Procedure for warning a road user

Abstract

Procedure for warning a road user (120, 126) and / or a driver of a motor vehicle (102, 116) with the following steps: - Driving a motor vehicle (102, 116) on a roadway; - Monitoring a first area (101) located next to the roadway and intended not to be driven on by a motor vehicle, by means of at least one sensor (114, 136) arranged in or on the motor vehicle; - Detection of a hazard (122, 124, 130) in the first area (101); - Determine whether - the hazard (122, 124, 130) could cause a road user (120, 126) in the first area (101) to move onto the roadway, - the road user (120, 126) could fall in the first area (101) due to the hazard (122, 124, 130); and / or - the hazard (122, 124, 130) significantly impairs the comfort of the road user in the first area; and - Determining the location and nature of the hazard (122, 124, 130); - Detecting a hazard (118, 134) in a second area (104) located on the roadway on which the motor vehicle (102, 116) is traveling, by means of an optical, electromagnetic and / or acoustic sensor (114, 136) that scans the roadway; - Detection of a hazard (118, 134) in the second area (104) based on a temporary change in the tire diameter (216) and / or a temporary reaction of the chassis (204, 206); - furthermore, exhibiting at least one of the following steps: - Determining the location and nature of the hazard (118, 134) in the second area (104); - furthermore, exhibiting at least one of the following steps: - Storing the location and type of hazard (118, 134) in a database (302) which can be accessed by a plurality of motor vehicles (102, 116); - Sending the location and nature of the hazard (118, 134) to another motor vehicle (102, 116).

Description

[0001] The present invention relates to a method for warning a road user, in particular of a road user who is located on a traffic area next to a roadway or street and where there is a risk of collision with the motor vehicle because the road user could move towards the roadway.

[0002] Vehicles equipped with sophisticated measuring technology, such as cameras and laser sensors, are known to precisely examine road damage. These vehicles inspect the roadway accessible to vehicles, focusing particularly on vertical damage. The results are displayed on condition maps and serve as the basis for maintenance plans developed by cities and municipalities. Because such vehicles are very expensive to manufacture due to the necessary measuring technology, only a few are in operation. Consequently, the road network is surveyed only irregularly and to a limited extent.

[0003] Furthermore, motor vehicles are known in the prior art which, for example, have a stereo camera and check the road surface in front of the vehicle for unevenness in order to increase the comfort of the occupant by adjusting the suspension and damping of the vehicle.

[0004] Collisions between pedestrians and other road users who normally use a traffic area next to a roadway, such as a sidewalk or cycle path, and a motor vehicle occur when these road users are forced to move from the traffic area next to the roadway onto the roadway. This can happen, for example, if the traffic area next to the roadway is damaged or ends.

[0005] WO 02 / 101 328 A1 discloses a specialized vehicle and a method for recording the surface condition of a roadway using a laser scanner.

[0006] DE 10 2010 045 162 A1 discloses a pothole assistant for measuring the road surface in front of the vehicle in the direction of travel using environmental sensors and for determining an avoidance trajectory for a pothole, wherein the avoidance trajectory avoids wheel contact with the detected pothole.

[0007] DE 10 2012 101 085 A1 discloses a method for detecting the condition of a road surface using a 3D camera.

[0008] JP 2009-175 814 A describes a vehicle driver assistance system that uses a camera and an image processing unit to detect objects in front of the vehicle and determine their direction of movement. Based on changes in the distance between a moving and a stationary object, the system predicts whether a pedestrian or two-wheeler might move from the sidewalk into the roadway. If a collision risk is detected, the driver is warned via a display or an audible signal.

[0009] US patent 2006 / 0109095A1 discloses a vehicle-mounted alarm system that uses map data to identify so-called hazardous locations, such as intersections or areas with poor visibility. As the vehicle approaches such a hazard, it transmits radio signals that can be received by mobile devices belonging to pedestrians or cyclists, triggering a warning to the driver or other road users.

[0010] DE 10 2013 208 190 A1 relates to a method for monitoring tire and road surface conditions, in which unevenness, depressions, or raised areas of the road surface are detected from tire and chassis signals. The information obtained can be used to assess the road surface condition or to warn the driver.

