Method for determining posts of other road users

Abstract

The invention relates to a method for determining the pose of other road users, comprising the following steps performed by a road user using a multi-antenna ultra-wideband system:-receiving information, comprising the indication of the ultra wide band ranging capability based on the other road user, at least one set of parameters for the two or more ultra wide band units to configure the corresponding ultra wide band unit, and the information of the geometrical relationship of the two or more ultra wide band units of the other road user; -configuring two or more ultra-wideband units of the road user based on the at least one set of parameters to achieve corresponding ultra-wideband ranging measurements; -performing a respective ultra-wideband ranging measurement between the two or more ultra-wideband units of the two road users; -determining a pose of the other road user on the basis of each of the performed ultra-wideband ranging measurements or a subset thereof and on the basis of the geometry of the ultra-wideband units of the other road user, where the pose comprises location information and / or orientation information of the other road user.

Description

TECHNICAL FIELD

[0001] The present invention relates to a method for determining a pose of another road user. Furthermore, the present invention also relates to a computer program and a storage medium for this purpose. BACKGROUND

[0002] Positioning can be a challenging topic in terms of road safety. Currently, positioning is mainly based on information from a global navigation satellite system (GNSS). Position information is exchanged by vehicle-to-X (V2X) technology to inform other road participants. However, GNSS is usually not precise enough to solve dangerous traffic situations. Another positioning technology is provided by infrastructure. Cameras with fixed positions map different road participants and inform them about the current position of all seen participants. The disadvantage of this technology is the lack of such infrastructure in rural or suburban areas.

[0003] From the perspective of a vehicle, different sensor types can be used to detect and localize other road participants to avoid emergency traffic situations. However, these sensors are usually limited to line-of-sight (LoS) to detect or localize target objects. SUMMARY

[0004] According to an aspect of the present invention, a method having the features of claim 1 and a computer program having the features of claim 10 and a computer-readable storage medium having the features of claim 11 are provided. Further features and details of the present invention are disclosed in the dependent claims, the description and the drawings. Features and details described in the context of the inventive method also correspond to the inventive computer program and vice versa, respectively.

[0005] According to an aspect of the present invention, a method for determining a pose of another road user is provided. The method comprises the following steps, preferably performed by a computer of a road user, in particular a vehicle and / or a vulnerable road user, using a multi-antenna ultra-wideband system:

[0006] receiving information comprising an indication on an ultra-wideband ranging capability of another road user, at least one set of parameters for two or more ultra-wideband units of the road user to configure the respective ultra-wideband units, and information on a geometric relationship of two or more ultra-wideband units of another road user;

[0007] configuring the two or more ultra-wideband units of the road user based on the at least one set of parameters to enable respective ultra-wideband ranging measurements;

[0008] performing respective ultra-wideband ranging measurements between the two or more ultra-wideband units of the two road users;

[0009] - determining a pose of the other road user based on each of the performed ultra-wideband ranging measurements or a subset thereof and based on the geometric relationship of the ultra-wideband units of the other road user, wherein the pose comprises position information and / or orientation information of the other road user.

[0010] This enables precise positioning by receiving and configuring messages from the ultra-wideband units of the other road user, making ranging measurements between these units and determining a pose from the measurements and the geometric relationship. Furthermore, this improves the precision and increases the availability in areas where satellite signals can not be available compared to traditional GNSS-based systems. Moreover, the method and system of the invention can provide both position information and orientation information, giving a more comprehensive view of the pose of the other road user.

[0011] The multi-antenna ultra-wideband system enables multiple ranging measurements between the units of different road users, which can be used to determine their relative position and orientation. This enables precise positioning and tracking of other road users even in areas where satellite signals can not be available or are affected by obstacles or multipath effects. The ability of the system to provide both position information and orientation information enables a more precise pose determination, which can be crucial for advanced driver assistance systems (ADAS) and autonomous vehicles.

