Method and device for assigning road users and communication identifiers

Abstract

Method (600) for determining allocation information (301) for at least one first road user (110, 120) in a roadway area, wherein the method (600) comprises, - Receiving (601) road user data (111, 121) from a first set of road users (110, 120) located in the roadway area; wherein the road user data (111, 121) of a particular road user (110, 120) comprise: Position information (302) relating to a position of the specific road user (110, 120) and a communication identifier (303) enabling wireless communication with the specific road user (110, 120); wherein the position information (302) includes one or more pieces of information relating to relative positions between two or more road users of the first set of road users (110, 120); - Determining a virtual arrangement of road users (110, 120) from the first set of road users (110, 120) in the roadway area, based on the position information (302) from the road user data (111, 121) of the first set of road users (110, 120); wherein the virtual arrangement shows an arrangement of the communication identifiers of the two or more road users (110, 120) of the first set of road users (110, 120) in the roadway area; - Determining (602) a physical arrangement of a second set of road users (110, 120) in the roadway area, based on sensor-acquired environmental data of the roadway area; wherein the physical arrangement indicates an arrangement of the road users (110, 120) of the second set of road users (110, 120) in the roadway area; and - Determine (603), by comparing the physical arrangement and the virtual arrangement, assignment information (301) that indicates a communication identifier for targeted communication with a first road user (110, 120) from the first set of road users (110, 120).

Description

[0001] The invention relates to a method and a corresponding device for improving, in particular targeted, wireless communication between road users or between a road user and another device, in particular an infrastructure device, via a telecommunications network.

[0002] Currently, various initiatives on the topic of "Intelligent Transportation Systems" (ITS) are standardizing communication protocols and cooperative safety applications, including those at the European standardization bodies ETSI and CEN, as well as in the USA at ISO, SAE, and IEEE. These initiatives aim to enable cooperative, cross-manufacturer, and, ideally, accident-free driving in the future. The addressed safety applications, as well as the associated transmission protocols and data formats, are documented, among other places, in the ETSI standard EN 302 637 and the SAE standard SAEJ2735. For example, the standard EN 302 637-2 defines a so-called Cooperative Awareness Message (CAM), which is sent periodically by an ITS station (e.g., a vehicle) to inform another ITS station (e.g., a so-called ego vehicle) in the vicinity about selected information (e.g.,to inform the sending ITS station of its speed, acceleration, and / or position. The information exchanged between the ITS stations, e.g., via CAM messages (also known as vehicle-to-vehicle or vehicle-to-infrastructure communication), can be used in the respective ITS stations to detect collision hazards and, if necessary, to initiate appropriate countermeasures (e.g., warnings).

[0003] The messages exchanged within the framework of ITS are typically broadcast to a large number of different road users. Direct communication between road users is typically not possible. This can result in relatively high data traffic and relatively long communication times.

[0004] This document therefore addresses the technical task of efficiently enabling direct, targeted communication between road users or between road users and another user.

[0005] DE 10 2009 026 464 A1 describes a method for providing vehicle-to-vehicle communication. DE 11 2011 101 251 T5 describes a vehicle control device, a target-guide vehicle assignment device, and a vehicle control method. DE 10 2012 020 297 A1 describes a method for assigning a transmitter to a detected object in vehicle-to-vehicle communication.

[0006] The problem is solved by the independent claims. Advantageous embodiments are described, among other things, in the dependent claims.

[0007] According to one aspect, a method for determining assignment information for at least one first road user in a roadway area is described. This method can be executed, for example, by a vehicle (also referred to as an ego-vehicle) or by an infrastructure device in the roadway area. Furthermore, the method can be executed, at least partially, by a mobile user device and / or by a device integrated into clothing. The assignment information can enable the vehicle, the infrastructure device, or another communication partner to establish direct (wireless) communication (via a telecommunications network, such as a UMTS, LTE, and / or WLAN network) with the first road user.This allows the first road user to be addressed directly using a communication identifier, without the content of a message being evaluated or even being evaluated by another road user. This can, for example, reduce reaction time in certain traffic situations, especially since the first road user can immediately recognize, based on the communication identifier, that a received message is intended for them.

[0008] The process involves receiving road user data from two or more road users, or from an initial set of road users located in the roadway area. This road user data can be transmitted by the respective road users via a wireless communication network (e.g., WLAN). The road user data for a specific road user includes position information regarding that road user's location. This position information can be acquired, for example, using a position sensor (e.g., a GPS sensor) on the road user. Furthermore, the road user data includes a communication identifier (also referred to in this document as a network ID) that enables direct communication with the specific road user (via a wireless communication network).In particular, the communication identifier can make it possible to send a message directly addressed to the specific road user.

[0009] The method further includes determining a physical arrangement of road users, or a second set of road users, within the roadway area, based on sensor-acquired environmental data from the roadway area. This physical arrangement can indicate (at least) a first road user within the roadway area (in particular, a first road user from the first set of road users). The environmental data for determining the physical arrangement can be acquired precisely, for example, by one or more sensors located laterally, above, and / or within a lane of the roadway area. Alternatively or additionally, the environmental data can be acquired by one or more sensors of the device performing the described method (e.g., the ego-vehicle and / or the infrastructure device) and / or by one or more sensors of a road user.This allows for precise positioning of road users within the roadway.

[0010] Furthermore, the method includes determining, based on the physical arrangement and the road user data, assignment information that indicates a communication identifier for the first road user. By comparing the physical arrangement and the road user data, the communication identifiers of individual road users can be reliably and precisely determined, thus enabling targeted wireless communication with these road users. In particular, the communication identifier can be assigned to recognition information, especially a visual representation of the first road user (from the physical arrangement), so that the first road user can be specifically addressed using the communication identifier.

[0011] The procedure can include determining a virtual arrangement of road users (from the first set of road users and, in particular, simultaneously from the second set of road users) in the roadway area, based on position information. The assignment information can then also be determined based on the virtual arrangement. In particular, determining the assignment information can include comparing the virtual arrangement and the physical arrangement. For example, the virtual arrangement shows an arrangement of the communication identifiers of the road users (at different positions) in the roadway area. The physical arrangement can show an arrangement of the road users (at corresponding different positions) in the roadway area.By comparing the arrangements, communication identifiers can be assigned to road users in a precise and reliable manner, thereby enabling, among other things, targeted or direct communication.