[0011] DE 103 34 013 A1 describes a safety system for improving road safety that uses vehicle and environment sensors to detect critical situations between vehicles or between a vehicle and other road users and to avoid them by means of warning signals or automatic interventions.

[0012] The invention aims to warn a road user on a traffic area next to a roadway and the driver of a motor vehicle.

[0013] The object of the invention is achieved by a method according to claim 1 and a computer program product according to claim 9. The dependent claims describe preferred embodiments.

[0014] A method for warning a road user and / or a driver of a motor vehicle comprises the steps of driving a motor vehicle on a roadway, monitoring a first area adjacent to the roadway, which is intended to be kept clear of motor vehicles, by means of a sensor arranged in or on the vehicle, and detecting a hazard in the first area. The method according to the invention determines whether the hazard could cause a road user in the first area to move onto the roadway, whether the road user in the first area could fall due to the hazard, and / or whether the hazard significantly impairs the comfort of the road user in the first area. The method then determines the location and nature of the hazard.

[0015] The first area can be a sidewalk, a cycle path, and / or a vehicle entrance. The road user in the first area can be a pedestrian, a cyclist, a wheelchair user, a roller skater, a skateboarder, and / or a road user with a wheeled sports device.

[0016] A hazard can be a narrowing of the first section, damage to the road surface of the first section, a slope in the first section, a high curb in the first section, the end of the first section, an overgrown sidewalk with insufficient width and / or clearance, an overgrown bike path, a raised slab of a sidewalk, a raised slab of a bike path, a manhole cover, a utility box, a fire hydrant, a garbage can, an advertising board, a sales stand, an information stand, or any other stationary or moving narrowing or obstruction. Damage to the road surface of the first section can be a depression, such as a pothole, or a raised area, such as that caused by tree roots, or any other depression or raised area in the roadway.

[0017] The present invention provides a method that protects vulnerable road users, as it monitors the road area of ​​a vulnerable road user and detects hazards with less effort.

[0018] The location and nature of the hazard can be used, on the one hand, to warn the driver of a motor vehicle that a vulnerable road user in the first area might move or fall onto the roadway, causing them to involuntarily move towards it. The vulnerable road user in the first area may perceive the hazard as an obstacle they wish to avoid. The location and nature of the hazard can also be used to warn the vulnerable road user, for example, if they are carrying a smartphone or other mobile electronic device.

[0019] The procedure involves storing the location and type of hazard in a database, which can be accessed by multiple motor vehicles and / or a mobile electronic device belonging to a road user in the first area. The location and type of hazard can be transmitted to and / or retrieved from the database via mobile network. The database can be a central database or consist of several distributed databases.

[0020] The procedure may further include the step of transmitting the location and type of hazard to another motor vehicle. This allows other motor vehicles to be directly informed about hazards. The procedure may further include the step of transmitting the location and type of hazard to a road user in the first zone to warn them. The procedure may also include the step of a motor vehicle retrieving the locations and types of hazards in the first zone from the database. Alternatively or additionally, the procedure may include the step of a road user intending to pass through the first zone retrieving the locations and types of hazards in the database from the database.

[0021] The procedure can also include the steps of determining whether a road user located in the first zone might move towards the roadway due to the hazard, and warning the driver of the vehicle if it is determined that a road user located in the first zone might move towards the roadway due to the hazard. The vehicle can determine the hazard itself using the sensor or retrieve its location from the database. This increases road safety because the driver is warned that another road user might move towards the roadway alongside it.

[0022] The system can determine whether a road user in the first zone is moving towards the hazard. If this is detected, the first road user in the first zone is warned. This allows the first road user to be warned of hazards such as potholes, displaced paving stones, damage from tree roots, or similar issues. This can increase safety by reducing the risk of falls.

