Method for classifying a received vehicle-to-X message

Abstract

Method for classifying a received vehicle-to-X message, wherein the vehicle-to-X message is sent by a sender (21) and is received by a receiver (23) performing the classification, wherein the vehicle-to-X message contains initial information of the sender (21) and wherein initial information of the receiver (23) is determined sensorially, based on the initial information from the sender's (21) a sender area (22) is determined and from the initial information of the recipient (23) a recipient area (24) is determined and that the classification is determined according to an overlap of the sender area (22) with the recipient area (24), where, for the determination of the sender area (22), a sender route is first calculated starting from the position information of the sender (21), and for the determination of the receiver area (24), a receiver route is first calculated starting from the position information of the receiver; characterized by the fact that the sending distance is calculated from the first and / or second information of the sending entity (21) for a time interval, and the receiving distance is calculated from the first and / or second information of the receiving entity (23) for the same time interval, taking into account a time inaccuracy of the first information of the sending entity (21) and / or a detection inaccuracy of the first information of the receiving entity (23) and / or a calculation uncertainty of the second information of the sending entity (21) and / or the receiving entity (23), and the first calculation uncertainty is calculated from the time interval, the velocity, and the acceleration; and / or to determine the source area (22), a source circle (25) is placed over the source path, the diameter of which corresponds to the source path, and to determine the receiver area (24), a receiver circle (27) is placed over the receiver path, the diameter of which corresponds to the receiver path, checking whether the source circle (25) overlaps with the receiver circle (27), and in the case of an overlap of the source circle (25) with the receiver circle (27), the source area (22) is further defined by a source polygon (26), and the receiver area (24) is further defined by a receiver polygon (28), a number of vertices of the source polygon (26) is chosen depending on the yaw rate of the source (21), and a number of vertices of the receiver polygon (28) is chosen depending on the yaw rate of the receiver (23); and / or wherein the sender route is calculated from the first and / or second information of the sender (21) for a time period and that the receiver route is calculated from the first and / or second information of the receiver (23) for the time period, wherein additionally a time inaccuracy of the first information of the sender (21) and / or a recording inaccuracy of the first information of the receiver (23) and / or a calculation uncertainty of the second information of the sender (21) and / or the receiver (23) is taken into account, wherein different sender areas (22) and different receiver areas (24) are determined on the basis of different time intervals, and wherein at least two different time periods are used as classification thresholds and the classification is carried out in at least three categories.

Description

[0001] The invention relates to a method for classifying a received vehicle-to-X message according to the preamble of claim 1.

[0002] Vehicle-to-X communication systems are already known in the art, suitable for transmitting information both between different vehicles (vehicle-to-vehicle communication) and between vehicles and infrastructure facilities (vehicle-to-infrastructure communication). Both variants are usually grouped under the umbrella term vehicle-to-X communication. Due to the high density of vehicle-to-X messages and the associated high information density, particularly in inner-city traffic areas, filtering methods are already known that classify the received vehicle-to-X messages into relevant information to be processed by the receiver and irrelevant information to be discarded.

[0003] In this context, DE 10 2010 038 640 A1 describes a device and a method for vehicle-to-X communication. The disclosed method is based on a combination of different communication technologies, each with different properties. For example, a first communication channel can be implemented as a mobile communication channel, while a second communication channel is implemented as a WLAN channel. A sender-side sorting of the information to be transmitted determines which type of information is sent via which communication channel. According to DE 10 2010 038 640 A1, periodically occurring or static information is transmitted via the first channel, while safety-relevant information is transmitted via the second channel. DE 10 2008 060 231 A1 describes a method for selecting different types of data transmitted via vehicle-to-X communication.A data filter in the receiving device uses a data frame to distinguish the different types of received data and forward them, for example, to a driver assistance system or an entertainment system. This allows the received data to be sorted before it is actually processed.

[0004] German patent DE 10 2010 002 092 A1 discloses a data preprocessing method for received vehicle-to-X messages, which precedes the forwarding of the messages to the relevant applications and systems in the vehicle and their processing by these applications and systems. This data preprocessing can include checking the message's security level and additionally performing data reduction. Data reduction causes information about certain objects or situations to be filtered out and therefore not forwarded or processed. For example, information about objects that are too far from the receiving vehicle or information about objects that the vehicle will only reach after a certain period of time is disregarded. Similarly, many geographically close objects with essentially the same behavior are grouped together as a single situation, such as a traffic jam.It is also possible to consider only objects located within the vehicle's intended path. This can reduce the amount of data that individual applications have to process.