[0012] UWB, or Ultra-Wideband, is a radio technology that utilizes extremely low energy levels over a large portion of the radio spectrum for short-range, high-bandwidth communications. UWB capability refers to the ability of a device to perform functions that require large bandwidth and precise positioning with minimal interference. UWB technology is particularly known for its ability to precisely determine the position of an object, device, or road user with an accuracy in the centimeter range. This allows the technology to be used in real-time positioning systems, for example in traffic situations or scenarios, in industrial automation, smart home, or healthcare environments. UWB can operate with extremely low power consumption, making it very suitable for use in battery-operated devices like mobile phones and wearable devices. The wide bandwidth and unique signal characteristics of UWB make it difficult to intercept, providing an additional layer of security for data transmission.

[0013] Due to its high bandwidth and its signal characteristics, UWB is less likely to interfere with other radio bands, which is advantageous in a crowded spectrum.

[0014] Devices with UWB capability can utilize these characteristics for applications such as close-range data transmission, precise positioning tracking in complex environments, and secure communication channels for connected devices.

[0015] Ultra-wideband units or UWB tags are devices that utilize ultra-wideband (UWB) technology to precisely locate and track objects or people to which they are attached. These tags emit short pulses over a wide spectrum of frequencies, which makes it possible to determine their precise location with high accuracy in indoor or other environments. UWB tags can be used, for example, to track inventory in a warehouse, security monitoring in a factory, or to locate people in an emergency situation. The UWB tags are key components in a variety of applications that rely on precise location and tracking.

[0016] The "pose" of a road user refers to the position and orientation of a person or vehicle in the context of traffic and road safety. The term can be used in discussions of autonomous vehicles, traffic management systems, and safety analysis to describe how road users are positioned or moving in a traffic scenario. For humans, such as pedestrians or cyclists, the pose includes body posture and movement. For vehicles, the pose relates to direction and alignment relative to lanes, other vehicles, and traffic control points. Understanding the pose helps to predict behavior, assess risks, and improve safety measures on the road.

[0017] The information can contain different sets of parameters for each UWB unit of a road user, or one single set of parameters for all UWB units of a road user, to configure the respective UWB units. The information can also be received by a message from another road user, wherein the message contains one preamble in the case of one single set of parameters, or wherein the message contains at least two preambles in the case of different sets of parameters.

[0018] This feature allows for the configuration of multiple UWB units with the same or different sets of parameters, enabling unique identification and synchronization of each unit. The ability to assign different UWB parameter settings to individual UWB units has the advantage that it can reduce interference and improve signal integrity. Furthermore, this allows for increased flexibility in system design, as the same UWB technology can be used for multiple applications with different configuration requirements. In addition, this feature allows a single UWB tag to operate independently, using its own set of parameters, without affecting the operation of other tags in the system. In scenarios where multiple UWB units are used by different road users or vehicles, this feature enables accurate identification and tracking of each unit, even in environments with high levels of interference.

[0019] The message can be a V2X message or a cooperative awareness message or a vehicle awareness message.

[0020] The received messages, including V2X messages and / or awareness messages, can be utilized to enhance the functionality of the multi-antenna system. This enables the system to leverage existing communication protocols and infrastructure, thereby extending its capabilities. The inclusion of V2X messages allows for seamless integration with existing vehicle-to-everything (V2X) technology, enabling the sharing of safety-critical information between vehicles, infrastructure, and pedestrians. Furthermore, this improves road safety by providing advanced warning of potential hazards, such as accidents or road closures.

[0021] Awareness messages can be used to disseminate general traffic information, such as the extent of congestion, roadwork schedules, or special events, thereby assisting drivers in making more informed decisions regarding their routes and travel times. This feature also enables the system to provide contextualized information to drivers, taking into account their specific positioning and circumstances.

[0022] By integrating these types of messages, the multi-antenna system can become an integral part of a larger intelligent transportation system (ITS), providing real-time data and insights that benefit individual drivers and the overall transportation infrastructure.

[0023] The geometric relationship can also be specified by the respective positions of two or more ultra-wideband units relative to each other or a common reference point.