[0012] Determining the mapping information can involve ascertaining a degree of similarity (especially correspondence) or dissimilarity between the virtual and physical arrangements. The mapping information can then be determined based on this degree of similarity or dissimilarity, specifically based on a maximum value of the similarity measure or a minimum value of the dissimilarity measure. For example, the virtual arrangement can be superimposed on the physical arrangement in such a way as to maximize a degree of similarity. A cumulative degree of similarity for multiple road users and / or with multiple comparison criteria can also be considered. The communication identifiers (from the virtual arrangement) can then be mapped to the recognition information, especially the visual representations, of the road users (from the physical arrangement).This assignment allows the communication identifiers to be linked to the recognition information, e.g., the pictorial representations, of the individual road users.

[0013] If necessary, the position information of a road user can be corrected depending on the determined degree of similarity or dissimilarity in order to improve the quality of the assignment information.

[0014] The procedure may further include providing the allocation information for another road user in the roadway area (e.g. for the ego vehicle), for an infrastructure device of the roadway area and / or for a spaced-away server, in particular for carrying out direct or targeted communication with the first road user.

[0015] The position information can refer to one or more specific points in time or time intervals. Furthermore, the physical arrangement can also refer to one or more specific points in time or time intervals. Temporal synchronization in this process can also be understood as taking into account the differences between at least two specific points in time or time intervals. Temporal synchronization, particularly taking into account the differences between at least two specific points in time or time intervals, can improve the quality of the assignment information.

[0016] The process can involve sending a request message to road users in the roadway area. This request message can indicate that the road users should send their data. Furthermore, the request message can specify for which one or more particular points in time or time intervals position information should be provided. Thus, a time synchronization can be effected by the sender of the request message (e.g., the ego vehicle or the infrastructure device). This time synchronization can involve synchronizing or taking into account the differences between at least two specific points in time or time intervals within the physical setup and / or within the virtual setup and / or between at least one physical setup and at least one virtual setup.

[0017] The data of a specific road user can include position information showing the position of that road user at at least two different points in time or time intervals. This allows road user movements to be taken into account when determining the attribution information, further improving the quality of that attribution.

[0018] The process can further include determining, based on road user data, relative position information from road users in the roadway area. This information indicates the position of a road user relative to a vehicle (e.g., the ego-vehicle) within that roadway. This facilitates the identification or recognition of a specific road user by the vehicle. In particular, a specific road user can be identified via their relative positioning to the sender of a targeted or direct message.

[0019] The procedure can further include identifying, based on physical positioning and road user data, at least one non-transmitting road user in the roadway area from which no road user data has been received. Further information regarding this at least one non-transmitting road user can be provided. This information can, in particular, display an identifier, recognition information, and / or the position of the at least one non-transmitting road user. In this way, the most complete possible picture of a vehicle's surroundings can be created. Furthermore, if necessary, direct communication with a non-transmitting road user can be established via alternative communication channels (e.g., using light-based messaging, especially light modulation or infrared light modulation).The procedure may include identifying a selection of one or more possible alternative message transmission variants for a non-transmitting traffic participant, and, if necessary, identifying parameters for executing at least one alternative message transmission variant.

[0020] The assignment information can further display one or more properties of the first road user. These properties can include, for example: a permanent property of the first road user; a changing, current property of the first road user; and / or a relative property of the first road user, relative to a second road user or relative to a current traffic situation. Considering these properties enables targeted identification and subsequent communication with one or more specific road users. In particular, a road user can be identified based on their properties. Furthermore, the communication identifier of this road user can be determined based on the assignment information. This communication identifier can then be used for direct communication with the road user.

[0021] The process can, for example, involve identifying, based on the assigned information, at least two road users in the roadway area who exhibit one or more different characteristics. Different direct or targeted communication messages can then be sent to these at least two road users. This allows for wireless communication tailored to the characteristics of a road user.

[0022] The procedure can further include determining whether the first road user is relevant for a driving maneuver and / or vehicle movement. If so, maneuver information, movement intention information, and / or priority information can be sent directly to the first road user via the communication identifier. This can improve the execution of driving maneuvers.

[0023] The term "roadway area" used in this document may refer in particular to an area of ​​a roadway, road surface, special roadway arrangements, etc., in which an interaction of road users (such as right-of-way, maneuvers, mutual interference) is possible or is likely to occur with a relatively high probability.

[0024] In particular, it may be a spatial area of ​​less than approximately 100 or approximately 200 meters.

[0025] Communication can be direct or targeted communication between at least one or more road users and one or more other road users, particularly those selected according to specific criteria. Furthermore, communication can be direct or targeted communication between an infrastructure device or a user via a mobile device and one or more road users, particularly those selected according to specific criteria. In particular, it can be bidirectional and / or event-driven communication.

[0026] Depending on the mapping information determined in the described procedure, one or more communication parameters may be varied. Examples of such parameters include: one or more directions of communication, prerequisites for communication with specific road users or devices, etc.

[0027] Further criteria for determining or updating assignment information and / or for establishing communication and / or for automatically sending at least one useful piece of information may include, for example, maneuver relevance, an increased probability of a collision and / or a disruption of at least one road user.

[0028] Communication can take place via one or more at least partially wireless routers, repeaters, and / or other such communication devices. The term "targeted" or "direct" communication can be understood, in particular, as a (conscious, targeted) selection of one or more traffic participants or infrastructure devices, e.g., according to specific criteria, and / or as the exclusion of other traffic participants or infrastructure devices selected according to specific criteria with regard to at least one (specific) communication message or communication content.

[0029] According to the described procedure, at least an initial communication identifier can be determined. Continuing the communication can also be enabled by means of a second communication identifier, which is determined based on the first communication identifier and / or from further wirelessly transmitted information. In particular, the communication identifier of a road user can be changed during communication, if necessary.

[0030] The described virtual and / or physical arrangement can, in particular, indicate a specific geometric pattern with or without corresponding quantitative measures in which at least two road users were or are arranged (at at least one time) or will be arranged in the near future.