[0005] German patent DE 10 2012 204 880 A1 discloses a method for reducing the computational load during data security checks of data packets received via vehicle-to-X communication. The data security check involves verifying a signature encrypted using cryptographic algorithms, which is computationally intensive and requires dedicated electronics. To reduce the computational load, the received vehicle-to-X messages are first preprocessed, prioritizing them into different categories. This prioritization can be based on various criteria, such as the distance between the sender and receiver or the time to collision (TTC) between the sender and receiver. Initially, only the signatures of high-priority data packets are checked. If sufficient computing capacity remains, further data packets are then checked.The possibility of verifying the content of a data packet using environmental sensor data is also described, thus eliminating the need for signature verification.

[0006] However, the methods known in the prior art have disadvantages in that they classify the vehicle-to-X messages to be evaluated based on comparatively inflexible criteria and, in particular, require a comparatively high level of computational effort.

[0007] Document DE 10 2011 107 111 A1 discloses a method and a communication system for receiving data in wireless vehicle-to-environment communication.

[0008] Document WO 2003 / 077 223 A1 discloses a system and a method using precise geographical information to implement wireless communication functions. Document DE 10 2011 101 359 A1 discloses a method for classifying data.

[0009] Document DE 199 03 909 A1 discloses a method and a device for obtaining relevant traffic information and for dynamic route optimization.

[0010] Document DE 10 2010 054 080 A1 discloses a method for assessing the relevance of vehicles belonging to the information layer of a Car2X network with respect to an ego vehicle.

[0011] The object of the present invention is to propose an improved classification method for received vehicle-to-X messages.

[0012] This problem is solved according to the invention by the method for classifying a received vehicle-to-X message according to claim 1.

[0013] The invention relates to a method for classifying a received vehicle-to-X message, wherein the vehicle-to-X message is sent by a sender and received by a receiver performing the classification, wherein the vehicle-to-X message contains initial information from the sender, wherein initial information from the receiver is determined sensorially, wherein a sender area is determined from the initial information from the sender and a receiver area is determined from the initial information from the receiver, and wherein the classification is determined according to an overlap between the sender area and the receiver area. This offers the advantage that, in particular, more efficient classification of the received vehicle-to-X messages is possible by taking the initial information into account, compared to so-called efficient classification methods.Furthermore, the classification is comparatively more precise and reliable than purely distance-based classification methods, which essentially depend on the spatial distance between the sender and the receiver. This comparatively greater reliability, in turn, leads to a lower overall number of received vehicle-to-X messages being classified as relevant by the receiver using the method according to the invention. This is because the classification, as described, is comparatively more reliable, and therefore, as a precautionary measure, vehicle-to-X messages that cannot be clearly classified are not also classified as relevant within a classification tolerance range. Consequently, the required computing capacity, which must be available for the reliable evaluation of the vehicle-to-X messages classified as relevant at all times, is also reduced.

[0014] The sender area is a spatial area in which the sender is likely to be located within a given time period with a comparatively very high probability, i.e., that the sender is likely to not leave the sender area within the given time period with a comparatively very high probability.

[0015] The receiving area is a spatial area in which the recipient is likely to be located within a given time period with a comparatively very high probability, i.e., that the recipient is likely to not leave the receiving area within the given time period with a comparatively very high probability.

[0016] The greater the overlap, or the overlap expected within a given time period, between the sender's area and the receiver's area, the more relevant the received vehicle-to-X messages can be classified as by the receiver. If there is no overlap at all, or if no overlap is expected, the vehicle-to-X message can be classified as irrelevant, for example.

[0017] Preferably, the vehicle-to-X message is intended to be a so-called Cooperative Awareness Message (CAM). This type of message is usually sent periodically, particularly at frequencies of 10 Hz, by a sender and contains a range of information about the sender's status.

[0018] It is advantageous that the vehicle-to-X message is sent and received using at least one of the following connection types: - WLAN connection, especially according to IEEE 802.11p, - ISM (Industrial, Scientific, Medical) Association - Bluetooth ® -Connection, - ZigBee connection, - UWB connection (Ultra Wide Band), - WiMax ® -Connection (Worldwide Interoperability for Microwave Access), - Infrared connection and - Mobile network connection.

