Method and apparatus for mitigating geo-local communication interference effects between traffic participants

Abstract

The invention relates to a method for mitigating the effects of geolocal communication interference between traffic participants, in particular between vehicles and / or infrastructure components, comprising the following steps: receiving information by at least one vehicle and / or at least one infrastructure component, wherein the information is specific to a geolocal quality of service of a communication connection between traffic participants; and adapting the configuration of the at least one vehicle and / or the at least one infrastructure component according to the received information.

Description

Technical Field

[0001] The present invention is based on methods, devices and vehicles for mitigating the effects of geographically localized communication interference between traffic participants (particularly between vehicles and / or infrastructure components). Background Technology

[0002] The European Telecommunications Standards Institute (ETSI) has described various safety functions for Intelligent Transportation Systems (ITS) based on vehicle-to-everything (V2X) technology. These functions specifically include traffic hazard warnings, which alert drivers to various hazards in road traffic, such as warnings of oncoming traffic, stationary vehicles, traffic conditions, traffic signal violations, and construction zone violations. These warnings enable vehicles to prepare for potential hazards, even if they are not yet directly visible, by means such as pre-adjusting the braking system to enable faster automated emergency braking (AEB) intervention. Summary of the Invention

[0003] This invention relates to a method for mitigating the impact of geographically localized communication interference between traffic participants. In modern transportation technologies, particularly in the field of Intelligent Transportation Systems (ITS), vehicle-to-everything (V2X) communication plays a central role in ensuring traffic safety and efficiency. This technology enables vehicles and infrastructure components to exchange information about their environment to inform drivers of potential hazards and optimize traffic flow.

[0004] Despite the advanced nature of the technology, local geographical factors such as structural features, terrain features, or local weather conditions can affect the quality and reliability of communication connections. Such interference can delay or even prevent the transmission of critical safety warnings, which could endanger the safety of road users.

[0005] To address these challenges, the method according to the invention first includes receiving geographic local quality of service information specific to communication connections between traffic participants. This information is received by at least one vehicle and / or by at least one infrastructure component. Here, geographic local quality of service provides information about the quality of communication connections within a specific geographic area and may include parameters such as signal strength, connection speed, and connection stability.

[0006] Then, based on the received information regarding geographic local service quality, the configuration of at least one vehicle and / or at least one infrastructure component is adapted. This adaptation aims to mitigate the impact of geographic local communication interference by, for example, optimizing communication parameters or using alternative communication paths to ensure the transmission of security warnings and other critical information.

[0007] Advantages of the present invention By adapting the configuration of vehicles and / or infrastructure components in response to information about the geographic local quality of service of communication connections, the probability of reliable transmission of critical safety information, such as road traffic hazard warnings, can be increased. This directly contributes to improved traffic safety by enabling drivers to react promptly to potential hazards.

[0008] In addition to improving safety, this method also supports traffic flow optimization. Reliable communication between vehicles and infrastructure components enables more efficient exchange of information about traffic conditions, leading to better coordination and thus smoother traffic flow.

[0009] A key advantage of this method is its ability to dynamically adapt to constantly changing local geographical conditions. By considering the specific quality of service (QoS) of communication connections within different geographical areas, the system can adapt its configuration accordingly to optimize communication quality under various circumstances.

[0010] This method helps reduce the frequency and duration of communication outages. By proactively responding to information about geographic local service quality, this method can take steps to mitigate or minimize potential interference before it causes a complete communication disruption.

[0011] By improving the reliability of V2X communication in geographically challenging environments, this approach expands the possibilities for V2X-based applications. This enables the development and implementation of new security and efficiency features that would be impossible without reliable communication.

[0012] This method provides a scalable and flexible solution for improving V2X communication, which can be easily adapted to different vehicle types and infrastructure components. This enables its widespread application across various transportation systems and geographical regions.

[0013] Further advantages are derived from the dependent claims.

[0014] In another embodiment of the method for mitigating the effects of geographically localized communication interference among traffic participants, it may be specified that, in the adaptation step, the communication unit of at least one vehicle and / or at least one infrastructure component is manipulated to change (in particular increase) the transmission power, change the transmission direction, and / or change the transmission frequency.