[0031] The assignment information can be determined, in particular, based on a pattern recognition and / or matching procedure. Pattern recognition can be applied specifically to data that displays the virtual and physical arrangements of road users. The assignment information can also be determined, in particular, based on a detected dissimilarity, for example, using a process of elimination. The term "dissimilarity" can encompass one or more incompatible or only minimally matching properties.

[0032] The allocation information, or information dependent on it, may only be distributed to participants in the process. Based on this distributed allocation information, communication can then be established, particularly according to predefined criteria.

[0033] The described time intervals can be represented by at least one point in time, e.g., the starting point of a time interval. They can also be small or infinitesimally small time intervals.

[0034] The term "non-transmitting road users" can be understood to refer in particular to road users who are not participating in the procedure.

[0035] The procedure may include identifying road users who, at least at a given time, are participating in the allocation procedure and / or are not participating in the allocation procedure. Furthermore, the procedure may include distinguishing between participating and non-participating road users.

[0036] At least part of the process can be carried out in a mobile user device, e.g., one carried in and / or connected to a vehicle.

[0037] The environmental data for determining the physical arrangement can be acquired within the framework of the method, depending on data from one or more sensors of a road user within the roadway area. Particularly preferably, the physical arrangement can be determined based on data from at least one sensor of a vehicle and at least one further sensor carried by another road user and / or a sensor that is essentially stationary and mounted on an infrastructure device. The method may include a step for completing and / or verifying and / or correcting the environmental data.

[0038] Determining the characteristics of a road user can essentially be accomplished concurrently with determining the corresponding information. In particular, at least one sensor outside the vehicle can be used for this purpose, which also serves to detect the physical arrangement. The corresponding information can potentially include one or more characteristics of one or more road users. Alternatively or additionally, characteristics of one or more road users detected by other means can be assigned, depending on the provided corresponding information, e.g., within the road user itself or within another device.

[0039] Sending maneuver information, intention to move, and / or priority information directly to the first road user via the communication identifier is permissible, particularly when a sufficient degree of relevance to the vehicle is determined. This relevance can be based on or related to the movement or relative movement of at least one road user in a longitudinal and / or lateral direction. For example, relevance can be determined based on one or more measured Time To Collision (TTC). Furthermore, relevance can be determined based on a right-of-way situation, an information requirement, etc.

[0040] Communication with a road user can involve the exchange of useful information. In particular, information can be transmitted to an occupant within the road user, and / or control information can be transmitted to a remote control of at least one device of the road user. This can include, for example, the direct or indirect transmission of control information to at least one control device of a road user and / or the direct or indirect influencing of the movement of a road user. Alternatively or additionally, at least semi-automatic determination or influencing of right-of-way rules or the sequence of one or more driving maneuvers can occur.

[0041] The described procedure can include initiating wireless communication between at least two road users or between an infrastructure device and at least two road users, depending on the determined assignment information. Depending on the communication, an at least partially automated, and in particular reciprocal, adjustment of the movement of the at least two road users can then take place.

[0042] According to another aspect, a device for determining assignment information for at least one road user in a roadway area is described. The device can be part of a vehicle in the roadway area or part of a stationary infrastructure device within the roadway area. The device is configured to receive road user data from multiple road users located in the roadway area, wherein the road user data of a specific road user includes: position information regarding the position of the specific road user and a communication identifier that enables direct communication with the specific road user.The device is further configured to determine, based on sensor-acquired environmental data of the roadway, a physical arrangement of road users within that roadway, whereby the physical arrangement can indicate a first road user. Furthermore, the device is configured, based on the physical arrangement and the road user data, to determine assignment information that displays a communication identifier for the first road user.

[0043] According to another aspect, a system is comprehensively described as including the aforementioned device. The device can be installed in a vehicle or carried in a vehicle and / or be installed in a stationary infrastructure device, particularly within the roadway area.

[0044] According to another aspect, a road user is described. A road user includes, for example, a motor vehicle and / or a user device belonging to a person in road traffic. The road user is configured to receive a request message indicating that the road user should send road user data. Furthermore, the road user is configured to then send road user data, which includes: position information regarding the road user's location and a communication identifier that enables direct communication with the road user.

[0045] In this process, the road user can subsequently receive at least one piece of information determined based on the assignment information. This information can include, for example, an assignment between a specific other road user, who is at least in a specific geometric arrangement relative to the road user and / or who possesses further specific properties, and the communication identifier for wireless communication to or from the road user.

[0046] According to another aspect, a computer program, in particular a computer program product, is described. The computer program can optionally be loaded directly into the internal memory of a digital device (in particular an electronic control unit of a driver assistance system in a vehicle with a processing unit). Furthermore, the computer program can include software code sections with which the steps of the method according to one of the described method claims are executed when the computer product is running on the digital device. Different computer programs can be provided for an infrastructure device, for an ego vehicle, for a road user, and / or for an application device.

[0047] According to another aspect, a vehicle (e.g. a passenger car, a truck or a motorcycle) is described that is equipped to carry out (at least partially) the procedure described in this document.

[0048] It should be noted that the methods, devices, and systems described in this document can be used both alone and in combination with other methods, devices, and systems described in this document. Furthermore, any aspect of the methods, devices, and systems described in this document can be combined with one another in a variety of ways. In particular, the features of the claims can be combined with one another in a variety of ways.

[0049] The invention will now be described in more detail using exemplary embodiments. Fig. 1 a block diagram showing communicating road users in a roadway area; Fig. 2 exemplary arrangement patterns of road users on a roadway; Fig. 3 exemplary assignment information for identifying a communication partner; Fig. 4 an exemplary timeline for the determination of road user data and environmental data; Fig. 5 exemplary procedural steps for determining allocation information; and Fig. 6. A flowchart of an exemplary procedure for determining allocation information.

[0050] As stated at the outset, this document deals with the technical task of enabling direct communication between road users (especially between vehicles) in an efficient and reliable manner.