[0019] These connection types offer different advantages, depending on the type, wavelength, and data protocol used. For example, some of the connection types mentioned allow for a comparatively high data transmission rate and a relatively fast connection setup, while others are well-suited for data transmission around line-of-sight obstacles. Combining and simultaneously or in parallel using several of these connection types offers further advantages, as this can also compensate for the disadvantages of individual connection types.

[0020] Furthermore, it is preferred that both the sender and the recipient are vehicles, in particular motor vehicles.

[0021] Advantageously, the initial information includes a position, orientation, and speed. This initial information allows for an estimation of the area in which the recipient or sender is likely to be located within a certain timeframe. The position can be determined, for example, using a GNSS such as GPS or Galileo. Map-matching methods or dead reckoning (either individually or in any combination) are also possible. The speed can then be determined from the time derivative of the position, and the orientation from the direction of the speed.

[0022] The orientation in the sense of the invention refers to an alignment of the sender, i.e. the direction of a velocity vector of the sender.

[0023] It is advantageous for the initial sender information to be read by a network layer of the receiver's vehicle-to-X communication system. This approach is particularly beneficial when processing received CAMs (Central Autonomous Communications). Thus, immediately after the physical reception of the vehicle-to-X message by a suitable antenna element of the receiver, the initial sender information is already available in the network layer of the vehicle-to-X communication system. The initial sender information is therefore available to the receiver immediately and without delay, and does not need to be forwarded to higher protocol layers of the vehicle-to-X communication system for evaluation.

[0024] Preferably, it is provided that second pieces of information about the sender are calculated from the first pieces of information about the sender, and that second pieces of information about the receiver are calculated from the first pieces of information about the receiver, and / or that second pieces of information about the receiver are determined sensorially. This provides additional information that can be used, for example, to further describe the properties or behavior of the sender or receiver. The sensory determination of the second pieces of information is preferably carried out using sensors typically found in a motor vehicle, such as ESC sensors in the form of accelerometers, steering angle sensors, yaw rate sensors, or wheel speed sensors, or environmental sensors in the form of camera sensors, radar sensors, ultrasonic sensors, or lidar sensors.The determination of the second piece of information from the sender, derived from the first piece of information contained in the received vehicle-to-X message, is preferably carried out by higher protocol layers of the receiver's vehicle-to-X communication system. This means that the network layer of the receiver's vehicle-to-X communication system forwards the received vehicle-to-X message to the higher protocol layers, where the information contained in the vehicle-to-X message is further processed and evaluated.

[0025] It is particularly preferred that the sender's second set of information be used to determine the sender's territory and / or that the recipient's second set of information be used to determine the recipient's territory. This provides more information overall for determining the sender's or recipient's territory, or alternatively, allows the first set of information to be more comprehensively evaluated using the second set of information to determine the sender's or recipient's territory. This enables a more reliable and accurate determination of the sender's or recipient's territory.

[0026] It is particularly preferred that the second set of information includes a yaw rate and / or a yaw acceleration and / or a longitudinal acceleration. This information is especially well suited for determining the source and receiver areas even more reliably and accurately. The second set of information for the source is determined from the first set of information for the source, as described, and the second set of information for the receiver is determined either from the first set of information for the receiver or by sensory means. Simultaneous determination of the second set of information for the receiver from the first set of information for the receiver and by sensory means is also possible according to the invention.

[0027] In particular, it is especially preferred that an absolute value of the yaw rate of the sender is used to determine the sender area and / or that an absolute value of the yaw rate of the receiver is used to determine the receiver area. This means that only the magnitude of the yaw rate, but not the direction or vector of the yaw rate, is used to determine the sender area or the receiver area. Thus, the sender area and the receiver area are defined more broadly. By using only the magnitude of the yaw rate, the computing power required to execute the method according to the invention in a vehicle-to-X communication system can be advantageously reduced.

[0028] Furthermore, the system is designed to convert the sender's and receiver's positions into a Cartesian coordinate system, with the receiver's position forming the origin. The sender's and receiver's territories are then defined within this Cartesian system. This simplifies the calculation of the sender's territory, the receiver's territory, and any overlap between the two for the receiver. Consequently, the required computing power can be further reduced.