[0023] The method may further include the step of detecting a hazard on the road surface on which the vehicle is traveling by means of an optical, electronic, and / or acoustic sensor that scans the road surface. The sensor may be a LiDAR sensor, a radar sensor, or the like. Alternatively or additionally, the method may include the step of detecting a hazard on the road surface on which the vehicle is traveling based on a temporary change in tire diameter and / or a temporary reaction of the chassis. When a tire passes over a bump or dip, the tire diameter changes momentarily. The temporary reaction of the chassis may be the compression or rebound of a shock absorber.The procedure may further include the step of determining the location and type of hazard in the second area and storing the location and type of hazard in a database accessible to multiple motor vehicles and / or a road user in the first area. The procedure may further include the steps of storing the location and type of hazard in a database accessible to multiple motor vehicles and transmitting the location and type of hazard to another motor vehicle. This allows hazards on the roadway to be identified using the onboard systems of a modern motor vehicle and made available to a large number of road users, whose vehicles may not yet be equipped with the necessary sensors.

[0024] The system can detect a value at a detection point, which may be located in either the first or second area, using a sensor. This value could be, for example, the width of a sidewalk, the slope of a sidewalk, the height of a curb, or similar parameters. The system can compare the value detected by the sensor with a threshold value. The detection point can be marked as a hazard if the detected value violates the threshold value, for example, if it exceeds or falls below it. The threshold value can be the upper or lower boundary of an area. For example, if a sidewalk is too narrow or its slope is too steep, there may be a risk that a pedestrian intends to leave the sidewalk and use a roadway, or, in the worst-case scenario, unintentionally moves toward the roadway, for example, due to a fall.

[0025] The procedure can further include the step of receiving the location and type of hazard from multiple vehicles in a stationary unit. This stationary unit can comprise the database. The location and type of hazards are stored in the stationary unit. This makes it possible to use data from a large number of vehicles to generate a complete picture of hazards adjacent to the roadway, for example, on the sidewalk or cycle path. These steps are preferred because, for example, parked cars can restrict the sensor's field of view; in other words, the sensor may only be able to detect the area immediately adjacent to the roadway to a limited extent or not at all due to the parked cars. The location and type of hazards are then transmitted from the stationary unit to multiple vehicles and / or multiple road users in the initial area.

[0026] The invention also relates to a computer program product which, when loaded into a computer with a processor and memory and executed by the processor, performs the method described above. The method can be executed by several distributed processors. For example, the method can be executed by a processor in a motor vehicle, by a processor in a mobile electronic device worn by a road user in the first area, and / or by a processor connected to the database in a stationary unit.

[0027] The invention will now be explained with reference to the figures, which show non-limiting embodiments of the invention, wherein Fig. 1 shows a first scenario for capturing an initial area next to a roadway; Fig. 2 shows a second scenario for monitoring a second area next to a roadway; Fig. 3 shows a third scenario for monitoring a second area next to a roadway; Fig. Figure 4 shows a scenario for monitoring a first area on the roadway and a second area next to the roadway; Fig. 5 shows a scenario where the second area next to the roadway cannot be monitored; Fig. 6 shows a scenario in which the second area next to the roadway can be partially captured; Fig. 7 shows a scenario in which road damage is detected using the chassis; and Fig. 8 shows a network of several road users.

[0028] In Fig. 1. A motor vehicle travels on a second area 104 of a roadway and monitors a first area 101 next to the roadway, for example a sidewalk 111, using a sensor 114. The sensor 114 can be a LIDAR sensor that directs a beam in area 108 towards the sidewalk 111, the curb 110, and objects 115 on the sidewalk 111. In the Fig. In scenario 1 shown, an evaluation unit in the motor vehicle 102 determines that the height of the curb 110 exceeds the permissible limit. Therefore, the location of the excessively high curb 110 is marked as a hazard.

[0029] At the in Fig. In the scenario shown, a sensor 114 of the vehicle 102 detects that the sidewalk, i.e., the second area, is narrower than in other areas, for example, because a wall 115 is located near the curb 110, or because a construction barrier 115 or vegetation, such as a hedge 115, narrows the sidewalk 111. The location where the width of the sidewalk 111 is reduced due to the wall 115 is marked as a hazard.

[0030] At the in Fig. In the scenario shown in Figure 3, the vehicle 102 drives along the second section 104 on the roadway and monitors the first section 101 next to the roadway using sensor 114. The evaluation unit in the vehicle 102 determines that the sidewalk 111 has an excessive slope towards the roadway. Therefore, this section of the sidewalk 111 is identified as a hazard. The slope of the sidewalk 111 can range from a few centimeters to several meters in length and can also be undulating, i.e., exhibit changing angles of inclination.