[0015] A communication unit refers to the hardware and software components within a vehicle or infrastructure assembly responsible for V2X communication, such as the On-Board Unit (OBU) in a vehicle or the Roadside Unit (RSU) in infrastructure. Transmit power refers to the energy of the transmitted signal; increasing transmit power improves the signal's range and penetration, which is particularly useful in environments with high levels of interference or shielding. Transmit direction determines the orientation of the signal radiation, and targeted adaptation can improve signal quality by directing the signal directly to the desired receiver. Transmit frequency is the frequency at which the signal is transmitted; adaptation can be used to avoid interference with other signals or to use frequency ranges with lower interference.

[0016] Increasing transmission power expands the operational range and improves communication reliability, thereby enhancing the transmission of critical security information, particularly in geographically challenging environments. Adapting the transmission direction for directional communication improves communication efficiency and reduces interference with other communication participants. Adapting the transmission frequency further reduces interference, improving the clarity and quality of transmitted information. Furthermore, the ability to dynamically adapt transmission power, direction, and frequency provides a high degree of flexibility and adaptability, allowing the communication unit to be optimally coordinated with the corresponding geographical conditions and requirements.

[0017] In another embodiment of the method, the adaptation step may specify adapting a driving strategy for at least one vehicle, configuring at least some components of the vehicle, and / or outputting warnings to the vehicle driver, particularly visual, auditory, and / or tactile warnings. Adapting the driving strategy includes vehicle behavior and responses controlled by the vehicle control system, such as adapting speed, pre-tensioning braking systems, or increasing attention to potential hazards in areas with known poor communication quality.

[0018] Configuring individual vehicle components refers to adapting specific system settings to optimize safety and efficiency. Warnings to the driver can be visually delivered via flashing lights or displays, audibly via warning sounds, and tactilely via vibrations, to alert the driver to specific situations or problems.

[0019] The technical effects and advantages of this embodiment include: improved safety by adapting driving strategies and configuring individual vehicle components, thereby reducing the risk of accidents in situations with poor communication quality. Improved information transmission by issuing warnings to the driver ensures that the driver is aware of potential hazards or the status of the communication system. The possibility of dynamically adapting driving strategies and vehicle components enables high adaptability to different geographical local conditions and communication environments. Furthermore, warnings issued to the driver help improve the driver's awareness and responsiveness in critical situations, thereby improving overall road traffic safety.

[0020] In another embodiment of the method, the geographic local quality of service in the receiving step is specified as a measure of bandwidth, latency, runtime fluctuation, and / or packet loss rate. Bandwidth refers to the data transmission capacity of a communication connection, while latency represents the time difference between the transmission and reception of a signal. Runtime fluctuation (also known as jitter) describes how this latency changes over time. Packet loss rate indicates the percentage of data packets lost during transmission.

[0021] The technical effects and advantages of this implementation include: more accurately assessing communication quality by considering specific parameters of geographic local quality of service. This allows for more targeted and effective adaptation of vehicle and infrastructure configurations, thereby minimizing the impact of communication interference. Detailed assessment of service quality allows for more precise implementation of measures to improve communication performance, such as adapting transmission power or changing communication frequencies. In summary, this implementation helps improve the reliability and efficiency of V2X communication, thereby supporting safer and smoother traffic flow.

[0022] In another embodiment of the method, the information is specified to exist in a spatially resolved manner, particularly as a quality of service (QoS) map, preferably targeting a specific area around at least one vehicle and / or at least one infrastructure component. This spatially resolved information enables detailed visualization of geographically local QoS by displaying communication quality in different geographic areas on a map. The QoS map can display parameters such as bandwidth, latency, runtime fluctuations, and packet loss rate based on geographic location, thereby providing a precise basis for adapting communication strategies and configurations.

[0023] This ensures improvements in planning and decision-making related to V2X communication. By spatially resolving the quality of service (QoS), vehicles and infrastructure components can tailor their communication strategies to specific conditions, maximizing data transmission efficiency and mitigating communication interference. This leads to improved reliability of critical safety communications and supports efficient traffic control. Furthermore, QoS maps enable the rapid identification of areas with poor communication quality, facilitating targeted infrastructure improvements and vehicle system optimization.

[0024] In another embodiment of the method, the information includes a timestamp specifying the time point at which the geographic local service quality is determined. This timestamp is used to maintain the accurate time point at which data regarding service quality is collected. This enables the time allocation of measured service quality values ​​and provides the possibility of tracking and analyzing changes in communication quality over time.