[0029] Furthermore, it is planned that, to determine the sender's area, a sender's route is first calculated based on the sender's position, and, to determine the receiver's area, a receiver's route is first calculated based on the receiver's position. The sender's route represents the distance the sender is expected to travel—for example, assuming a constant speed—within the given time period. The sender's route is thus conveniently used to determine the extent of the sender's area. Conversely, the receiver's route represents the distance the receiver is expected to travel—again, assuming a constant speed—within the given time period. The receiver's route is thus conveniently used to determine the extent of the receiver's area.

[0030] According to one possible embodiment of the method protected in claim 1, it is provided that the sender's path is calculated from the first and / or second information of the sender for a time period and that the receiver's path is calculated from the first and / or second information of the receiver for the same time period, taking into account a time inaccuracy of the first information of the sender and / or a detection inaccuracy of the first information of the receiver and / or a calculation uncertainty of the second information of the sender and / or the receiver, and that the first calculation uncertainty is calculated from the time period, the speed and the acceleration.

[0031] According to a further possible embodiment of the method protected in claim 1, it is provided that, to determine the source area, a source circle is placed over the source path, the diameter of which corresponds to the source path, and that, to determine the receiver area, a receiver circle is placed over the receiver path, the diameter of which corresponds to the receiver path, wherein it is checked whether the source circle overlaps with the receiver circle, and wherein, in the case of an overlap of the source circle with the receiver circle, the source area is further defined by a source polygon, and wherein the receiver area is further defined by a receiver polygon, wherein a number of vertices of the source polygon is selected depending on the yaw rate of the source, and wherein a number of vertices of the receiver polygon is selected depending on the yaw rate of the receiver.

[0032] According to a further possible embodiment of the method protected in claim 1, it is provided that the sender's route is calculated from the first and / or second pieces of information from the sender for a time period and that the receiver's route is calculated from the first and / or second pieces of information from the receiver for the same time period, taking into account a time inaccuracy of the first pieces of information from the sender and / or a detection inaccuracy of the first pieces of information from the receiver and / or a calculation uncertainty of the second pieces of information from the sender and / or the receiver, whereby different sender areas and different receiver areas are determined on the basis of different time intervals, and wherein at least two different time periods are used as classification thresholds and the classification is carried out in at least three categories.

[0033] The sending distance is calculated particularly conveniently from the speed of the sender, and the receiving distance is calculated particularly conveniently from the speed of the receiver.

[0034] In particular, it is advantageous to calculate the sender's path from the first and / or second pieces of information provided by the sender for a specific time period, and to calculate the receiver's path from the first and / or second pieces of information provided by the receiver for the same time period, taking into account any time inaccuracies in the first pieces of information provided by the sender, any recording inaccuracies in the first pieces of information provided by the receiver, and / or any calculation uncertainty in the second pieces of information provided by the sender and / or the receiver. The sender's path and the receiver's path are thus calculated for a predetermined time period or a time period that can be selected as needed or depending on the situation. By using the second pieces of information, if necessary, in addition to the first pieces of information for the calculation, and by additionally taking into account time inaccuracies, recording inaccuracies, and / or calculation uncertainty, the calculation is made more accurate.Taking into account calculation uncertainties, the probability that the sender will travel a distance greater than the calculated sender distance within the given time period is particularly low. The same applies to the receiver and the receiver distance. This makes the method according to the invention particularly reliable.

[0035] It is particularly useful to calculate the initial uncertainty from the time interval, velocity, and acceleration. Since velocity and acceleration can change over time, considering these quantities is especially advantageous for the calculation uncertainty. The initial uncertainty can be determined, for example, using known stochastic methods.

[0036] It is also particularly advantageous to determine the source area by rotating the source path by a source rotation angle, calculated from the source's yaw rate and yaw acceleration, as well as the time interval. Similarly, to determine the receiver area, the receiver path is rotated by a receiver rotation angle, calculated from the receiver's yaw rate and yaw acceleration, as well as the time interval. The area swept by the source path or receiver path during rotation by the source rotation angle or receiver rotation angle defines the source area or receiver area. By rotating by the source rotation angle or receiver rotation angle, and by first determining the source rotation angle or receiver rotation angle from the respective yaw rates or yaw accelerations, it is ensured that changes in direction and turns of the source or receiver path are also accurately reflected.The recipient's location must be duly taken into account when determining the sender's or recipient's territory. This, in turn, increases the reliability of the method according to the invention.