[0051] Vehicle-to-vehicle communication methods typically use broadcast methods to exchange messages between road users. It is generally not possible to send a communication message to only one specific road user, for example, to a road user with a particular geometric position relative to an ego-vehicle that wishes to send the communication message. Sending a targeted communication message typically requires knowledge of an individual network identifier or communication identifier (network ID) of the road user, which is usually unknown to the ego-vehicle.

[0052] Wireless communication (e.g. via WLAN, LTE, G3, etc.) typically does not have sufficient directional dependency to allow communication with only one specific other road user and to ensure that the other road user receives and processes a communication message.

[0053] Typically, a road user in a vehicle-to-vehicle communication network has a unique network ID. However, an ego-vehicle typically does not know which road user has which network ID. Therefore, the ego-vehicle is usually unable to send a message directly to a specific road user. This document describes a method that enables an automatic mapping between road users and network IDs.

[0054] Direct communication between individual road users enables, for example, automatic pacing of a communicating vehicle (even simultaneously) to several specific vehicles. Vehicles can then largely coordinate their current maneuvers autonomously (e.g., via Wi-Fi), thus achieving coordinated behavior in road traffic. Mutual obstructions, delays, deadlocks at intersections, and / or risky maneuvers (overtaking, lane changes, etc.) can be reliably resolved by quickly and automatically finding a suitable communication partner.

[0055] If needed, and if the network ID of a relevant road user is known, a specific (possibly automatically generated) message can be addressed directly to that road user. As a starting point, it is sufficient to know the position of the relevant road user. Then, automatically or in response to manual input from the driver, a specific communication message can be sent from the ego-vehicle to that particular road user, ensuring that only that specific road user (or only specific road users with a particular selected characteristic) receives the message. Furthermore, targeted communication with one or more specific road users can be combined with Vehicle-to-X (V2X) communication (where X represents either vehicle or infrastructure).

[0056] This document describes a method for communication between a vehicle or infrastructure device and at least one road user, as well as a corresponding device, further means and a corresponding computer product.

[0057] Fig. Figure 1 shows a block diagram with a vehicle 100 (also referred to in this document as the ego vehicle), several (other) road users 110, 120 (in particular, several other vehicles), and an infrastructure device 130. The road users 110, 120 are configured to send road user data 111, 121 to the ego vehicle 100 and / or to the infrastructure device 130. The road user data 111, 121 of a road user 110, 120 includes position information indicating the position of that road user 110, 120, and a network ID of the road user 110, 120.

[0058] In the example shown, a communication module 103 of the ego-vehicle 100 receives the road user data 111, 121. The ego-vehicle 100 includes one or more environmental sensors 102 (e.g., a camera, a radar sensor, an ultrasonic sensor, a LiDAR sensor, etc.) configured to acquire environmental data relating to the ego-vehicle 100's surroundings. Furthermore, the ego-vehicle 100 includes a storage module 104 on which digital map information relating to the ego-vehicle 100's surroundings (e.g., the road layout of a currently traveled lane) is stored. A control unit 101 of the ego-vehicle 100 is configured to create an assignment between a network ID of a road user 110, 120 and the road user 110, 120 based on the road user data 111, 121 and based on the environmental data and / or the digital map information.In particular, the control unit 101 is set up to assign a network ID to at least one of the road users 110, 120 in the vicinity of the Ego vehicle 100, with which a message can be sent directly to this road user 110, 120 via a wireless communication connection.

[0059] Fig. Figure 6 shows a flowchart of an exemplary procedure 600 for determining assignment information for at least one first road user 110, 120 in a roadway area. The procedure 600 comprises receiving 601 road user data 111, 121 from several road users 110, 120 located in the roadway area. The road user data 111, 121 of a specific road user 110, 120 includes position information regarding the position of the specific road user 110, 120 and a communication identifier that enables direct communication with the specific road user 110, 120. The procedure 600 further comprises determining 602 a physical arrangement of the road users 110, 120 in the roadway area, based on sensor-acquired environmental data of the roadway area, wherein the physical arrangement indicates a first road user 110, 120.Furthermore, procedure 600 includes determining, based on the physical arrangement and on the basis of the road user data 110, 120, assignment information that indicates a communication identifier for the first road user 110, 120. Direct communication with the first road user 110, 120 can thus be carried out using the communication identifier (also referred to in this document as network ID).

[0060] This describes a method for assigning road users 110, 120 and network IDs. The method can include sending network IDs and position information (i.e., road user data 111, 121) from two or more road users 110, 120 from a roadway area to a vehicle 100 and / or an infrastructure device 130. Furthermore, the method can include determining a virtual arrangement pattern (also referred to as a virtual layout) of position information and associated network IDs (i.e., a virtual arrangement pattern of the network IDs in space) for the two or more road users 110, 120, depending on the position information sent.Furthermore, the method can include determining the physical arrangement of two or more road users 110, 120 by means of a sensor 102 of the vehicle 100 and / or by means of a sensor of the infrastructure device 130 and / or by means of further sensors in the roadway area. The method can also include determining an assignment information between at least one network ID and a road user 110, 120, which is characterized by specific physical position information, in particular by specific physical position information within the physical arrangement. The method further includes providing the assignment information to the vehicle 100, to the infrastructure device 130, to another road user 110, 120 and / or to a backend server.The allocation information can be used in particular to facilitate targeted communication with other road users (110, 120).

[0061] In other words, a (wirelessly transmitted) communication request can be flooded into the environment (e.g., via WLAN) (e.g., by vehicle 100 and / or by infrastructure device 130). Every road user 110, 120 that receives the communication request then transmits its coordinates (as position information). From these coordinates, a virtual data construct can be determined, representing an arrangement pattern of coordinates and corresponding network IDs. Furthermore, a real arrangement of the road users 110, 120 can be determined. Sensor-acquired environmental data can be used for this purpose. The real arrangement shows a real, physical arrangement of the road users 110, 120, or an arrangement pattern in the roadway.

[0062] By matching the virtual and real-world layout patterns, logical connections ("linking") between the physical positions of road users 110, 120 and their corresponding network IDs can be determined as assignment information. This assignment information can be provided to the vehicle 100, the infrastructure device 130, one or more other road users 110, 120, and / or a backend for various applications. In particular, the assignment information can be provided and used together with position information or information on the physical layout.