[0024] This allows for a significant improvement in the accuracy and robustness of position estimates.

[0025] By specifying the geometric relationship between ultra-wideband units, the system can take into account several factors that affect positioning accuracy, such as the relative distances and orientations of the units relative to each other and the environment. This enables the system to better correct errors caused by multipath effects, non-line-of-sight propagation, and other error sources. Furthermore, specifying the geometric relationship can also facilitate more efficient data processing and transmission between ultra-wideband units. For example, the system can use this information to reduce the amount of data that needs to be transmitted or improve signal quality by adjusting transmission power and beamforming.

[0026] In performing the respective ultra-wideband ranging, the method can comprise the further steps of:

[0027] - initiating respective ranging measurements between two or more ultra-wideband units of the road user and / or of another road user using time-difference-of-arrival measurements and / or angle-of-arrival measurements, wherein the ranging measurements are used to determine the relative distance and direction between the two road users.

[0028] Here, respective ranging measurements can be initiated between at least one ultra- wideband unit of the road user and at least one ultra-wideband unit of the other road user. These measurement types allow for a more precise determination of the relative distance and direction between the road users, thus improving the overall system performance. Furthermore, this feature can better mitigate multipath effects and reduce interference in various environments, such as urban and rural environments. Moreover, the use of TDoA and AoA measurements can improve the robustness of the system by providing redundant measurement channels for situations where the direct line-of-sight signal is impaired or not available.

[0029] The method can further comprise the following steps:

[0030] mapping the results of the respective ranging measurements from each of the two or more ultra-wideband units or a subset thereof to a local coordinate system of the road user, thus allowing for a determination of the absolute position of the other road user.

[0031] This feature allows for an accurate calculation of the position of the other road user taking into account the relative positions of the multiple ultra-wideband tags in mutual communication. Furthermore, it has the advantage that the ability to accurately determine the position of the other road user in real-time allows for a more precise tracking and monitoring of road participants. Moreover, since the absolute position of the other road user can be determined, the enhanced situational awareness allows for improved decision making of autonomous vehicles or other applications.

[0032] Each of the respective ultra-wideband ranging measurements between the two or more ultra-wideband units of the road user and / or the other road user or a subset thereof can be performed sequentially or in parallel. Here, the ranging measurements can be performed between at least one ultra-wideband unit of the road user and at least one ultra-wideband unit of the other road user.

[0033] Sequential measurements advantageously enable a more accurate positioning by processing the individual measurements before proceeding to the next measurement, thus allowing for a correction of any errors that can have occurred during the previous measurement. This approach also allows for an easier integration with existing systems that rely on sequential data processing. On the other hand, parallel measurements advantageously enable the simultaneous performance of measurements, which can significantly reduce the overall positioning time and improve the system's response to changing environmental conditions. This is particularly beneficial in high-speed applications where real-time accuracy is crucial.

[0034] The use of parallel measurements also provides opportunities for advanced algorithms that can combine data from multiple measurements to improve positioning accuracy and robustness to interference or other errors. Furthermore, the parallel processing architecture can be designed to accommodate a wide range of ultra-wideband unit configurations, allowing flexibility and scalability in system deployment to support large-scale applications. Moreover, this feature enables more advanced positioning algorithms that take into account characteristics of ultra-wideband signals, such as frequency and phase offsets. By considering these signal characteristics, these algorithms can further improve the accuracy and reliability of the positioning system.

[0035] The steps of the method can also be iteratively performed during the tracking process between two road users to refine the determination of the pose.

[0036] An iterative process can be implemented to refine the positioning estimates in real-time. This feature has the advantage of performing multiple iterations of the positioning calculations between two road users, allowing for continuous refinement and improvement of the accuracy of the estimated positions. Another advantage is the improved precision, as repeated calculations can further eliminate errors and provide a more accurate representation of the actual distance or proximity between two road users. Furthermore, the iterative process allows for adaptive adjustments in response to changing environmental conditions, such as movements or interference from other objects or signals.