[0025] The technical effects and advantages of this implementation include improved traceability and analysis of communication conditions. By specifying time points for determining geographic local service quality, trends can be identified and predicted, which is particularly useful for identifying recurring patterns of communication interference. For example, this can help determine whether a particular communication problem occurs at a specific time of day or under specific weather conditions. The temporal allocation of data also allows for the evaluation of the effectiveness of implemented adaptations or improvements by comparing data collected before and after the measures were implemented. In summary, this implementation contributes to optimizing V2X communications by providing a solid foundation for the planning, adaptation, and evaluation of communication strategies and infrastructure.

[0026] In another embodiment of the method, the information includes weather conditions used to determine the quality of service in a geographic area. This means that, in addition to data on quality of service, information about dominant weather conditions, such as temperature, precipitation, wind speed and direction, fog, or other relevant weather phenomena, is collected and considered. Since weather factors can have a significant impact on the quality and reliability of V2X communications, integrating this weather data allows for a more comprehensive assessment of communication conditions.

[0027] The technical effects and advantages of this implementation include improved adaptability and optimization of the communication system. By considering weather conditions when assessing geographic local service quality, specific adaptations can be made to minimize the impact of weather factors on communication. For example, under severe weather conditions that typically affect signal quality, transmission power can be proactively increased or communication strategies adapted to ensure transmission security. Furthermore, understanding the relationship between weather conditions and communication quality allows for more accurate prediction and planning of communication services. This contributes to improving the overall efficiency and reliability of V2X communication, particularly in critical security applications, and supports effective traffic control and management under constantly changing environmental conditions.

[0028] In another implementation of the method, the information includes whether the communication connection (particularly a cellular communication connection) spans at least two radio cells. This means that the information includes not only the quality of the communication connection itself, but also specifies whether the communication crosses the boundaries of at least two different radio cells. Considering the number of radio cells traversed is particularly important for cellular networks, where communication handover from one cell to the next can impact connection performance and reliability.

[0029] The technical effects and advantages of this implementation include improved diagnostics and optimization of communication infrastructure. By understanding whether a communication connection involves multiple radio cells, potential vulnerabilities in the network arising from the handover process can be identified and addressed. This is particularly important in scenarios where vehicles reach high speeds and frequently switch between radio cells, which can increase the probability of communication interruptions or delays. Therefore, adapting network infrastructure or communication strategies to improve the efficiency of the handover process can enhance the overall reliability of V2X communication. Furthermore, this information enables targeted planning and enhancement of network coverage and capacity in areas where frequent cell switching is anticipated, which improves the overall performance of the communication system.

[0030] In another embodiment of the method, the information is specified to be based on a preliminary examination of the geographic local service quality of the communication connection between traffic participants (particularly a specialized preliminary examination), and / or on data from at least one third traffic participant (particularly a third vehicle and / or a third infrastructure component) who has previously used the communication connection, particularly current data. This means that the assessment of communication quality is based not only on direct measurements but also on historical and current data from other traffic participants communicating in the same geographic local environment. Specialized examinations may include specific tests and analyses performed in a targeted manner to assess service quality within a specific area.

[0031] The technical effects and advantages of this implementation include a more comprehensive and accurate assessment of communication conditions. By integrating data collected from other traffic participants, patterns and problems in the communication infrastructure that might not be identified in individual tests can be identified. This enables proactive adaptation and optimization of the communication system to avoid potential interference before it impacts traffic safety and efficiency. Furthermore, the use of data from third-party traffic participants can promote collaboration and information exchange within the traffic system, which contributes to the continuous improvement of communication performance.

[0032] In another embodiment of the method, information is provided via a specific method comprising the following steps: First, a third vehicle receives a test hazard report from a first other traffic participant or a first other infrastructure component, wherein the test hazard report contains data specific to a point in time, location, and / or traffic conditions (particularly hazardous traffic conditions). Subsequently, at least one predefined or predefined response to the test hazard report is executed in the third vehicle. The third vehicle then compares the executed at least one response with a target response, wherein it is checked whether the test hazard report was received within a predefined or predefined time and / or within a predefined or predefined error tolerance. The third vehicle then identifies potential errors based on the result of the comparison, wherein a potential error is identified if the test hazard report was not received within a predefined or predefined time and / or within a predefined or predefined error tolerance. Finally, the third vehicle provides information containing the identified potential errors.