[0031] Fig. Figure 4 shows a scenario in which the motor vehicle 102 is moving on the roadway, which forms the second area 104. Using a plurality of sensors 114, the motor vehicle 102 detects hazards, namely a pothole 118 in the second area 104 and two tree roots 124 in the first area 101, which is located in the Fig. In scenario 4, a combined pedestrian and cycle path is shown. In the first area 101, there are also the first tree roots 122, which are outside the range of the sensors. The motor vehicle 102 knows the location of the first tree roots 122 because the location of the second tree roots was transmitted to the motor vehicle from a central database and / or from another motor vehicle 128.

[0032] The pothole 118 constitutes a first hazard, the first tree roots 122 constitute a second hazard, and the second tree roots 122 constitute a third hazard. The motor vehicle 102 transmits the location and nature of the third hazard, i.e., the first tree roots 122, to a plurality of pedestrians 120 who are approaching the first tree roots 122 as road users in the first area by transmitting a message to a mobile electronic device, such as a smartphone, of a pedestrian 120.

[0033] The second hazard detected by the sensors 114, i.e., the second tree roots 124, is transmitted via a mobile communication connection to a cyclist's mobile electronic device 126. The motor vehicle 102 transmits information about hazards 122, 124 to vulnerable road users located in a first area 101 next to the roadway. This increases road safety for all road users because it prevents falls and the associated danger of unintentional movement towards the roadway. At the same time, the driver of the motor vehicle 102 is warned that a pedestrian 120 might step onto the roadway or fall and thus move towards the roadway.

[0034] Motor vehicle 102 transmits the location and type of the first hazard, i.e., the pothole 118, to a following motor vehicle 116. Alternatively or additionally, motor vehicle 102 transmits the location of the first hazard 118 to a central database. Furthermore, motor vehicle 102 can transmit the location and type of the second hazard, i.e., the second tree root 124, to the following motor vehicle 116 to warn its driver that a cyclist 126 might leave the cycle path and move towards the roadway, or might fall and unintentionally move into the roadway.

[0035] It is understood that communication between the vehicle 102 and other road users and the central database can take place via a mobile network. Such mobile networks and associated protocols are familiar to those skilled in the art and need not be described here.

[0036] Fig. Figure 5 shows a scenario in which vehicle 102 is moving on the road, while several vehicles 132 are parked on the right-hand shoulder. Due to the parked vehicles 132, the sensors 114 of vehicle 102 cannot detect the tree roots 122, 124, 130 as hazards.

[0037] In Fig. 6. Vehicle 102 is parked at the edge of the roadway. Therefore, sensors 114 can partially or completely detect tree roots 122, 124, 130 as hazards, depending on their range. The location and type of hazards are transmitted from the first vehicle to a central database. The central database receives information about hazards from multiple vehicles and combines this information to create the most complete and up-to-date database of hazards possible.

[0038] It will be on Fig. Figure 7 is referenced, which shows the measurement of the height of a road bump. A body, i.e., a car body, of the motor vehicle 102 comprises the mass m. At least one damping device 204 and an elastic element 206, for example a spring, are arranged on the car body 202. The damping device 204 and the elastic element 206 can be attached to a strut on which a tire 208 is arranged. Due to the road bump 212, the tire 208 is deformed such that it has an effective diameter 216 that is Δd smaller than the diameter without the road bump. Furthermore, the elastic element 206 and the damping device 204 compress by an amount Δf, which is shown in Fig. Figure 7 is shown with reference numeral 214. The height Δh of the ground ripple is calculated as follows: Δh=Δd+Δf; where Δd is the change in tire diameter due to the bump in the road and Δf is the compression of the elasticity 206 and the damping device 204, which depend on the spring characteristic and damper characteristic.

[0039] The above formula is based on the assumption that the vehicle body 202 does not move due to the bump. If the vehicle body 202 does move due to the bump 210, this movement must be taken into account when estimating the height of the bump.