[0063] The procedure can be initiated from a vehicle (100). An infrastructure device (130) may not be required to carry out the procedure. Alternatively or additionally, the procedure can be initiated by the infrastructure device (130). The procedure can be carried out by pedestrians, cyclists, and / or motorcyclists (110, 120) using devices integrated into their clothing (smart closes) and / or at least partially by a user device they carry.

[0064] The following describes advantageous variations of the procedure described in this document.

[0065] The position information transmitted by one or more road users 110, 120 can refer to one or more specific time intervals or time intervals characterized by specific properties. Preferably, the determination of a physical arrangement relates at least substantially to the same time intervals. In particular, multiple position information messages from multiple road users 110, 120 can refer to the same time interval or the same point in time. This can also be achieved if the road users 110, 120 have already traveled (different) distances after this point in time. Synchronization (or near-synchronization) between the specification of the time intervals (or points in time) and the determination (or at least the sensory detection) of the physical arrangement can also occur.

[0066] Thus, the geometric relationships between road users 110 and 120 can be reliably assigned to the position information transmitted by road users 110 and 120, and therefore to the network IDs of road users 110 and 120. In particular, reliable assignment information can be determined even with different speeds of road users 110 and 120 and different transit times of the transmitted road user data 111 and 121.

[0067] A request to send network IDs and position information can be sent by vehicle 100 and / or infrastructure device 130 to two or more road users 110, 120 in a roadway area. The request can represent one or more specific time intervals, or time intervals characterized by specific properties, to which the position information should refer. The request can thus indicate for which times position information should be provided.

[0068] For example, a pre-sent communication message (e.g., an initial request from vehicle 100 or infrastructure device 130) includes information about a specific time interval. This time interval can also be represented by a point in time + / - 0.1, 0.5, or 1 second. The time interval can encompass the current time or refer to the near future or recent past, to which the position information provided in response to the request should refer.

[0069] The aforementioned features ensure that reliable and precise assignment information can be determined even if the traffic participant data (111, 121) is sent at different times and / or if the traffic participants (110, 120) are traveling at different speeds. The time intervals can be chosen to be in the future by a maximum assumed communication duration or transit time. This allows for the compensation of potentially large differences between transmission and reception times. For example, the requested time intervals can encompass the next 5 whole seconds (absolute time) or, for instance, 3 seconds after a timestamp of the request message (relative time).

[0070] Preferably, an (initial) query includes information about the time interval, or at least two time intervals in the near future, to which the determination of the assignment information should refer. The recording of the physical arrangement is typically based on essentially the same time intervals. Alternatively or additionally, a subsequent calculation or extrapolation of the position information and / or the positions in the physical arrangement can also be performed.

[0071] The assignment information can be entered initially (e.g., for a road segment). A created assignment can then be tracked further using tracking or other methods.

[0072] Fig. Figure 4 shows an example timeline 400 illustrating the synchronization of the road user data 111, 121. At an initial time point 401, an initial communication message (request) can be sent by the vehicle 100 or the infrastructure device 130. Furthermore, an instruction can be sent to the sensors 102 of the vehicle 100 or the infrastructure device 130 to collect environmental data. The instruction can specify that data for future time intervals 402 and / or 403 should be provided.

[0073] In time interval 402, position information is determined by a road user 110, 120. Furthermore, a physical arrangement of road users 110, 120 is determined (by the vehicle 100 or by the infrastructure device 130). In time interval 403, position information (e.g., reading its own coordinates) is again determined by a road user 110, 120. Furthermore, a physical arrangement of road users 110, 120 is determined (e.g., with a camera of the infrastructure device 130 positioned above the roadway). At a subsequent time 404, a retrospective matching between road users 110, 120 and network IDs with respect to time intervals 402 and / or 403 can then take place; that is, the assignment information can be determined. At a subsequent time 405, the determined assignment information can be made available.At a subsequent time point 406, targeted communication in desired combinations can take place based on the assignment information.

[0074] In response to a query, multiple road users (110, 120) can reply with a message representing their respective position information at two or more time intervals (or points in time). Alternatively or additionally, by using two or more positional data points related to the respective time intervals, a relatively high degree of inaccuracy in coordinate data can be mathematically corrected (e.g., due to the logarithmic relationship used to calculate overall deviations / tolerances). Considering a large number of different points in time thus makes it possible to increase the accuracy of the assignment information.

[0075] For example, following a request, multiple road users (110, 120) can send their respective position information, which they determined at a time selected according to predetermined criteria. Furthermore, position information can be determined and sent at specific subsequent times. In this way, a precise pattern of locations can be created.

[0076] Position information, as described, can also include absolute and / or relative position information, e.g., for a vehicle, a lane, a traffic light, etc. Position information can also be represented as a dynamic data structure.

[0077] Furthermore, the position information can also include movement data of the respective road user 110, 120. Two or more position data points can be evaluated for two or more time intervals. This position information also allows the movement data (speed, acceleration, angle, etc.) of the respective road user 110, 120 (at least with regard to the near future or the recent past, e.g., a few seconds) to be determined and taken into account.

[0078] A degree of agreement or similarity can be determined between the arrangement pattern derived from position information and the physical arrangement of road users. The assignment information can then be determined based on the highest determined degree of agreement or similarity. A pattern-matching method adapted to the procedure can be used for this purpose. Typically, 100% agreement is not required to provide reliable assignment information. In particular, the method can be fault-tolerant.

[0079] From one or more positional data points of one or more road users 110, 120, relative positional information in relation to the vehicle 100 and / or relative positional information of the road users 110, 120 to each other can be determined, particularly using the infrastructure device 130. The infrastructure device 130 can provide the vehicle 100 with assignment information and the corresponding relative coordinates of several road users 110, 120 in the vicinity of the vehicle 100. The vehicle 100 can then initiate a targeted connection to a road user 110, 120 and / or the transmission of specific content depending on a relative position (e.g., depending on direction or angle).