[0033] The technical effects and advantages of this embodiment include: enhanced diagnostic capabilities and early identification of communication problems within the V2X network. By systematically testing communication connections, generating realistic hazard reports, and comparing vehicle responses with expected target responses, potential errors in communication infrastructure or vehicle systems can be accurately identified. This enables targeted remediation of vulnerabilities before they pose a real safety risk in traffic. Furthermore, this method promotes continuous improvement of the communication system through regular checks and adaptation based on test results. In summary, this embodiment contributes to improving the reliability and security of V2X communication by providing a systematic method for monitoring and optimizing communication performance.

[0034] The aforementioned advantages also apply to devices used for data processing, particularly in-vehicle devices specifically configured to perform the methods described in one of the above embodiments. This device may include various components, such as processors, storage media, communication modules, and sensors, which work together to implement the necessary steps of the method. This includes receiving and processing information about the geographic local quality of service of the communication connection, adapting vehicle configuration, or issuing warnings to the driver based on determined data.

[0035] The aforementioned advantages also apply to vehicles equipped with the aforementioned devices. These vehicles integrate specially configured data processing equipment designed to perform the methods described in one of the above embodiments. This integration enables the vehicle to proactively respond to the geographic local quality of service of the communication connection, adapt driving strategies, optimize the configuration of vehicle components, and issue warnings to the driver based on collected and processed information about communication conditions.

[0036] The aforementioned advantages also apply correspondingly to computer programs including instructions that, when executed by a computer or a device according to the above embodiments, cause the device to perform the method described in one of the above embodiments. The computer program is specifically developed for controlling and automating the necessary steps of the method, including collecting and analyzing information about the geographic local quality of service of the communication connection, adapting vehicle configuration, or issuing warnings to the driver.

[0037] A computer-readable medium is provided on which a computer program according to the above embodiments is stored. This medium can take various forms, such as a hard disk, solid-state drive (SSD), USB stick, SD card, CD-ROM, or as part of a storage module integrated within a device according to the aforementioned embodiments. Storing the computer program on such a medium makes it easy to install and update the software required to perform the methods described in one of the aforementioned embodiments. By providing the program in a physical data carrier or a downloadable digital format, compatibility with various vehicle systems and data processing devices can be ensured. Therefore, the computer-readable medium serves as a key component for implementing and disseminating technologies aimed at mitigating the effects of geographically localized communication interference among traffic participants. Attached Figure Description

[0038] Embodiments of the present invention are schematically illustrated in the accompanying drawings and explained in more detail in the following description. Elements with similar functions shown in the various figures are referred to by the same reference numerals, wherein repeated descriptions of these elements are omitted.

[0039] Figure 1 A schematic diagram of a method, apparatus, computer program, and storage medium according to an embodiment is shown; Figure 2 A schematic diagram of a method according to another embodiment is shown; and Figure 3 A schematic diagram of the flow of the method according to an embodiment is shown. Detailed Implementation

[0040] As described above, the present invention describes a method and an apparatus that advantageously enable a scalable and flexible solution for improving V2X communication, which can be easily adapted to different vehicle types and infrastructure components. This allows for wide application across various transportation systems and geographical areas.

[0041] Figure 1 (Left side) shows a method 100 for mitigating the effects of geographically localized communication interference between traffic participants (particularly between vehicles 1, 2 and / or infrastructure components 5) according to an embodiment of the present invention.

[0042] Furthermore, (on the right) schematically illustrates a first vehicle 1, a data processing device 10, a storage medium 15, and a computer program 20 according to an embodiment of the present invention. The device 10 is integrated into or disposed within or on the first vehicle 1. Additionally, the lower right illustration also shows another traffic participant 2 configured as another vehicle 2 and an infrastructure component 5 configured as a roadside unit (RSU 5). The other vehicle 2 may also have a data processing device. The other vehicle 2 may be directly connected to vehicle 1 via signaling technology (indicated by arrow 4). The other vehicle 2 may additionally or alternatively be connected to vehicle 1 via RSU 5 via signaling technology (indicated by arrows 5 and 6). Vehicle 1 may additionally or alternatively be connected to RSU 5 via signaling technology (indicated by arrow 6). Vehicle 1, the other vehicle 2, and / or RSU 5 may be connected to a cloud 8 via signaling technology, wherein the cloud 8 also ensures signaling technology connectivity between vehicle 1, the other vehicle 2, and / or RSU 5.

