EP3128495A1 - 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
EP3128495A1
EP3128495A1 EP16182286.1A EP16182286A EP3128495A1 EP 3128495 A1 EP3128495 A1 EP 3128495A1 EP 16182286 A EP16182286 A EP 16182286A EP 3128495 A1 EP3128495 A1 EP 3128495A1
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EP
European Patent Office
Prior art keywords
receiving unit
vehicles
vehicle
detection area
vector
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP16182286.1A
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German (de)
English (en)
Other versions
EP3128495B1 (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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Siemens AG
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Publication of EP3128495A1 publication Critical patent/EP3128495A1/fr
Application granted granted Critical
Publication of EP3128495B1 publication Critical patent/EP3128495B1/fr
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    • 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 recognition of traffic infrastructure according to the preamble of claim 1.
  • This method is suitable for use in so-called road side units (hereinafter referred to as receiving units), these road side units can be part of a cooperative system.
  • Cooperative systems related to transport infrastructure are the subject of intensive current research and development. They are designed to allow road operators, transport infrastructure, vehicles and their drivers, as well as other road users, to cooperate with each other to enable the most efficient, safe and enjoyable journey possible.
  • V2R Vehicle to Roadside
  • V2V Vehicle to Vehicle
  • the subject invention relates to the field of V2R communication, in which so-called Common Awareness Messages (CAM) are usually transmitted from the vehicles participating in the traffic to receiving units of the infrastructure, so-called Road Side Units (R-ITS).
  • CAM Common Awareness Messages
  • R-ITS Road Side Units
  • Content of this CAM can be a variety of traffic-related data, such as information about the current position and speed of the transmitting vehicle and the associated time of measurement.
  • 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 which a vehicle usually travels within such a detection range is approximately 1 km, and since several paths (various lanes or lanes of lanes) are frequently passable within this detection range, it is in some cases favorable to cover the entire detection range into several sections too within which the collected data is averaged and processed for distribution to the higher level traffic control centers.
  • a method is provided by means of which the topology of the traffic streams present within the coverage area of the receiving unit can be determined and thereby closed on the topology of the roadways monitored by the receiving station (in particular, and the traffic infrastructure in general). Manual detection of the topography and configuration of the receiving unit is thus no longer necessary. Especially in connection with mobile receiving units, Therefore, the described method implies a considerable saving in costs and labor time, which are used in constantly changing locations.
  • the arithmetic work necessary for the detection of 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 computing unit may e.g. a computer located some distance from the receiving unit, e.g. the central computer of the cooperative system.
  • the method can be carried out several times, preferably periodically, whereby it is possible to compensate for inaccuracies in the positions of the vehicles, which are usually determined from GPS measurements subject to a certain scatter.
  • a first position of the vehicle is selected as the point of origin of the vector
  • a second position of the vehicle in the receiving area of the receiving unit is selected as the end point of the vector. Since such a vector is approximately to represent the movement of the vehicle in the reception area, it is not absolutely necessary, but quite reasonable, but its as the first (when entering the reception area) received position and its last (before leaving the reception area) received position to use.
  • the directions of travel of the vehicles are determined by the vectors of all vehicles according to an angle, which the respective vector includes with a reference vector, are grouped.
  • 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. Subsequently, all vectors are divided into clusters, the number of which coincides with the number of directions in which the detected traffic flows.
  • a full angle (2 ⁇ ) can be divided into, for example, two areas, namely a first area (between 3n / 2 and n / 2) and a second area (between ⁇ / 2 and 3 ⁇ / 2).
  • the assigned vehicle is now assigned one of two directions.
  • two clusters of vectors would result - one cluster per direction of travel.
  • further subdivisions of the full angle would be necessary.
  • the roadways and / or lanes of the traffic infrastructure lanes are determined by grouping the vectors of all vehicles corresponding to a normal distance of the receiving unit from the respective vector.
  • This division of the vectors according to their respective normal distance from the receiving unit leads to a higher spatial resolution of the individual traffic streams.
  • the vectors of the vehicles on the four-lane highway given above as an example have hitherto only been 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 one vector to one of a total of four clusters Cluster per lane of the highway.
  • an averaged entry point and an averaged exit point of those vehicles that drive on this lane or lane are determined.
  • these averaged entry and exit points correspond in good approximation to the center of the respective roadway or the respective lane of the roadway.
  • the relationship between the detected traffic streams is established within the coverage area of the receiving unit and the topology of the traffic infrastructure monitored by the receiving unit.
  • the state data acquisition is performed by the vehicles.
  • the transmission of the data captured by the vehicles to the receiving unit is also done by means of widely used wireless communication technologies, such as e.g. ITS-G5, DSRC / WAVE, cellular, or WLAN.
  • widely used wireless communication technologies such as e.g. ITS-G5, DSRC / WAVE, cellular, or WLAN.
  • the transmission of the status data to the receiving unit takes place periodically, e.g. with a frequency of 0.1 Hz to 100 Hz.
  • the frequency of the status data transmission is preferably chosen so that the positions identified as the first or last received position of the vehicles are as good as possible coincide with the actual entry and exit points of the vehicles into and out of the coverage area of the receiving unit.