[0080] Individual position data can be corrected depending on the resulting change in the similarity or match measure. This correction can be performed incrementally, for example, by changing several parameters step by step and evaluating the effect on the resulting similarity measure. A progressively more precise matching process can be implemented. For instance, if the determined similarity measure (the closest possible match) is below 70%, individual (out of many) position data points can be adjusted incrementally until the similarity measure is increased, e.g., to 90%. In this way, one (or a few) detection deviations or errors can be corrected based on several (many) other values. The result is corrected (absolute or relative) position data that can be better used for vehicle functions.

[0081] It is also possible to identify one or more road users who have not responded to a query. Such a road user can be detected by comparing the virtual arrangement pattern derived from position information (using network IDs) with a corresponding physical arrangement. Fig. Figure 2 shows a physical arrangement (above) of a roadway, which was determined based on environmental sensors 102, 230. In the vicinity of the vehicle 100, various constellations 201 of road users 110, 120, 210 arise. There are (transmitting) road users 110, 120 who send road user data 111, 121, and other (non-transmitting) road users 210 who do not send any road user data 111, 121. Furthermore, Figure 2 shows... Fig. 2. A virtual arrangement pattern (below) that was determined based on the traffic participant data 111, 121. In particular, the virtual arrangement pattern shows the network IDs (ID 1 to ID 8) of the sending traffic participants 110, 120.

[0082] Information representing road user 210 and / or position information of road users 210 who have not sent a response, possibly together with the assignment information, can be sent to vehicle 110. Furthermore, an ID can be assigned to the identified road users 210 and / or the position of such a road user 210 can be tracked in relation to vehicle 100 or in relation to a constellation 201 of road users 110, 120, 210, using the means of vehicle 100 and / or infrastructure device 130.

[0083] In this way, a “non-communicating” road user 210, who e.g. has no network function or user device (smartphone), can be identified, including position information (e.g. relative to other road users).

[0084] Furthermore, placeholders for "non-communicating" road users 210 can be provided in the virtual arrangement pattern (see dashed rectangles). Information regarding "non-communicating" road users 210 can be used in vehicle functions. In particular, alternative directed communication methods (e.g., traffic lights) can be used for communication with "non-communicating" road users 210.

[0085] Assignment information can be determined and provided, which also represents an assignment of properties of a specific road user 110, 120, 210, which are determined in particular by means of the infrastructure device 130. Properties of a road user 110, 120 can be assigned to the network ID of the road user 110, 120. Such properties can be recorded in particular by stationary sensors 230 of the infrastructure device 130. Thus, as in Fig. Figure 3 shows a logical assignment or linking of (absolute, relative, and / or dynamic) position information 302, of (absolute, relative, and / or dynamic) network IDs 303, and of (permanent, variable, and / or relative) properties 304 within the framework of the assignment information 301.

[0086] After a one-time generation of the assignment information 301 for a road user 110, 120, further assignment (if required) can be maintained through existing communication and / or (sensory) tracking.

[0087] The physical arrangement can depend on sensory detection of the arrangement of road users 110, 120, 210. Sensors 230 above or to the side of the roadway (e.g., camera, laser scanner, light barriers, etc.) and / or inductive sensors or capacitive sensors integrated into the roadway can be used.

[0088] At least part of the procedure described in this document can be carried out using a mobile user device and / or a device integrated into the clothing of a road user 110, 120 (smart clothes). For example, a software application can be provided that is then used on a mobile user device by occupants of road users 110, 120 and / or the ego vehicle 100 to carry out part of the described procedure. Alternatively or additionally, the procedure can be carried out, at least partially, in a vehicle head unit. For example, a road user 110, 120 can be a pedestrian or cyclist, in which case part of the procedure is carried out using a mobile user device or smart closes.

[0089] Based on the determined allocation information, targeted communication can take place with road users 110, 120 with certain characteristics, in particular with certain characteristics relative to a specific road user, e.g. relative to vehicle 100.

[0090] Targeted communication can be designed such that, depending on the assignment information, at least one road user (110) and one road user (120), or one group and one group of road users (110, 120) with specific characteristics, are identified. A first communication message can be sent to the first road user (110) or the first group of road users, which differs from a second communication message sent to the second road user (120) or the second group of road users. This allows, for example, for "filtering" communication based on characteristics, whereby two different communication messages are sent to at least two groups of road users.

[0091] Fig. Section 5 describes exemplary steps of a procedure for determining allocation information.

[0092] A request can be sent from the ego vehicle 100 or from an infrastructure device 130 to the surrounding roadway or local environment, e.g., as a broadcast (step 501). Alternatively or additionally, a vehicle 100 can automatically detect a predetermined road configuration (intersection, traffic light, specific traffic sign) (step 502). The road users 110 and 120 transmit their current position information, which is determined, e.g., from a global positioning system (GPS, Galileo), possibly together with wheel sensors and, if applicable, a camera. This information is sent along with the (typically automatically) assigned network ID and received by the vehicle 100 or the infrastructure device 130 (step 503). The measures described in this document for structuring the process can be used to achieve "virtual real-time capability" (step 504).

[0093] Based on the coordinate responses (i.e., based on the road user data 111, 121), a (virtual) geometric arrangement pattern can be created from the network IDs of the two or more road users 110, 120 (with respect to a point in time, e.g., a near-current time, a few seconds in the past, or in the near future). Thus, a kind of virtual map can be created from network IDs (i.e., the virtual arrangement) (step 505).

[0094] Furthermore, a real (physical) arrangement of road users 110, 120, 210 in the vicinity of the vehicle 100 or the infrastructure device 130 (with respect to a point in time dependent on the point in time at which the virtual arrangement is valid) can be recorded. This can be a kind of sensor-acquired map with various road users 110, 120, 210 (step 506). For steps 503 and 506, at least an approximate temporal synchronization can be performed.

[0095] Furthermore, both maps (or arrangements) can be assigned, e.g., using pattern recognition or pattern matching, whereby an assignment of the network IDs to at least one specific (physical) road user 110, 120 is determined. Ideally, this results in a unified map (similar to an environment model), where the map includes information about the network IDs of several road users 110, 120 (step 507).