[0043] According to step 101 of the first method, information can be received by at least one vehicle 1 and / or by at least one infrastructure component 5, wherein the information is specific to the geographic local quality of service (MHS) of communication connections 4, 5, 6 between traffic participants 1, 2, 5. In this case, the geographic local MHS can be a measure of bandwidth, latency, runtime fluctuations, and / or packet loss rate. Furthermore, the information can exist in a spatially resolved manner, particularly as a MHS map, preferably for a specific range surrounding at least one vehicle 1 and / or at least one infrastructure component 5. Alternatively or additionally, the information may include a timestamp specifying the point in time at which the geographic local MHS is determined. Alternatively or additionally, the information may include weather conditions at the time the geographic local MHS is determined. Alternatively or additionally, the information may specify whether the communication connection (particularly a cellular communication connection) spans at least two radio cells. Alternatively or additionally, this information may be based on a preliminary check (particularly a dedicated preliminary check) of the geographic local service quality of the communication connection between traffic participants 1, 2, and 5, and / or on data from at least one third traffic participant (particularly a third vehicle and / or a third infrastructure component) who has previously used the communication connection, particularly current data.

[0044] Subsequently, according to step 102 of the second method, the configuration of at least one vehicle 1 and / or at least one infrastructure component 5 can be adapted based on the received information.

[0045] Optionally, the configuration can be adapted by manipulating the communication unit of at least one vehicle 1 and / or at least one infrastructure component 5 to change, in particular, the transmission power, the transmission direction, and / or the transmission frequency.

[0046] In addition, the configuration can optionally be adapted by adapting a driving strategy of at least one vehicle 1, configuring at least some components of at least one vehicle 1, and / or outputting warnings (especially visual, auditory, and / or tactile warnings) to the driver of at least one vehicle 1.

[0047] It can also be specified that the steps of method 100 and / or method 200 can be repeated or performed consecutively.

[0048] Here, method steps 101 and 102 can be performed by device 10 for data processing. Device 10 is configured as a computer, for example, and may include means for performing the steps of method 100 according to embodiments of the present invention. As previously mentioned, device 10 may be integrated into vehicle 1. Device 10 may also be additionally integrated into another vehicle 2 and / or infrastructure component 5. Furthermore, device 10 may have a computer program 50 according to embodiments of the present invention. When executed by computer or device 10, computer program 50 enables computer or device 10 to perform the steps of method 100 according to embodiments of the present invention. For example, device 10 may be part of cloud 8, such that the aforementioned method can at least partially operate in cloud 8.

[0049] Figure 2 A method 200 according to one embodiment is illustrated, illustrating how information is acquired and provided. In a first method step 203, a third vehicle 3 receives a test hazard report from another traffic participant or, in particular, another infrastructure component, wherein the test hazard report includes data specific to a point in time, location, and / or, in particular, hazardous traffic conditions.

[0050] Subsequently, in the second method step 204, the third vehicle 3 may execute at least one predefined or predefined response to the test hazard report in the third vehicle 3.

[0051] Then, in the third method step 205, at least one of the executed responses can be compared with the target response, wherein it is checked whether the test hazard report is received within a pre-given or pre-defined time and / or within a pre-given or pre-defined error tolerance.

[0052] Then, according to step 206 of the fourth method, potential errors can be identified based on the results of the comparison, wherein a potential error is identified if a test hazard report is not received within a pre-given or pre-defined time and / or within a pre-given or pre-defined error tolerance.

[0053] Subsequently, according to the fifth method step 207, the third vehicle 3 may provide information containing the identified potential errors, in particular, to the first vehicle 1, the second vehicle 2, and / or at least one infrastructure component 5.

[0054] Optionally, after successfully identifying 206 or providing 207 a potential error, and particularly depending on the identified potential error, the potential error can be forwarded to an external vehicle unit, specifically cloud 8, according to the sixth method step 208, for further analysis of the potential error.

