of the respective vector 3 with the reference vector 11.
  • the reference vector 11 is of course always the same for all angle calculations.
  • Angular ranges are now determined according to which the N vectors 3 are subdivided according to their respective angle 10 .
  • one of the four vectors 3 shown has an angle 10 in the range between 3 ⁇ /2 and ⁇ /2 (first angle range), and three vectors 3 each have an angle 10 which is in the range between ⁇ /2 and 3 ⁇ /2 (second angular range) is located.
  • the vector 3, whose angle 10 is in the first angle range, is assigned the first direction of travel 6 - and thus the upper roadway 7 - and the other three vectors 3, whose angle 10 is in the second angle range, are assigned the other direction of travel 6 - and thus the lower lane 7.
  • the normal distance 12 between the respective vector 3 and the receiving unit 1, or any other reference point, is now calculated for all vectors 3 in one of the two clusters. Normal distance ranges are then determined, according to which the vectors 3 of this cluster are further subdivided according to their respective normal distance 12 .
  • one vector 3 has a shorter normal distance 12 and two vectors 3 have a longer normal distance 12 .
  • the first cluster (the upper lane 7) of the specific exemplary embodiment is treated analogously, but only one vector 3 is shown in the specific example.
  • a lane 8 of the lane 7 associated with the respective cluster is now assigned to the subclusters of a cluster.
  • the entire detection area 2 of the receiving unit 1 can thus be subdivided into sections 9 .
  • the lanes 8 or lanes 7 of the traffic infrastructure that have just been determined are suitable for this.
  • these sections can be used to assign the status data, which are constantly transmitted from the vehicles in the detection area 2 to the receiving unit 1, not to a specific position but to one of these sections 9 and then all status data assigned to this section 9 to average the respective section 9.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)

Claims (12)

  1. Procédé de reconnaissance géographique de zones d'infrastructure de circulation au moyen d'une unité de réception (1) agencée dans la région de l'infrastructure de circulation pour une zone de détection de l'unité de réception, dans lequel le procédé comprend les étapes suivantes :
    - des données d'état de plusieurs véhicules, lesquelles données d'état comprennent respectivement au moins une position du véhicule respectif et éventuellement un moment de la détermination de position, sont transmises par les véhicules à l'unité de réception (1) au moyen d'une communication sans fil plusieurs fois pendant que les véhicules traversent la zone de détection (2) de l'unité de réception (1) ;
    dans lequel le procédé est caractérisé en ce qu'il comprend les étapes supplémentaires suivantes :
    - à partir des données d'état transmises, l'unité de réception (1) détermine pour chaque véhicule la première position reçue dans la zone de détection et la dernière position reçue dans la zone de détection ;
    - l'unité de réception (1), ou une unité de calcul reliée à l'unité de réception, calcule un vecteur (3) pour chaque véhicule, dans lequel le vecteur (3) s'étend de la première position reçue (4) du véhicule dans la zone de détection jusqu'à la dernière position reçue (5) du véhicule dans la zone de détection ;
    - à partir des vecteurs (3) de tous les véhicules, l'unité de réception (1) ou l'unité de calcul détermine les directions de déplacement (6) des véhicules et la position géographique des chaussées (7) et/ou des voies (8) des chaussées (7) de l'infrastructure de circulation dans la zone de détection (2).
  2. Procédé selon la revendication 1, caractérisé en ce que les directions de déplacement (7) des véhicules sont déterminées en groupant les vecteurs (3) de tous les véhicules selon un angle (10) comprenant le vecteur respectif (3) et un vecteur de référence (11).
  3. Procédé selon la revendication 2, caractérisé en ce que, lors de la détermination des directions de déplacement (7) des véhicules, respectivement une plage angulaire déterminée est associée à une direction de déplacement (7) déterminée.
  4. Procédé selon la revendication 2 ou 3, caractérisé en ce que les chaussées (7) et/ou les voies (8) des chaussées (7) de l'infrastructure de circulation sont déterminées en groupant les vecteurs (3) de tous les véhicules en fonction d'une distance normale (12) de l'unité de réception (1) par rapport au vecteur respectif (3).
  5. Procédé selon la revendication 4, caractérisé en ce qu'un point d'entrée (13) moyenné et un point de sortie (14) moyenné des véhicules circulant sur ladite chaussée (7) ou ladite voie (8) sont déterminés pour chaque chaussée (7) et/ou voie (8) des chaussées (7).
  6. Procédé selon l'une quelconque des revendications 1 à 5, caractérisé en ce que l'acquisition des données d'état est réalisée par les véhicules.
  7. Procédé selon l'une quelconque des revendications 1 à 6, caractérisé en ce que la transmission des données d'état à l'unité de réception (1) a lieu de manière périodique.
  8. Procédé selon l'une quelconque des revendications 1 à 7, caractérisé en ce que la position (5) reçue en dernier est la position du véhicule après la transmission, à l'unité de réception (1), de laquelle aucune autre donnée d'état dudit véhicule n'a été reçue par l'unité de réception (1) pendant une durée définie.
  9. Procédé selon l'une quelconque des revendications 1 à 8, caractérisé en ce que la précision du procédé est augmentée grâce à l'utilisation d'informations topologiques supplémentaires.
  10. Procédé selon l'une quelconque des revendications 1 à 9, caractérisé en ce que l'unité de réception (1) ou l'unité de calcul divise la zone de détection (2) maximale en plusieurs sections (9).
  11. Unité de réception (1) destinée à être utilisée dans un procédé selon l'une quelconque des revendications 1 à 10, dans laquelle :
    - l'unité de réception (1) est conçue afin de recevoir des données d'état de plusieurs véhicules, lesquelles données d'état comprennent respectivement au moins une position du véhicule respectif et éventuellement un moment de la détermination de position et sont transmises par les véhicules à l'unité de réception (1) au moyen d'une communication sans fil plusieurs fois pendant que les véhicules traversent la zone de détection (2) de l'unité de réception (1) ;
    caractérisé en ce que
    - l'unité de réception (1) est conçue afin de, à partir des données d'état transmises, déterminer pour chaque véhicule la première position reçue dans la zone de détection et la dernière position reçue dans la zone de détection ;
    - l'unité de réception (1), ou une unité de calcul reliée à l'unité de réception, est conçue afin de calculer un vecteur (3) pour chaque véhicule, dans lequel le vecteur (3) s'étend de la première position reçue (4) du véhicule dans la zone de détection (2) jusqu'à la dernière position reçue (5) du véhicule dans la zone de détection (2) ; et
    - l'unité de réception (1) ou l'unité de calcul est conçue afin de, à partir des vecteurs (3) de tous les véhicules, déterminer des directions de déplacement (6) des véhicules et la position géographique des chaussées (7) et/ou des voies (8) des chaussées (7) de l'infrastructure de circulation dans la zone de détection (2).
  12. Produit programme informatique comprenant un programme informatique et pouvant être chargé directement dans une mémoire d'une unité de réception (1) ou d'une unité de calcul associée à l'unité de réception (1), avec des moyens de programme informatique permettant de mettre en œuvre toutes les étapes du procédé selon l'une quelconque des revendications 1 à 10 lorsque le programme informatique est exécuté par l'unité de réception (1) ou l'unité de calcul.
EP16182286.1A 2015-08-05 2016-08-02 Procede de reconnaissance de zones geographiques d'infrastructure de transport Active EP3128495B1 (fr)