[0040] It will be on Fig.Figure 8 refers to a network connecting multiple road users 102, 116, 120, 138 to a central unit 300 with the database 302. As previously described, the motor vehicle 102 detects a second tree root 124 as a third hazard using sensors 114. Consequently, the driver of the motor vehicle 102 is warned that the pedestrian 120 might step onto the roadway or trip in the first area 101. The time at which the pedestrian reaches the obstacle can be estimated and compared with the time at which the vehicle reaches the obstacle. If the pedestrian and the vehicle arrive at the same point at the obstacle at the same time, there is a particular danger.One safety measure the vehicle could take is to proactively avoid a potential collision or joint arrival at the hazard by accelerating (while adhering to the applicable speed limit), braking, changing lanes (if the road is multi-lane), or slightly steering towards the center of the road. Furthermore, the vehicle 102 transmits the location and type of the second hazard 124 via a mobile antenna 140 to a mobile antenna 306 of the central facility 300. The vehicle detects a pothole 118 in the second area 104, i.e., the roadway, using sensors 114, and transmits the location and type of the first hazard via the mobile antenna 140 to the mobile antenna 106 of the central facility 300.

[0041] The first motor vehicle 102 has passed a fourth hazard 134 in the form of a pothole. As previously described, the height of the pothole 134 was determined based on the change in tire diameter Δd, the compression of the damping system, and the elasticity Δh. The location and type of the fourth hazard 134 are transmitted by the motor vehicle 102 to the mobile antenna 306 of the central unit 300 via the mobile communication antenna 140. In addition, the number, intensity, and amplitude of the road shocks to each spring / damper system are recorded. A wear counter can thus predict the wear limit, particularly of the shock absorbers.

[0042] A second vehicle 116, using sensors 136, detects a narrowing of the sidewalk 101 due to a barrier 115 as the fifth hazard. An integrated image processing algorithm assists in object recognition and classifies stationary and mobile obstacles. This warns the driver of vehicle 116 that a pedestrian 138 might enter the roadway to avoid the fifth hazard. Simultaneously, braking or evasive action can be prepared. Furthermore, vehicle 116 transmits the location and type of the fifth hazard, i.e., the barrier 115, via its mobile antenna 142 to a mobile antenna 306 of the central unit 300. The mobile antenna 306 of the central unit 300 then transmits the received data to an evaluation unit 304.The evaluation unit 304 evaluates the data on the first hazard location 118, the second hazard location 124, the third hazard location 122, the fourth hazard location 134 and the fifth hazard location 114 and stores the data in the database 302. Any road user can retrieve data on hazard locations from the database 302 of the central unit 300 using a suitable electronic device, for example a navigation system.

[0043] The central unit 300 can be further trained to report newly detected hazards to the road authority, which must optionally confirm the newly detected hazard. It is understood that as soon as the vehicle 102 approaches a hazard, which may be located not necessarily on the roadway but also beside it, safety systems, such as brake assist systems, can be switched to a more sensitive mode to enable the fastest possible reaction in an emergency. Furthermore, the detection of the height of road bumps by the damping and elasticity system can be used to monitor wear on the damping and elasticity system and to prompt the driver to carry out repairs if the systems have reached their wear limit.

[0044] If a hazard has been repaired, the corresponding hazard can be deleted from database 302 of the central facility, for example by a road authority.

[0045] If a hazard involves a deviation from the target value and / or a narrowing of a traffic area, the central facility 300 can forward the hazard information to road construction authorities and / or supervisory authorities. Such authorities can then investigate any potential violations, such as illegally placed obstacles or vehicles parked on a sidewalk.

[0046] The invention increases road safety because the driver of a motor vehicle can be warned of dangers that may arise from a road user who is located or moving on a traffic area next to the roadway. Furthermore, it enables the often more vulnerable road user on the traffic area next to the roadway to be warned of potential dangers.