  • the last position received is that position of the vehicle, after its transmission to the receiving unit for a fixed period no further status data of this vehicle have reached the receiving unit.
  • the accuracy of the method is increased by using additional topology information.
  • information about the topology of the traffic infrastructure from other sources will be used to increase the accuracy of geographic area recognition.
  • information transmitted via MAP telegram from mobile networks could be included.
  • the receiving unit or arithmetic unit subdivides the maximum detection area into a plurality of sections.
  • this preferred embodiment provides for the division of the receiving area into several sections.
  • the reception area can be subdivided so that each lane is assigned a separate 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 above-described receiving unit, or into the memory of a processing unit associated with the receiving unit, with computer program means for carrying out all the steps according to the invention when the computer program is executed by the computer Receiving unit, or the arithmetic unit is executed.
  • the method according to the invention is a method in which, under certain circumstances, large amounts of data have to be processed, an implementation of the method is suitable as a computer program.
  • Fig. 1 shows a traffic infrastructure in the form of a section of a four-lane highway.
  • the illustrated section of the highway has two lanes 7, on which lanes 7 vehicles (not shown) move in each direction 6.
  • Each lane 7 has two tracks 8 each.
  • a receiving unit 1 is arranged in a region between the two lanes 8.
  • a detection area 2 of the receiving unit 1 is formed in a specific case approximately circular and each covers a substantial part of the two lanes. 8
  • Each of the vectors 3 includes a certain angle 10 with a reference vector 11.
  • Each vector 3 has a normal distance 12 from the receiving unit 1.
  • the fast lane 8 of the upper carriageway 7 is divided into seven sections 9. For two vectors 3 of the right-hand lane 8 of the lower lane 7, an averaged entry point 13 and an averaged exit point 14 are shown.
  • a receiving unit according to the invention which performs a computer program for determining the geographical position of the lanes / tracks.
  • a plurality of these vehicles transmit state data to the receiving unit 1 several times while passing through the detection area 2 of the receiving unit 1.
  • this transmission of state data to the receiving unit 1 is done at a frequency of about 10 Hz, but depending on the technology used in each case for data transmission or device in the vehicles, frequencies are well below this typical value, possible.
  • the frequency with which the measurement of the condition data in the vehicles takes place influences the quality of the range recognition according to the method.
  • These status data contain at least one position of the vehicle and optionally the time of the measurement.
  • the receiving unit 1 logs the time of a status data transmission of the vehicle and the status data does not include a time of the position measurement.
  • the detection of the condition data by means of GPS and the transmission of the status data to the receiving unit 1 by means of ITS-G5 communication are regarded as a specific embodiment.
  • the receiving unit 1 After the status data of N vehicles have been transmitted to the receiving unit 2 within a predetermined detection period, the receiving unit 1 evaluates the status data of the N vehicles by executing the next process steps. However, the transmission and reception of status data of future vehicles can continue in parallel, or even be interrupted.
  • the receiving unit From the status data transmitted by the vehicles to the receiving unit 1, the receiving unit now determines the first received position 4 for each vehicle, which is identified as the position of the vehicle contained in the first status data transmission of the respective vehicle and the one last received Position 5 of the vehicle. The latter is called that position of the vehicle is identified which is included in the last state data transmission of the vehicle before the vehicle has left the detection area 2 again.
  • the vector 3 is now calculated, which extends from the first received position 4 to the last received position 5 of the respective vehicle. For N vehicles which 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 includes with the reference vector 11, respectively. This can be accomplished, for example, by calculating the scalar product of the respective vector 3 with the reference vector 11. Of course, the reference vector 11 is always the same for all angle calculations.
  • angle ranges are determined by which the N vectors 3 are divided according to their respective angle 10.
  • one of the four vectors 3 shown has an angle 10 in the range between 3n / 2 and n / 2 (first angle range), and three vectors 3 each have an angle 10, which ranges between n / 2 and 3n / 2 (second angle range) is located.
  • the vector 3 whose angle is in the first angular range, the first direction of travel 6 - and thus the upper lane 7 - assigned, and the other three vectors 3, the angle 10 each lie in the second angular range, the other direction of travel. 6 - And thus the lower lane. 7
  • the all vectors 3 specifies one Clusters cover the geographical location of the lane 7.
  • normal distance 12 between the respective vector 3 and the receiving unit 1, or any other reference point is calculated for each of the vectors 3 in one of the two clusters. Subsequently, normal distance ranges are determined, according to which the vectors 3 of this cluster are further subdivided according to their respective normal distance 12.
  • a vector 3 has a shorter normal distance 12 and two vectors 3 a longer normal distance 12.
  • the first cluster (the upper roadway 7) of the concrete embodiment is treated, where, however, only one vector 3 is shown in the concrete example.
  • the sub-clusters of a cluster are now each assigned a track 8 of the lane 7 associated with the respective cluster.
  • the entire detection area 2 of the receiving unit 1 can thus be divided into sections 9.
  • the lanes 8 or lanes 7 of the traffic infrastructure which have just been determined offer themselves.
  • these sections can be used to assign the status data, which are continuously transmitted to the receiving unit 1 by the vehicles in the detection area 2, not to a specific position but to one of these sections 9 and then to all status data associated with 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)
EP16182286.1A 2015-08-05 2016-08-02 Procede de reconnaissance de zones geographiques d'infrastructure de transport Active EP3128495B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015214955 2015-08-05