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DE102018202970A1 (de) * 2018-02-28 2019-08-29 Robert Bosch Gmbh Verfahren zum Ermitteln einer topologischen Information einer Straßenkreuzung
CN114841919B (zh) * 2022-03-22 2024-06-14 中国路桥工程有限责任公司 交通基础设施智能养护方法
CN115512552B (zh) * 2022-09-15 2023-09-26 云控智行科技有限公司 车流量统计方法、装置及设备
CN116524444B (zh) * 2023-04-10 2023-12-15 盐城工学院 一种基于目标检测的交通安全风险诊断方法和装置

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CA2797302C (fr) * 2010-04-28 2019-01-15 Ryerson University Systeme et procedes de retroaction de guidage peroperatoire
DE102010049091A1 (de) * 2010-10-21 2012-04-26 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) Verfahren zum Betreiben zumindest eines Sensors eines Fahrzeugs und Fahrzeug mit zumindest einem Sensor
GB201221150D0 (en) 2012-11-23 2013-01-09 Tomtom Belgium Nv Method of extracting gps traces to display driving trajectories through an area over one or more junctions
DE102013205057B3 (de) 2013-03-21 2014-08-28 Siemens Aktiengesellschaft Verfahren zum Betreiben einer stationären Einrichtung sowie stationäre Einrichtung innerhalb eines Systems zur Kommunikation
US20140302774A1 (en) * 2013-04-04 2014-10-09 General Motors Llc Methods systems and apparatus for sharing information among a group of vehicles
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DE102013107960B4 (de) * 2013-07-25 2020-11-05 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren zur Aktualisierung einer Datenbasis sowie Einrichtung und Computerprogramm
DE102013227144A1 (de) * 2013-12-23 2014-12-11 Siemens Aktiengesellschaft Verkehrskommunikationsstation sowie Verfahren zum Betreiben einer Verkehrskommunikationsstation

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US10269241B2 (en) 2019-04-23
EP3128495A1 (fr) 2017-02-08

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