Claims

[1] Method for warning a road user (120, 126) and / or a driver of a motor vehicle (102, 116) comprising the following steps: - Driving a motor vehicle (102, 116) on a roadway; - Monitoring a first area (101) located next to the roadway and intended not to be driven on by a motor vehicle, by means of at least one sensor (114, 136) arranged in or on the motor vehicle; - Detection of a hazard (122, 124, 130) in the first area (101); - Determine whether - the hazard (122, 124, 130) could cause a road user (120, 126) in the first area (101) to move onto the roadway, - the road user (120, 126) could fall in the first area (101) due to the hazard (122, 124, 130); and / or - the hazard (122, 124, 130) significantly impairs the comfort of the road user in the first area; and - Determining the location and nature of the hazard (122, 124, 130); - Detecting a hazard (118, 134) in a second area (104) located on the roadway on which the motor vehicle (102, 116) is traveling, by means of an optical, electromagnetic and / or acoustic sensor (114, 136) that scans the roadway; - Detection of a hazard (118, 134) in the second area (104) based on a temporary change in the tire diameter (216) and / or a temporary reaction of the chassis (204, 206); - furthermore, exhibiting at least one of the following steps: - Determining the location and nature of the hazard (118, 134) in the second area (104); - furthermore, exhibiting at least one of the following steps: - Storing the location and type of hazard (118, 134) in a database (302) which can be accessed by a plurality of motor vehicles (102, 116); - Sending the location and nature of the hazard (118, 134) to another motor vehicle (102, 116). [2] Method according to claim 1, characterized by , that the first area (101) is a footpath, cycle path and / or driveway and / or the road user in the first area is a pedestrian, cyclist, wheelchair user, roller skater, skateboarder and / or road user with a wheeled sports device. [3] Method according to claim 1 or 2, characterized by , that the hazard location (122, 124, 130) is at least one of the following: - a narrowing (115) of the first area (101), - damage (122, 124, 130) to the traffic surface of the first area; - a termination of the first section (101); - a gradient of the first area (101); - a high curb edge in the first area (101); - an overgrown footpath with limited width and height; - an overgrown cycle path with limited width and height; - a raised slab of a sidewalk - a raised slab of a cycle path; - a manhole cover; - a distribution box; - a fire hydrant - a garbage can; - an advertising board; - a sales stand; - an information booth. [4] Method according to any one of claims 1 to 3, characterized by the following steps: - Storing the location and type of hazard (118, 122, 124, 130, 134) in a database (302) which can be accessed by multiple motor vehicles (112, 116) and / or a mobile electronic device of a road user (120, 126) in the first area (101); furthermore comprising at least one of the following steps: - Sending the location and nature of the hazard (118, 122, 124, 130, 134) to another motor vehicle (112, 116); - Sending the location and type of hazard (118, 122, 124, 130, 134) to a road user (120, 126) in the first area (102); - Reading out the locations and types of hazards (122, 124, 130) in the first area from the database by a motor vehicle; - Reading out of the database (302) the locations and types of hazards (122, 124, 130) in the first area (101) by a road user (120, 126) who intends to pass through the first area (101). [5] Method according to any one of claims 1 to 4, characterized by the following steps: - Determine whether a road user (120, 126) located in the first area (102) could move towards the roadway due to the hazard (122, 124, 130); and - Warning the driver of the motor vehicle (112, 116) when it is determined that a road user (120, 126) who is in the first area (101) could move towards the roadway due to the hazard (118, 122, 124, 130, 134). [6] Method according to any one of claims 1 to 5, characterized by the following steps: - Determine whether a road user (120, 126) is moving in the first area (101) towards the hazard (122, 124, 130); and - Warning the road user (120, 126) in the first area (101) if it is determined that the road user is moving towards the danger point in the first area. [7] Method according to any one of claims 1 to 6, characterized by the following steps: - Capturing a value at a capture location (111, 115) using the sensor (114, 136); - Comparing the value detected by the sensor (114, 136) with a limit value; and - Marking the recording location (111, 115) as a hazard if the recorded value exceeds the limit value. [8] Method according to any one of claims 1 to 7, characterized by at least one of the following steps: - Receiving the location and nature of a hazard (118, 122, 124, 130, 134) from a plurality of motor vehicles (112, 116) in a central facility (300); - Storing the location and type of hazards (118, 122, 124, 130, 134) in the central facility (300); and - Sending the location and type of hazards (118, 122, 124, 130, 134) to a plurality of motor vehicles (112, 116) and / or to a plurality of road users (120, 126) in the first area (101). [9] Computer program product which, when loaded into a computer with a processor and memory and executed by the processor, performs the method according to any one of claims 1 to 8.

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