[0096] Based on the assignment information, targeted communication can be established with at least one road user 110, 120, particularly depending on the characteristics of road user 110, 120. For example, depending on the relative position / speed / maneuver relevance of road user 110, 120 to a specific vehicle, e.g., the ego vehicle 100, direct communication can take place (step 508).

[0097] Based on the assignment information, road users 110, 120 can be filtered according to certain properties, whereby the properties can be queried e.g. by wireless network communication and / or detected with sensory means 102, 230 of the vehicle 100 and / or the infrastructure device 130 (step 509).

[0098] Based on the assignment information, tracking of one or more road users (110, 120) can be carried out depending on the network ID. In this process, a current relationship between a (new) spatial position and the network ID can be determined for a further wireless communication connection (step 510).

[0099] The characteristics of a road user 110, 120 may include a permanent characteristic and / or a variable characteristic and / or a relative characteristic in relation to a specific other vehicle.

[0100] Permanent characteristics of road users 110, 120 can include, for example: technical characteristics such as the (external) contour, weight, maneuverability, a fixed or variable shape (e.g., a variable contour in the case of caravans or semi-trailer trucks), a make, an official registration number of a road user 110, 120 and / or a model, etc. of the road user 110, 120. This can also include information on a class of road user 110, 120 (car, truck, motorcyclist, pedestrian, animal, etc.).

[0101] For example, a reversing camera 102 on vehicle 100 can detect the license plate of a (potentially tailgating) vehicle 110 or 120 behind it. Vehicle 100 then sends a communication request via a (local) Wi-Fi network. Nearby vehicles 110 and 120 then display their respective patterns (i.e., they transmit road user data 111 and 121 with their associated properties). The reversing camera 102 on vehicle 100 detects the pattern of the vehicle 110 behind it and, depending on the pattern, can assign the network ID of the vehicle 110 behind it and send targeted information to the driver of the vehicle 110 behind it or to an automatic driving function of the vehicle 110 behind it, such as an adaptive cruise control system.

[0102] Variable (current) characteristics of a road user 110, 120 may include: the position and / or movement data of the road user 110, 120; relative movement data of the road user 110, 120, in particular relative to the ego-vehicle 100; the current driving style (e.g., gradations from a position that changes little in relation to surrounding road users to active, constant maneuvering, etc.) of the road user 110, 120; a safety distance appropriate to the current traffic situation or driving operation; information about active functions of the road user 110, 120, in particular with regard to lighting functions; maneuver information, in particular automatically detected maneuvers performed by the road user 110, 120, or the detected intention to perform a (specific) maneuver; and / or a signaling status of the road user 110, 120 (turn signal activation, light or audio signals, etc.).

[0103] Relative (in relation to a specific vehicle) characteristics of road user 110, 120 may include: road user 110, 120 driving in a specific arrangement, e.g., in a blind spot, parallel, etc., to another vehicle; road user 110, 120 overtaking another vehicle (or vice versa); road user 110, 120 approaching the same point in the roadway as another vehicle at the same time; relative movement data in relation to road user 110, 120, e.g., a relative speed; a safety distance to road user 110, 120 that is, for example, not appropriate to the current traffic situation or driving operation; a right-of-way position or yield position relative to a specific vehicle; etc.

[0104] The assignment information allows maneuver information or movement intention information, for which an order / assignment of a specific road user 110, 120 (possibly relative to the ego vehicle 100) is relevant, to be transmitted and / or coordinated. This can be used particularly in connection with (possibly autonomous) vehicle functions.

[0105] Alternatively or additionally, based on the assignment information, priority information for a specific movement of at least one road user (110,120) can be transmitted, particularly with regard to one or more time intervals or spatial segments. This priority information can relate in particular to: a right-of-way sequence between at least two vehicles, especially at a traffic light-free intersection; an overtaking sequence between at least two vehicles (both in the case of oncoming vehicles and vehicles traveling in succession that intend to overtake the front of the line); a parking intention, e.g., an intention to occupy a parking space; at least a partially automated maneuver involving two or more vehicles, etc. The priority information can be related to one or more time intervals.

[0106] The procedure can have different variations. These variations can include different divisions between at least one device carried by a road user 110, 120 (e.g., inside a vehicle) and a (possibly stationary) device outside the road user (e.g., in the ego-vehicle 100 or in the infrastructure device 130). The road user's device 110, 120 can, for example, include a mobile user device or smart clothes with the computer product described in this document.

[0107] For example, determining a virtual arrangement pattern, determining a physical arrangement, and / or determining the assignment information can be done inside or outside a vehicle 100 (e.g., in an infrastructure device 130 or in a backend).

[0108] The provision of assignment information can also be performed both inside and outside of vehicle 100. For example, data on the physical arrangement and / or the arrangement pattern from position information can be provided to vehicle 100 by infrastructure device 130. The assignment information for a specific other vehicle (e.g., traveling in a secondary lane) can then be provided by vehicle 100. Alternatively, a specific other vehicle 110, 120 (e.g., traveling in a secondary lane relative to a specific vehicle) can be identified within infrastructure device 130, and assignment information can be provided to this road user 110, 120 or to the ego vehicle 100.

[0109] The described method offers numerous advantages. It enables targeted wireless communication with specific road users, including direction-specific communication. It facilitates the establishment of a wireless connection with specific maneuvering partners, right-of-way partners, and / or collision partners. This communication can occur between the respective drivers and / or directly with a specific vehicle system or part of the relevant chain of interaction. The determined mapping function enables further vehicle functions. The described method does not require equipping all road users with the described functionalities and can therefore be implemented seamlessly. The method can be built on existing hardware and implemented cost-effectively.

[0110] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and the figures are intended only to illustrate the principle of the proposed methods, devices, and systems.