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EP3128495A1 true EP3128495A1 (fr) 2017-02-08
EP3128495B1 EP3128495B1 (fr) 2022-04-13

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EP (1) EP3128495B1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018202970A1 (de) * 2018-02-28 2019-08-29 Robert Bosch Gmbh Verfahren zum Ermitteln einer topologischen Information einer Straßenkreuzung

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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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DE102013205057B3 (de) * 2013-03-21 2014-08-28 Siemens Aktiengesellschaft Verfahren zum Betreiben einer stationären Einrichtung sowie stationäre Einrichtung innerhalb eines Systems zur Kommunikation
US20140358414A1 (en) * 2013-06-01 2014-12-04 Faroog Ibrahim System and method for creating, storing, and updating local dynamic MAP database with safety attribute
DE102013227144A1 (de) * 2013-12-23 2014-12-11 Siemens Aktiengesellschaft Verkehrskommunikationsstation sowie Verfahren zum Betreiben einer Verkehrskommunikationsstation
DE102013107960A1 (de) * 2013-07-25 2015-01-29 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren zur Aktualisierung einer Datenbasis sowie Einrichtung und Computerprogramm

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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
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DE102013205057B3 (de) * 2013-03-21 2014-08-28 Siemens Aktiengesellschaft Verfahren zum Betreiben einer stationären Einrichtung sowie stationäre Einrichtung innerhalb eines Systems zur Kommunikation
US20140358414A1 (en) * 2013-06-01 2014-12-04 Faroog Ibrahim System and method for creating, storing, and updating local dynamic MAP database with safety attribute
DE102013107960A1 (de) * 2013-07-25 2015-01-29 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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STEFAN SCHROEDL ET AL: "Mining GPS Traces for Map Refinement", DATA MINING AND KNOWLEDGE DISCOVERY, KLUWER ACADEMIC PUBLISHERS, BO, vol. 9, no. 1, 1 July 2004 (2004-07-01), pages 59 - 87, XP019277108, ISSN: 1573-756X *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018202970A1 (de) * 2018-02-28 2019-08-29 Robert Bosch Gmbh Verfahren zum Ermitteln einer topologischen Information einer Straßenkreuzung
US10949682B2 (en) 2018-02-28 2021-03-16 Robert Bosch Gmbh Method for ascertaining a piece of topological information of an intersection

Also Published As

Publication number Publication date
US20170039847A1 (en) 2017-02-09
US10269241B2 (en) 2019-04-23
EP3128495B1 (fr) 2022-04-13

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