[0037] Moreover, this feature enables real-time tracking and monitoring of the relative positions between road users, enabling applications such as collision avoidance, traffic management, and autonomous vehicle navigation. By continuously refining the positioning estimates, the system can quickly respond to environmental changes, providing more reliable and efficient solutions for various use cases.

[0038] The method can include further steps of:

[0039] - providing information about the relative position of another road user to one or more driver assistance systems of the road user to enable improved safety features.

[0040] This feature allows for more accurate and timely reactions to the presence or trajectory of nearby vehicles, pedestrians, or other road users, thereby reducing the risk of accidents. Furthermore, combining this information with existing safety features can enhance performance in areas such as automatic emergency braking, lane departure warnings, and collision detection. Additionally, this feature can also facilitate more efficient coordination between different vehicles and infrastructure elements, enabling advanced traffic management and optimization strategies.

[0041] In another aspect of the present application a computer program, in particular a computer program product, can be provided which comprises instructions which, when the computer program is executed by a computer, cause the computer to carry out the method according to the present application. The computer program according to the present application can thus have the same advantages as described in detail with reference to the method according to the present application.

[0042] In another aspect of the present application a data processing apparatus can be provided which is configured to perform the method according to the present application. As the apparatus for example a computer can be provided which executes the computer program according to the present application. The computer can comprise at least one processor which can be used to execute the computer program. A non-volatile data storage can also be provided in which the computer program can be stored and from which the processor can read the computer program for execution.

[0043] According to another aspect of the present application a computer readable storage medium can be provided which comprises the computer program according to the present application and / or instructions which, when executed by a computer, cause the computer to carry out the steps of the method according to the present application. The storage medium can be formed as a data storage device, for example a hard disk and / or a non-volatile memory and / or a memory card and / or a solid state disk. The storage medium can for example be integrated into a computer.

[0044] Further, the method according to the present application can be implemented as a computer-implemented method. Alternatively or additionally, at least one of the disclosed method steps can be computer-implemented and / or automated. BRIEF DESCRIPTION OF DRAWINGS

[0045] Further advantages, features and details of the present application will become apparent from the following description, in which embodiments of the present application are described in more detail with reference to the drawings. In this context, features mentioned in the claims and the description can be important to the present application, both individually and in any combination. Among others:

[0046] Figure 1 showing a method, a computer program, a storage medium and an apparatus according to embodiments of the present application;

[0047] Figure 2 showing a schematic diagram according to embodiments of the present application;

[0048] Figure 3 showing another schematic diagram according to embodiments of the present application;

[0049] Figure 4 showing a schematic flowchart according to embodiments of the present application;

[0050] Figure 5 showing another schematic flowchart according to embodiments of the present application;

[0051] Figure 6 An exemplary layout of UWB technology according to an embodiment of the present invention is shown.

[0052] In the following figures, the same reference numerals are used for the same technical features even in different embodiment examples. Detailed Implementation

[0053] At the heart of this invention, a multi-antenna system based on UWB technology is used to provide perfectly accurate positioning. This system uses multiple ultra-wideband tags to communicate with each other and determine the relative positions between different road users. Compared to GNSS, this allows for more precise positioning, and the availability of UWB is location-independent. Utilizing mapping between different sensors and a scheme for performing ranging with specific sensors, multiple UWB units or tags can be used on each road user's onboard device. One or more sets of different parameters (frequency, symbol duration, and security key) for all UWB units can be provided for each road user. Furthermore, it is possible to provide the use of V2X technology to trigger UWB ranging measurements between two road participants.

[0054] Figure 1 A method 100, a computer program 50, a computer-readable storage medium 19, and a data processing apparatus 10 or device according to embodiments of the present invention are described.