Claims

[1] Method (600) for determining allocation information (301) for at least one first road user (110, 120) in a roadway area, wherein the method (600) comprises, - Receiving (601) road user data (111, 121) from a first set of road users (110, 120) located in the roadway area; wherein the road user data (111, 121) of a particular road user (110, 120) comprise: Position information (302) relating to a position of the specific road user (110, 120) and a communication identifier (303) enabling wireless communication with the specific road user (110, 120); wherein the position information (302) includes one or more pieces of information relating to relative positions between two or more road users of the first set of road users (110, 120); - Determining a virtual arrangement of road users (110, 120) from the first set of road users (110, 120) in the roadway area, based on the position information (302) from the road user data (111, 121) of the first set of road users (110, 120); wherein the virtual arrangement shows an arrangement of the communication identifiers of the two or more road users (110, 120) of the first set of road users (110, 120) in the roadway area; - Determining (602) a physical arrangement of a second set of road users (110, 120) in the roadway area, based on sensor-acquired environmental data of the roadway area; wherein the physical arrangement indicates an arrangement of the road users (110, 120) of the second set of road users (110, 120) in the roadway area; and - Determine (603), by comparing the physical arrangement and the virtual arrangement, assignment information (301) that indicates a communication identifier for targeted communication with a first road user (110, 120) from the first set of road users (110, 120). [2] Method (600) according to claim 1, wherein - Determining the mapping information includes ascertaining a degree of similarity and / or dissimilarity between the virtual arrangement and the physical arrangement; and - the assignment information is determined depending on the degree of similarity and / or dissimilarity, in particular depending on a maximum value of the degree of similarity and / or a minimum value of dissimilarity. [3] Method (600) according to claim 2, wherein the method (600) comprises correcting position information of a road user (110, 120) depending on the determined degree of similarity and / or dissimilarity. [4] Method (600) according to one of the preceding claims, wherein the method (600) further comprises providing the allocation information (301) for another road user (110, 120, 100) in the roadway area, for an infrastructure device (130) of the roadway area and / or for a spaced-apart, in particular central, server, in particular for carrying out direct communication with the first road user (110, 120). [5] Method (600) according to any one of the preceding claims, wherein - the position information (302) relates to one or more specific points in time and / or time intervals; and - the physical arrangement also relates to one or more specific points in time and / or time intervals. [6] Method (600) according to any one of the preceding claims, wherein - the procedure (600) includes sending a request message to the road users (110, 120) in the roadway area; - the request message indicates that road users (110, 120) should send road user data (111, 121); and - the request message indicates for which one or more specific times and / or time intervals position information should be provided. [7] Method (600) according to any of the preceding claims, wherein the road user data (111, 121) of a particular road user (110, 120) includes position information indicating the position of the particular road user at at least two different times and / or time intervals. [8] Method (600) according to one of the preceding claims, wherein the method further comprises determining, on the basis of the road user data (110, 120) of the road users (110, 120) in the roadway area, relative position information indicating a position of a road user (110, 120) relative to a vehicle (100) in the roadway area. [9] Method (600) according to any one of the preceding claims, wherein the method further comprises, - Determine, based on the physical arrangement and on the basis of the road user data (111, 121), of at least one non-transmitting road user (210) in the roadway area from which no road user data (111, 121) were received; and - Provision of information relating to the at least one non-transmitting road user (210); wherein the information shall in particular indicate an identifier, recognition information and / or a position of the at least one non-transmitting road user (210). [10] Method (600) according to one of the preceding claims, wherein the environmental data for determining the physical arrangement are acquired depending on data from one or more sensors (230) laterally, above and / or within a lane of the roadway area, and / or depending on data from one or more sensors (102) of a road user (100, 110, 120) within the roadway area. [11] Method (600) according to one of the preceding claims, wherein the method (600) is carried out at least partially by a mobile user device and / or by a device integrated into clothing. [12] Method (600) according to one of the preceding claims, wherein the method comprises determining one or more properties (304) of the first road user (110, 120) depending on the assignment information (301). [13] Method (600) according to claim 12, wherein the one or more features (304) comprise one or more of: - a permanent characteristic of the first road user (110, 120); - a variable, current characteristic of the first road user (110, 120); and / or - a relative property of the first road user (110, 120), relative to a second road user or to a current traffic situation. [14] Method (600) according to any one of claims 12 to 13, wherein the method (600) comprises, - Identify, based on the allocation information, at least two road users (110, 120) in the roadway area who have one or more different characteristics; and - Sending different direct communication messages to at least two road users (110, 120). [15] Method (600) according to any one of the preceding claims, wherein the method (600) further comprises, - Determine whether the first road user (110, 120) is relevant for a driving maneuver and / or for the movement of a vehicle (100); and - if relevance is determined, sending maneuver information and / or movement intention information and / or priority information via the communication identifier directly to the first road user (110, 120). [16] Method (600) according to one of the preceding claims, wherein, depending on the determined allocation information, an adjustment of the movement of at least two road users (110, 120) is carried out, in particular at least partially automated, in particular mutual. [17] Computer program designed to be executed on a processor carried with a road user (110, 120) or located within an infrastructure device (130) and to thereby execute a substantial part of the method (600) according to any one of the preceding claims. [18] Device (100, 130) for determining assignment information (301) for at least one first road user (110, 120) in a roadway area, wherein the device (110, 130) is set up, - To receive road user data (111, 121) from several road users (110, 120) located in the roadway area; wherein the road user data (111, 121) of a specific road user (110, 120) includes: Position information (302) relating to a position of the specific road user (110, 120) and a communication identifier (303) enabling direct communication with the specific road user (110, 120); wherein the position information (302) includes one or more pieces of information relating to relative positions between two or more road users of the first set of road users (110, 120); - based on the position information (302) from the road user data (111, 121) of the first set of road users (110, 120), to determine a virtual arrangement of road users (110, 120) from the first set of road users (110, 120) in the roadway area; wherein the virtual arrangement shows an arrangement of the communication identifiers of the two or more road users (110, 120) of the first set of road users (110, 120) in the roadway area; - to determine, based on sensor-acquired environmental data of the roadway area, a physical arrangement of the road users (110, 120) in the roadway area; wherein the physical arrangement indicates an arrangement of the road users (110, 120) of the second set of road users (110, 120) in the roadway area; and - by comparing the physical arrangement and the virtual arrangement, to determine assignment information (301) that indicates a communication identifier for a first road user (110, 120). [19] System comprising a device (100) according to claim 18, wherein the device (110) is installed in a vehicle (100) or is carried with a vehicle (100) and / or is installed in an infrastructure device (130), in particular a stationary one, of the roadway area.

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