[0037] Furthermore, it is particularly advantageous to define the sender area by placing a sender circle whose diameter corresponds to the sender route, and to define the receiver area by placing a receiver circle whose diameter corresponds to the receiver route. This provides a simple and computationally efficient method for determining the sender and receiver areas. The sender and receiver circles determined in this way can, for example, be directly adopted as the sender and receiver areas, respectively, or they can be further modified and refined through additional processing steps.

[0038] In particular, it is especially useful to check whether the sender and receiver groups overlap. Since determining the sender and receiver groups, as described, is relatively simple and computationally efficient, an initial classification can be performed without much effort, which can later be refined or supplemented if necessary. However, if the sender and receiver groups do not overlap, further classification steps can be advantageously omitted, as the vehicle-to-X message can already be reliably classified as irrelevant on this basis.

[0039] Furthermore, it is particularly advantageous that, in the event of an overlap between the sender and receiver regions, the sender region is more precisely defined by a sender polygon, and the receiver region is more precisely defined by a receiver polygon, whereby the number of vertices of the sender polygon is chosen depending on the yaw rate of the sender, and the number of vertices of the receiver polygon is chosen depending on the yaw rate of the receiver. This has the advantage that the initial classification, already established by the overlap between the sender and receiver regions, can be further and, above all, more accurately verified. The sender polygon describes the sender region, and the receiver polygon describes the receiver region. Since the sender polygon and the receiver polygon can be better adapted to the behavior of the sender or receiver region through additional computational effort, the following applies:Since the recipient's characteristics are adapted, a second classification can advantageously be performed, which complements or clarifies the first classification. However, classification using the sender polygon and the recipient polygon can also be performed instead of classification using the sender circle and the recipient circle.

[0040] Furthermore, it is particularly useful to determine different sender and recipient areas based on different time intervals. This offers the advantage of a comparatively more nuanced classification that does not solely distinguish between relevant and irrelevant, but also allows for intermediate levels.

[0041] Furthermore, it is particularly advantageous to use at least two different time periods as classification thresholds and to perform the classification into at least three categories. A classification into three different categories, e.g., irrelevant, relevant, critical, has proven sufficient for typical applications. The classification can be further refined by including additional time periods or classification thresholds, but this also increases the required computational effort. Preferably, the classification is performed by checking the sender and recipient areas for overlap, starting with the longest time period or classification threshold, until no overlap is detected for a given classification threshold or the vehicle-to-X message is ultimately classified as belonging to the most critical message group.

[0042] In particular, it is especially useful to apply a hysteresis effect to the time intervals or classification thresholds for a specific sender or for all received vehicle-to-X messages from a specific sender. This means that the time intervals or classification thresholds are adjusted within a predefined range depending on the classification of the most recently received vehicle-to-X message from that sender, in order to avoid sudden differences in the classification of successive vehicle-to-X messages from the same sender as far as possible. This results in two thresholds, e.g., for relevant and critical, becoming four: "relevant + hysteresis effect," "relevant - hysteresis effect," "critical + hysteresis effect," and "critical - hysteresis effect."

[0043] It is preferred that the processing order of received vehicle-to-X messages depends on their classification. This ensures that vehicle-to-X messages classified as critical or relevant can be processed quickly and, above all, reliably, since sufficient free computing capacity is usually available for processing the first messages. Vehicle-to-X messages classified as irrelevant are processed subsequently, provided computing capacity is still available.

[0044] Further preferred embodiments are described in the dependent claims and in the following descriptions of exemplary embodiments with reference to figures.

[0045] They show Fig. 1 an exemplary sequence of the inventive method in the form of a flowchart and Fig. 2. For example, a sender with a sender area and a receiver with a receiver area.