[0055] Figure 1 An embodiment of a method 100 for determining the attitude of other road users 20 (particularly bicycles 20) is specifically shown. The method 100 includes the following steps performed by the road user 10 (particularly vehicle 10) using a multi-antenna ultra-wideband system:

[0056] In the first step 101, information is received including an indication of the UWB-based ranging capability of another road user 20, at least one set of parameters for configuring the respective UWB units (11, 12) of two or more road user 20, and information regarding the geometric relationships of the two or more UWB units 21, 22 of the other road user 20. In the next step 102, each of the two or more UWB units 11, 12 of the road user 10 is configured based on at least one set of parameters to perform a corresponding UWB ranging measurement. In step 103, a corresponding UWB ranging measurement is performed between each of the two or more UWB units 11, 12, 21, 22 of the two road users 10, 20. In step 104, the attitude of the other road user 20 is determined based on each or a subset of the performed UWB ranging measurements and based on the geometric relationships of the other road user's UWB units 21, 22. This attitude includes the location information and / or orientation information of the other road user 20.

[0057] Figure 2 A schematic diagram according to an embodiment of the present invention is shown. Specifically, Figure 2 An exemplary use case involving two road users 10 and 20 is depicted in a specific traffic scenario. In this scenario, a road user 10 (e.g., a vehicle or car) wants to make a left turn on the road, but behind some parked vehicles (30, 31), another road user 20 (e.g., a bicycle) is traveling in the same direction as vehicle 10. Therefore, the parked cars 30, 31 obstruct the view of road user 10 or vehicle 10 towards bicycle 20.

[0058] By using an ultra-wideband (UWB) multi-antenna system for each road user 10, 20, vehicle 10 can potentially locate bicycle 20 relative to its own position because the relative distance detected by the UWB units 11, 12 or UWB tags 11, 12 on one side of vehicle 10 is smaller than that detected by units 13, 14 on the other side of vehicle 10. Furthermore, the front 11 and rear left tag 12 of vehicle 10 detect very similar distances, indicating that another road user 20 or bicycle 20 is traveling parallel to vehicle 10. Bicycle 20, or in the case of another vehicle 20, acting as another road user 20, can determine the position of vehicle 10 in the same manner.

[0059] In another embodiment (not shown), it is sufficient if one of the two road users 10, 20 detects a dangerous traffic situation and notifies the other road user 20, for example, by sending a V2X sensing message (e.g., a CAM or VAM message).

[0060] In a further embodiment, for example, a road user 10 may send an explicit intrinsic collision risk warning in the form of a DENM message.

[0061] Figure 3 A schematic diagram according to an embodiment of the present invention is depicted, specifically, Figure 3 The illustration shows a vehicle or car as one road user 10, and a bicycle as another road user 20. Each road user 10, 20 contains two or more ultra-wideband units or UWB tags. Vehicle 10 contains or may contain, for example, two UWB tags 11, 12 (e.g., Figure 3 (as shown) or the four UWB tags 11, 12, 13, 14 (as shown) Figure 2 (As shown). The bicycle may contain two UWB tags 21, 22 (as shown). Figure 2 and Figure 3 (As shown in the image). Furthermore, Figure 3The diagram also illustrates the distance measurements R1, R2, R3, and R4 between each of the UWB units 11, 12, 13, 14, 21, and 22.

[0062] Road users 10, 20 (e.g., vehicles and / or vulnerable road users) should be equipped with multiple UWB units 11, 12, 13, 14, 21, 22 or tags 11, 12, 13, 14, 21, 22 to communicate with each other or perform distance measurements between them. These UWB units are used to locate nearby (other) road users or other road participants relative to their own position. The determined location or positioning of other road users can be used in traffic scenarios or use cases, such as turning, parking, overtaking, and to support driver assistance systems.

[0063] according to Figures 1 to 5 The illustrated embodiment of the invention includes an ultra-wideband multiple antenna system for each road user 10, 20. Therefore, multiple anchor points 11, 12, 13, 14, 21, 22 (i.e., UWB cells or tags) are positioned at precise and prior-determined locations on the two road users 10, 20 (e.g., vehicle 10 or bicycle 20). By understanding the geometric relationships or shapes of these anchor points or cells 11, 12, 13, 14, 21, 22, such as their relative coordinate transformations, not only the relative distance to the other road user 10, 20 can be determined, but also the orientation can be determined without additional sensor or tag information. Furthermore, the location of other road users can be determined using and evaluating the time difference of arrival (TDoA) (not shown) or angle of arrival (AoA) (not shown). Therefore, when using TDoA and / or AoA, not only the distance of the corresponding other road user 20, 10 relative to itself can be determined, but also its precise (absolute) location can be determined.