[0055] Optionally, before receiving step 203, step 202 may be performed to negotiate with another traffic participant or infrastructure component 5 regarding the content (especially data) of the test hazard report to be received.

[0056] Optionally, before receiving step 203 or negotiating step 202, step 201 can be performed to establish signal technology connections 4, 6 with another traffic participant or infrastructure component 5. In particular, step 201 of establishing signal technology connections can be performed through a superior instance (specifically cloud 8), which acts as an intermediary.

[0057] It can also be specified that the steps of method 200 are repeated or performed continuously.

[0058] Here, method steps 101-107 can be performed by device 10 for data processing. Device 10 is configured as a computer, for example, and may include means for performing the steps of method 100 according to an embodiment of the present invention. As described above, device 10 can be integrated into vehicle 1. Furthermore, device 10 may have computer program 50 according to an embodiment of the present invention. When computer or device 10 executes computer program 50, the computer program can cause computer or device 10 to perform the steps of method 100 according to an embodiment of the present invention. For example, device 10 may be part of cloud 8, so that the method described below can at least partially operate in cloud 8.

[0059] Figure 3 A schematic diagram of the flow of method 100 according to another embodiment is shown, which is used to mitigate the effects of geographically localized communication interference between traffic participants, particularly between vehicles 1, 2 and / or infrastructure component 5. Vehicle 1 travels along road 30, where the quality of service (QoS) of communication connections 4, 5, 6 between the first vehicle 1, another vehicle 2 and / or infrastructure component 5 varies. High QoS dominates on road segment 31 and another road segment 33, while low QoS exists in the intermediate segment 32. For example, on road segment 31, the bandwidth is so low that the communication connection 4 between the first vehicle and another vehicle 2 is repeatedly interrupted and must be re-established.

[0060] For example, a third vehicle 3 that has passed through a section of road 32 with low service quality can provide information about the low service quality to the first vehicle 1, another vehicle 2, and / or infrastructure component 5. The third vehicle 3 can, for example, follow... Figure 2 The method shown is used to obtain this information.

[0061] Vehicle 1 can now, upon learning of the low quality of service on the road segment 32 ahead, reconfigure its communication unit to change (in particular, increase) the transmission power, change the transmission direction, and / or change the transmission frequency, thereby increasing the chance that, for example, another vehicle 2 and / or infrastructure component 5 can also receive messages sent by vehicle 1 to another vehicle 2 and / or infrastructure component 5 within a predetermined or given time and / or within a predetermined or given error tolerance.

[0062] On the other hand, vehicle 1 can alternatively or additionally change its driving strategy, particularly its automated driving strategy, and / or manipulate various components of the vehicle to allow it to traverse the low-service-quality road segment 32 without increasing the danger. For example, the vehicle can reduce its speed, correspondingly replan its trajectory taking into account the assumption that information about dangerous conditions on road segment 32 cannot be received in a timely manner, and / or correspondingly pre-tension its braking system.

[0063] In addition, vehicle 1 may alternatively or additionally provide warnings to its driver, particularly visual, auditory and / or tactile warnings, to make the driver more cautious and focused when driving through sections of road 32 with lower service quality.

[0064] Correspondingly, after learning about the low service quality on the road segment 32 ahead of it, another vehicle 2 can reconfigure its communication unit to change (especially increase) the transmission power, change the transmission direction and / or change the transmission frequency, thereby increasing the chance that, for example, vehicle 1 and / or infrastructure component 5 can also receive messages sent by the other vehicle 2 to vehicle 1 and / or infrastructure component 5 within a pre-given or pre-given time and / or within a pre-given or pre-given error tolerance.

[0065] On the other hand, another vehicle 2 can alternatively or additionally change its driving strategy (especially an automated driving strategy) and / or manipulate various components of the vehicle to enable it to traverse the low-service-quality road segment 32 without increasing the danger. For example, the vehicle can reduce its speed, correspondingly replan its trajectory taking into account the assumption that information about dangerous conditions on road segment 32 cannot be received in a timely manner, and / or correspondingly pre-tension its braking system.

[0066] In addition, vehicle 2 may alternatively or additionally provide warnings to its driver, particularly visual, auditory and / or tactile warnings, to make the driver more cautious and focused when driving through sections of road 32 with lower service quality.