[0046] Fig. Figure 1 shows an exemplary flowchart of a possible sequence of the inventive method. In step 101, a vehicle-to-X message sent by a sender is first received by a receiver. The vehicle-to-X message is a so-called CAM, which is sent and received via WLAN according to IEEE 802.11p and contains, among other things, the sender's position, orientation, and speed. The position is described, for example, in GPS coordinates. Both the sender and the receiver are motor vehicles, each equipped with a vehicle-to-X communication system. The inventive method, with the exception of sending the vehicle-to-X message, is executed by the receiver. In process step 102, the position, orientation, and speed are read from the vehicle-to-X message by the network layer of the receiver's vehicle-to-X communication system.Thus, this information is available to the receiver immediately after being received. Parallel to step 102, step 103 determines the receiver's position, orientation, and speed using sensors integrated into the receiver. For example, this is a GPS receiver whose position data is enhanced by an odometry method using wheel speed sensors. In the subsequent step 104, the receiver determines the sender's yaw rate and longitudinal acceleration from the sender's position, orientation, and speed. This determination takes place in one of the higher protocol layers of the vehicle-to-X communication system. In step 105, the receiver determines its yaw rate and longitudinal acceleration from the sender's position, orientation, and speed.This determination is made in a dedicated electronic control unit of the receiver. Additionally, in step 106, the receiver determines its yaw rate and longitudinal acceleration using an accelerometer and a yaw rate sensor. The transmitter distance is calculated by the receiver in step 107. Inaccuracies and uncertainties are handled mathematically in the same way for both the calculation of the transmitter distance and the calculation of the receiver distance, and subsequently for the transmitter and receiver areas. The velocity, acceleration, and yaw rate thus increase by their inaccuracies and uncertainties, which represent parameters to be set. For the yaw rate, it should also be noted that, for the sake of simplicity, it is considered, for example, as an absolute value, which causes the transmitter and receiver areas to be divided into two directions.Furthermore, the position data is first converted into a Cartesian coordinate system with origin (0|0) at the position of the receiver.

[0047] For example, the sender's route is now calculated from the sender's position as follows: - Taking into account a time inaccuracy both in the direction of the sender's orientation and in the opposite direction: v*Δt - Calculation of the length of the sender's path for a given time period in the direction of the sender's orientation: (t*v)+(t2 / 2a)

[0048] These include: v = velocity Δt = time inaccuracy a = longitudinal acceleration t = time span

[0049] Time inaccuracy refers to the inaccuracy or maximum possible time deviation of a time tracking device at the receiver or sender. For example, the time tracking device at both the receiver and sender is a GPS-based clock.

[0050] In step 108, the receiver path is calculated analogously to the relationships described above. In the following step 109, the sender path is rotated by the sender's rotation angle. The rotation of the sender path is performed around the sender's position as the pivot point.

[0051] The sender's rotation angle can be determined, for example, by the following relationship: α=Δψ+(t*dψ / dt)

[0052] These include: α = Sender rotation angle Δψ = Inaccuracy of the yaw rate

[0053] In step 110, the receiver rotation angle is calculated analogously to the relationship described above.

[0054] In the following step 111, the area swept by the sender's path is overlaid with a sender circle whose diameter corresponds to the length of the sender's path. Simultaneously, in step 112, the area swept by the receiver's path is overlaid with a receiver circle. In process step 113, it is checked whether the receiver circle and the sender's circle overlap. If the receiver circle and the sender's circle do not overlap, i.e., if there is no overlap between the receiver circle and the sender's circle, the received vehicle-to-X message is classified as irrelevant in step 114. Likewise, the sender is classified as irrelevant to the receiver. However, if there is an overlap between the receiver circle and the sender's circle, polygons are determined in steps 115 and 116, which further define the sender's area and the receiver's area, respectively.