[0064] exist Figure 4 The figure below illustrates a schematic diagram of the method of the present invention according to an embodiment of the present invention. Figure 4 A schematic flowchart based on two road users 10, 20 is shown, with an exemplary vehicle 10 and bicycle 20. Figure 4 And in Figure 5 In this context, V2X technology can be used to receive messages from bicycle 20, which is another road user 20, to inform vehicle 10, which is also a road user 10, of its UWB parameter set contained in the preamble of the message. However, other technologies, such as Bluetooth Low Energy (BLE), can also be used for the initial coordination required before actual ranging.

[0065] like Figure 4As depicted, in step 401, only one preamble is received from another road user 20, which can be used by the two UWB tags 21, 22 on the bicycle 20. Therefore, in step 402, the vehicle 10 can use this preamble to configure or parameterize its own UWB tags 11 and 12, 13, 14. Figure 4 (Not shown in the diagram), and in step 403, distance measurement is initiated and performed between its first UWB tag 11 and the UWB tags 21, 22 of the bicycle 20. In step 404, the distance measurement is responded to by the two tags 21, 22 of the bicycle 20. The vehicle 10 can determine the two distances separately in its UWB unit 11 or UWB receiver 11.

[0066] Figure 4 The UWB tags 12, 13, and 14 of other vehicles are not shown. Depending on the corresponding capabilities of the transceivers, the same sequence as the first UWB unit 11 will be executed sequentially thereafter, or possibly simultaneously.

[0067] Optionally, vehicle 10 can also notify bicycle 20 of the start of ranging, so that the antenna or UWB tag does not need to be in active mode all the time to respond to ranging, but only when necessary.

[0068] Figure 5 Another schematic flowchart based on two road users 10, 20 is illustrated, featuring an exemplary vehicle 10 and a bicycle 20. Figure 4 In contrast, bicycle 20 sends two different preambles to its UWB tags 21 and 22. If another road user 20 contains more than two UWB tags, it may send more than two different preambles to vehicle 10, or vice versa. Vehicle 10 receives this information in step 501, similar to... Figure 4 In step 401. However, with Figure 4 In contrast to the embodiment described above, vehicle 10 can then begin, for example, with preamble 1, and perform distance measurement between the corresponding tags 11, 21 of the two road users 10, 20 after configuring its first UWB tag 11 in steps 503, 504. Subsequently, the same steps can be performed in steps 505, 506, 507 using preamble 2 of UWB tags 12 and 22 to determine the distance to the second UWB tag 22 of bicycle 20. When all distance measurements are complete, vehicle 10 can determine the posture of bicycle 20 as another road user 20 in step 508.

[0069] exist Figure 4 and Figure 5 In the two processes described herein, as an option, the aforementioned TDoA and AoA measurements can be used to obtain distance information and determine the attitude of another road user 20.

[0070] In another embodiment, the method of the present invention can also be performed in reverse, so that each of the two road users 10, 20 can know each other's position after determining their respective postures.

[0071] Figure 6 An exemplary architecture or technical setup of a hardware module is specifically illustrated, comprising multiple ultra-wideband units or UWB tags for vehicle 10 and bicycle 20. For both, each UWB tag 11, 12, 13, 14, 21, 22 can be connected to a UWB electronic control unit (ECU) 15, 25. Figure 6 In the embodiment shown, UWB tags 11, 12, 13, and 14 are displayed for vehicle 10, and two UWB tags 21 and 22 are displayed for bicycle 20 or vulnerable road user 20. Other embodiments or combinations are possible. UWB ECUs 15 and 25 are also connected to a connectivity control unit (CCU) or on-board unit (OBU) 15A and 25A, which can provide wireless communication technologies such as, for example, direct V2X communication (e.g., DSRC / C-V2X), cellular communication (e.g., 5G / 6G), or Bluetooth.