[0067] Alternatively or additionally, vehicle 1 and / or another vehicle 2 may at least temporarily disable their communication units to avoid misinterpretation due to delayed reception and / or incorrect messages.

[0068] Therefore, infrastructure component 5 can also respond to information about low service quality on road segment 32 by reconfiguring its communication unit to change (in particular increase) transmission power, change transmission direction and / or change transmission frequency, thereby increasing the chances, for example, that vehicle 1 and / or another vehicle 2 can receive messages sent by infrastructure component 5 to vehicle 1 and / or another vehicle 2 within a pre-given or pre-given time and / or within a pre-given or pre-given error tolerance.

Claims

1. A method (100) for mitigating the effects of geographic local communication interference between traffic participants, particularly between vehicles (1, 2) and / or infrastructure components (5), comprising the steps of: Information (101) received by at least one vehicle (1, 2) and / or by at least one infrastructure component (5), wherein the information is specific to the geographic local quality of service of the communication connection (4, 5, 6) between the traffic participants; Based on the received information, adapt (102) the configuration of the at least one vehicle (1, 2) and / or the at least one infrastructure component (5).

2. The method (100) according to claim 1, characterized in that, In the adaptation (102) step, the communication unit of the at least one vehicle (1, 2) and / or the at least one infrastructure component (5) is manipulated to change, in particular, increase the transmission power, change the transmission direction, and / or change the transmission frequency.

3. The method (100) according to claim 1 or 2, characterized in that, In the adaptation (102) step, the driving strategy of the at least one vehicle (1, 2) is adapted, at least each component of the vehicle (1, 2) is configured, and / or warnings are output to the driver of the vehicle (1, 2), particularly visual, auditory and / or tactile warnings.

4. The method (100) according to any one of claims 1 to 3, characterized in that, In the receiving (101) step, the geographic local service quality is a measure of bandwidth, latency, runtime fluctuations and / or packet loss rate.

5. The method (100) according to any one of the preceding claims, characterized in that, The information exists in a spatially resolved manner, particularly as a service quality map, preferably for a specific range around the at least one vehicle (1, 2) and / or the at least one infrastructure component (5).

6. The method (100) according to any one of the preceding claims, characterized in that, The information includes a timestamp that specifies the point in time at which the geographic local service quality is determined.

7. The method (100) according to any one of the preceding claims, characterized in that, The information includes weather conditions used to determine the quality of service in the geographic area.

8. The method (100) according to any one of the preceding claims, characterized in that, The information includes the communication connections (4, 5, 6), and in particular whether the cellular communication connection spans at least two radio cells.

9. The method (100) according to any one of the preceding claims, characterized in that, The information is based on a preliminary check of the geographic local service quality of the communication connections (4, 5, 6) between the traffic participants, particularly a specialized preliminary check, and / or on data from at least one third traffic participant, particularly a third vehicle (3) and / or a third infrastructure component, that has previously used the communication connections (4, 5, 6), particularly current data.

10. The method (100) according to any one of the preceding claims, characterized in that, The information is provided by a method (200) including the following steps: A test hazard report is received by a third vehicle (3) from another traffic participant or, in particular, another infrastructure component, (203) and the test hazard report includes data specific to a point in time, location and / or, in particular, hazardous traffic conditions; Perform (204) at least one predefined or predefined response to the test hazard report in the third vehicle (3); The third vehicle (3) compares at least one of the executed responses with the target response (205), wherein it is checked whether the test hazard report is received within a pre-given or pre-defined time and / or within a pre-given or pre-defined error tolerance; The third vehicle (3) identifies (206) a potential error based on the result of the comparison, wherein the potential error is identified if the test hazard report is not received within a pre-given or pre-defined time and / or within a pre-given or pre-defined error tolerance. The third vehicle (3) provides (207) information containing the identified potential errors.

11. An apparatus (10) for data processing, particularly an in-vehicle device (10), configured to perform the method (100) according to any one of claims 1 to 10.

12. A vehicle (1, 2) having the device (10) according to claim 11.

13. A computer program (20) comprising instructions that, when the computer program (20) is executed by a computer or a device (10) according to claim 11, cause the computer or device (10) to perform the method (100) according to any one of claims 1 to 10.

14. A computer-readable medium (15) having a computer program (20) as claimed in claim 13 stored thereon.

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