[0055] In process step 115, the sender polygon is first determined. The number of vertices of the sender polygon is determined based on the sender's yaw rate or rotation angle. Unlike the sender circle and receiver circle, the sender polygon and receiver polygon take the sender's or receiver's driving behavior into greater account, resulting in a more meaningful and reliable classification. The following three cases are distinguished by way of example: Case 1: α < 90 degrees: 6-sided polygon - rear right: (-e | -e) - right: ((f + e) ​​* c - e * s | -((f + e) ​​* s + e * c)) - front right: (f + e | - ( (f + e) ​​* s) + ( (f + e) ​​* (1 - c)) / (s / c) - front left: (f + e, ((f + e) ​​* s) - ((f + e) ​​* (1 - c)) / (s / c)) - left: ((f + e) ​​* c - e *s | ((f + e) ​​* s + e * c))) - rear left: (-e | e) Case 2: 90 degrees < α < 180 degrees: 7-sided polygon: - rear: (-e | 0) - back right: ((f + e) ​​* c - e * s | -((f + e) ​​* s + e * c)) - right: ((f + e) ​​* c - (f + e) ​​* (1 - s) * s / c | -(f + e)) - front right: ((f + e) ​​| - (f + e)) - front left: ((f + e) ​​| (f + e)) - left: ((f + e) ​​* c - (f + e) ​​* (1 - s) * s / c | (f + e)) - back left: ((f + e) ​​* c - e * s | (f + e) ​​* s + e * c) Case 3: α > 180 degrees: 4-point polygon - back right: (-(f + e) ​​| - (f + e)) - front right: ((f + e) ​​| -(f + e)) - front left: ((f + e) ​​| (f + e)) - rear left: (- (f + e) ​​| (f + e))

[0056] These include: c = cos (α) s = sin (α) f = v * Δt + t * v + t 2 / 2a e = Inaccuracy of the position data

[0057] The inaccuracy of the position data is the inaccuracy or the maximum possible position deviation of the GPS-based determined position data.

[0058] The coordinates are given in the Cartesian coordinate system (x | y), where x points in the direction of travel of the sender polygon when calculating the sender polygon. In process step 116, the receiver polygon is determined analogously to the determination of the sender polygon. In this case, the coordinate x in the Cartesian coordinate system (x | y) points in the direction of travel of the receiver. As an example, the yaw rates were simplified and considered as absolute values. However, according to another embodiment, this is not the case, and a case distinction is made for the left and right sides of the sender polygon and the receiver polygon; that is, the left and right sides of a polygon are calculated with different yaw rates or rotation angles. Nevertheless, polygons with a maximum of seven vertices are still generated. The subsequent steps therefore remain unchanged.

[0059] In the following step 117, it is checked whether there is an overlap between the sender polygon and the receiver polygon. This check is performed, for example, using the so-called "polygon collision" method. If there is no overlap, the received vehicle-to-X message is classified as irrelevant in step 118. Likewise, the sender is classified as irrelevant for the receiver. However, if there is an overlap between the sender polygon and the receiver polygon, the process continues in step 119. In step 119, a new time interval is selected that is shorter than the previously selected time interval. Subsequently, in step 119, the sender polygon and the receiver polygon are recalculated for the new, shorter time interval. Since the new time interval is shorter than the previously selected one, the sender polygon and the receiver polygon are correspondingly smaller.Furthermore, in step 119, it is checked whether there is an overlap between the sender polygon determined using the shorter time interval and the receiver polygon determined using the shorter time interval. If this is not the case, i.e., if there is no overlap, the received vehicle-to-X message is classified as relevant by the receiver in step 120. Likewise, the sender is classified as relevant by the receiver in step 120. However, if an overlap exists, the received vehicle-to-X message and the sender are classified as critical, for example.

[0060] In Fig.Figure 2 shows, by way of example, sender 21 with a sender area 22 and receiver 23 with a receiver area 24. Sender 21 and receiver 23 are both motor vehicles that communicate and exchange vehicle-to-X messages using vehicle-to-X communication systems. Receiver 23 executes the method according to the invention. Sender area 22 was defined once as a sender circle 25 and once as a sender polygon 26. Sender polygon 26 has seven vertices because sender 21 travels relatively slowly and has a relatively high yaw rate. Receiver area 24 was defined once as a receiver circle 27 and once as a receiver polygon 28. Receiver polygon 28 has, by way of example, six vertices because receiver 23 travels relatively quickly and has a relatively low yaw rate.Sender circle 25, sender polygon 26, receiver circle 27, and receiver polygon 28 were all determined by receiver 23 in a Cartesian coordinate system, with receiver 23 at its origin. As can be seen, there is an overlap between sender circle 25 and receiver circle 27, which, for example, meant that receiver 23 could not classify the vehicle-to-X messages received from sender 21 as irrelevant but had to analyze them further. Accordingly, receiver 23 then determined sender polygon 26 and receiver polygon 28. Since sender polygon 26 and receiver polygon 28 do not overlap, receiver 23 classifies the vehicle-to-X messages received from sender 21 as relevant, but not critical.