[0072] The above explanation of the embodiments has described the invention in the context of examples. Of course, without departing from the scope of the invention, the features of the embodiments can be freely combined with each other, provided it is technically reasonable.

Claims

1. A method (100) for determining the attitude of other road users (20), comprising the following steps, preferably performed by a computer of the road user (10) using a multi-antenna ultra-wideband system: - Receive (101) information, the information including an indication of another road user (20) based on ultra-wideband ranging capability, at least one set of parameters for two or more ultra-wideband units (11, 12) of the road user (10) to configure the respective ultra-wideband units (11, 12), and information about the geometric relationship of two or more ultra-wideband units (21, 22) of the other road user (20); - Configure (102) two or more ultra-wideband units (11, 12) of the road user (10) based on the at least one set of parameters to achieve the corresponding ultra-wideband ranging measurement; - Perform (103) corresponding ultrawideband ranging measurements between two or more ultrawideband units (11, 12, 21, 22) of two road users (10, 20); - Determine (104) the attitude of another road user (20) based on each or a subset of the ultrawideband ranging measurements performed and based on the geometric relationship of the ultrawideband cells (21, 22) of the other road user, wherein the attitude includes the location information and / or orientation information of the other road user (20).

2. The method (100) according to claim 1, Its features are, The information includes different sets of parameters for each UWB unit (11, 12) of the road user (10) or a single set of parameters for all UWB units (11, 12) of the road user (10) to configure the corresponding UWB unit.

3. The method (100) according to claim 2, Its features are, The information is received via a message from another road user (20), wherein the message contains a preamble in the case of a single group parameter, or contains at least two preambles in the case of different group parameters.

4. The method (100) according to claim 3, Its features are, The message is a V2X message, a collaborative sensing message, or a vehicle sensing message.

5. The method (10 0) according to any one of the preceding claims, Its features are, The geometric relationship is specified by the corresponding positions of two or more ultrawideband units (21, 22) relative to each other or relative to a common reference point.

6. The method (100) according to any one of the preceding claims, Its features are, During the execution of the corresponding ultra-wideband ranging (103), the method (100) includes the following further steps: - Using Time Difference of Arrival (TDoA) measurement and / or Angle of Arrival (AoA) measurement, initiate corresponding distance measurements between two or more ultrawideband units (11, 12, 21, 22) of road user (10) and / or another road user (20), wherein the distance measurements are used to determine the relative distance and direction between the two road users (10, 20).

7. The method (10 0) according to any one of the preceding claims, Its features are, The method (100) includes the following further steps: - The results of corresponding ranging measurements from each of two or more ultrawideband cells (11, 12) or a subset thereof are mapped to the local coordinate system of the road user (10), thereby allowing the determination of the absolute position of another road user (20).

8. The method (100) according to any one of the preceding claims, Its features are, Each or a subset thereof in the corresponding ultrawideband ranging measurements between two or more ultrawideband units (11, 12, 21, 22) of road user (10) and / or another road user (20) is performed sequentially or in parallel.

9. The method (100) according to any one of the preceding claims, Its features are, The steps of the method (100) are performed iteratively during the tracking process between the two road users (10, 20) to improve attitude determination.

10. The method (100) according to any one of the preceding claims, Its features are, The method (100) includes the following further steps: - To provide information about the relative position of another road user (20) to one or more driver assistance systems of the road user (10) to achieve improved safety features.

11. A computer program (50) comprising instructions that, when executed by a computer of a road user (10), cause the computer to perform the method (100) of any one of the preceding claims.

12. A computer-readable storage medium (19) comprising instructions that, when executed by a computer, cause the computer to perform the steps of the method (100) according to any one of claims 1 to 10.

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