Claims

[1] Method for classifying a received vehicle-to-X message, wherein the vehicle-to-X message is sent by a sender (21) and is received by a receiver (23) performing the classification, wherein the vehicle-to-X message contains initial information of the sender (21) and wherein initial information of the receiver (23) is determined sensorially, based on the initial information from the sender's (21) a sender area (22) is determined and from the initial information of the recipient (23) a recipient area (24) is determined and that the classification is determined according to an overlap of the sender area (22) with the recipient area (24), where, for the determination of the sender area (22), a sender route is first calculated starting from the position information of the sender (21), and for the determination of the receiver area (24), a receiver route is first calculated starting from the position information of the receiver; characterized by , that the sending distance is calculated from the first and / or second information of the sending entity (21) for a time interval, and the receiving distance is calculated from the first and / or second information of the receiving entity (23) for the same time interval, taking into account a time inaccuracy of the first information of the sending entity (21) and / or a detection inaccuracy of the first information of the receiving entity (23) and / or a calculation uncertainty of the second information of the sending entity (21) and / or the receiving entity (23), and the first calculation uncertainty is calculated from the time interval, the velocity, and the acceleration; and / or to determine the source area (22), a source circle (25) is placed over the source path, the diameter of which corresponds to the source path, and to determine the receiver area (24), a receiver circle (27) is placed over the receiver path, the diameter of which corresponds to the receiver path, checking whether the source circle (25) overlaps with the receiver circle (27), and in the case of an overlap of the source circle (25) with the receiver circle (27), the source area (22) is further defined by a source polygon (26), and the receiver area (24) is further defined by a receiver polygon (28), a number of vertices of the source polygon (26) is chosen depending on the yaw rate of the source (21), and a number of vertices of the receiver polygon (28) is chosen depending on the yaw rate of the receiver (23); and / or wherein the sender route is calculated from the first and / or second information of the sender (21) for a time period and that the receiver route is calculated from the first and / or second information of the receiver (23) for the time period, wherein additionally a time inaccuracy of the first information of the sender (21) and / or a recording inaccuracy of the first information of the receiver (23) and / or a calculation uncertainty of the second information of the sender (21) and / or the receiver (23) is taken into account, wherein different sender areas (22) and different receiver areas (24) are determined on the basis of different time intervals, and wherein at least two different time periods are used as classification thresholds and the classification is carried out in at least three categories. [2] Method according to claim 1, characterized bythat the initial information includes a position, orientation, and speed. [3] Method according to at least one of claims 1 and 2, characterized by , that the first information of the sender (23) is read from a network layer of a vehicle-to-X communication system of the receiver (21). [4] Method according to at least one of claims 1 to 3, characterized by , that second information of the sender (21) is calculated from the first information of the sender (21) and that second information of the receiver (23) is calculated from the first information of the receiver (23) and / or that second information of the receiver (23) is determined sensorially. [5] Method according to claim 4, characterized by, that the second information of the sender (21) is used in addition to a determination of the sender's territory (22) and / or that the second information of the recipient (23) is used in addition to a determination of the recipient's territory (24). [6] Method according to at least one of claims 4 and 5, characterized by , that the second pieces of information include a yaw rate and / or a yaw acceleration and / or a longitudinal acceleration. [7] Method according to claim 6, characterized by , that an absolute value of the sender's yaw rate (21) is used to determine the sender's area (22) and / or that an absolute value of the receiver's yaw rate (23) is used to determine the receiver's area (24). [8] Method according to at least one of claims 1 to 7, characterized by, that the position data of the sender (21) and the receiver (23) are converted into a Cartesian coordinate system, wherein the position data of the receiver (23) forms the origin of the coordinate system and wherein the sender area (22) and the receiver area (24) are determined in the Cartesian coordinate system. [9] Method according to at least one of the preceding claims, characterized by , that to determine the sending area (22) the sending path is rotated by a sending rotation angle, wherein the sending rotation angle is calculated from the yaw rate and the yaw acceleration of the sending (21) as well as the time interval and that to determine the receiving area (24) the receiving path is rotated by a receiving rotation angle, wherein the receiving rotation angle is calculated from the yaw rate and the yaw acceleration of the receiving (23) as well as the time interval [10] Method according to at least one of the preceding claims, characterized by, that the processing order of the received vehicle-to-X messages depends on their classification.

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