Cyclist feedback system for road traffic

Abstract

Cyclist feedback system for identifying and reporting misconduct by a cyclist in road traffic in the form of riding the wrong way, comprehensive: - a detection unit (2) designed to detect at least the components speed, length and direction of travel of objects in road traffic by means of contactless detection; - a display unit (3) with a display (4), wherein the display unit (3) is configured to display an optical signal (6) on the display (4) at least temporarily; - an evaluation unit (7) for classifying objects in road traffic as cyclists with misconduct; and - a means of communication which is set up to transmit information from the evaluation unit (7) to the display unit (3); wherein the evaluation unit (7) is set up to classify an object in road traffic as a cyclist with misconduct if: 1. The detected component, the speed of the object in road traffic, is greater than or equal to a predetermined starting speed value and less than or equal to a predetermined maximum speed value, in order to recognize whether the cyclist is passing the detection unit (2) pushing or riding, 2. the recorded component length of the object in road traffic is greater than or equal to a specified starting length value and less than or equal to a specified maximum length value, and 3. the detected component direction of travel of the object in road traffic corresponds to a specified detection direction of travel (8).

Description

[0001] The present invention relates to a cyclist feedback system for detecting and indicating cyclist misconduct in road traffic. The invention further relates to a method for detecting and indicating cyclist misconduct in road traffic, as well as a traffic safety system comprising a road sign and the aforementioned cyclist feedback system.

[0002] The dangers posed by motorized vehicles are a well-known problem in road traffic. However, the dangers posed by cyclists in road traffic due to cyclist error are less present in the public consciousness. Yet, many everyday accidents are attributable to cyclist error.

[0003] Examples of such misconduct include a cyclist using a cycle path against the intended or prescribed direction of travel, or a cyclist riding the wrong way down a one-way street without authorization. This misconduct can generally be referred to as "riding against the flow of traffic." Many streets have cycle paths on both opposite sides of the road—for example, on the respective sidewalks—but their use is only permitted in one direction, usually corresponding to the direction of travel of cars on the right-hand side. Furthermore, while cyclists are allowed to ride in some one-way streets in directions where motorized vehicles are prohibited, this does not apply to all one-way streets.This exception to the "one-way street" rule for cyclists is generally not applicable to narrow one-way streets due to the increased risk of accidents. Furthermore, in many traffic-calmed zones, cyclists are also required to dismount and push their bicycles instead of riding them.

[0004] A cyclist's misconduct, contrary to the aforementioned traffic rules, increases the risk of accidents. Therefore, various systems exist to draw cyclists' attention to the rules and, if necessary, encourage them to comply. However, these existing systems are all static. For example, there are various traffic signs that permanently and statically remind cyclists of the rules they must follow. The disadvantage of this is that, due to the sheer number of different traffic signs on the road, these static systems do not attract enough attention from cyclists to motivate them to correct their misconduct.

[0005] Therefore, there is a need for improved traffic safety systems, in particular for suitable interactive cyclist feedback systems, to identify and report misconduct by a cyclist in road traffic.

[0006] In general, interactive, non-static systems are known, but these only serve to detect cyclists. These are counting systems that detect and count cyclists passing by. Furthermore, such systems may have a digital display to show, for example, the number of cyclists that have passed.

[0007] Such systems use induction loops embedded in the ground to detect cyclists, for example. These loops detect cyclists moving over the surface. Another technical option for detecting passing cyclists is the use of pneumatic tube sensors. These detect a pressure change as soon as a cyclist moves over them and, unlike induction loops, are simply laid on the asphalt and protrude from it. However, in this configuration, when tubes are laid on the surface, they pose a danger to road traffic, as they also present a tripping hazard for cyclists and pedestrians.

[0008] One problem with such systems for detecting cyclists is the significant effort required for their installation. The asphalt or subsoil must be opened and then repaired to lay the induction loop. Besides the considerable installation effort, this also results in an undesirable alteration of the streetscape. Furthermore, in addition to the high installation costs, the maintenance requirements and vulnerability of such systems are also disadvantages. Induction loops can be run over and destroyed by heavy vehicles, especially in mixed traffic. This also applies to pneumatic tube sensors, which are generally even more susceptible to damage.For example, if installed on a sidewalk with a separate bike path, various sharp-edged objects – such as broken glass, bottle caps, or pointed stones – can be kicked into the hoses by pedestrians, leading to increased wear and tear or even rendering the hoses unusable. Regular repressurization of pneumatic hose sensors is also necessary.

[0009] A system for detecting cyclists is already known from WO 2017 / 185042 A1, in which cyclists are detected without physical contact. The system is installed at dangerous intersections to detect cyclists before they cross. The system is designed to indicate to the cyclist that they have been detected, so that they know the traffic lights will react accordingly. Cyclists can be detected, for example, using video recognition. The system uses complex evaluation algorithms to identify a cyclist from the recorded image data. This makes the system very resource-intensive. Furthermore, the system must be adapted to the specific situation at a particular intersection, as, for example, many image details specific to that intersection must be known and integrated into the system for successful detection.The evaluation algorithm needs to be integrated. This makes the system inflexible, as it cannot simply be used at different intersections.

[0010] Document DE 10 2008 061 995 A1 concerns an order and a procedure for issuing a notification to a road user in the event of a traffic violation. Vehicles are recorded using a camera. Based on the recording, it is determined whether a traffic violation has occurred and a corresponding notification is generated. Document DE 10 2013 010 479 A1 describes a system and a procedure for preventing wrong-way driving. The system uses a sensor unit to determine whether a vehicle is moving against the normal direction of travel. If so, warning elements, such as speed bumps, are activated.

[0011] German patent application DE 10 2017 211 387 A1 deals with a system and a method for the automated maneuvering of a vehicle. A moving object in the vehicle's vicinity is detected. Based on this detection, the vehicle's maneuvers are planned and executed. German patent application DE 10 2017 008 116 A1 describes a method and a device for the legally admissible recording of traffic violations committed by a vehicle. Traffic violations are documented in an evidentiary manner when threshold values ​​are exceeded.

[0012] Another problem with existing systems, which makes them unsuitable for a cyclist feedback system to detect and report cyclist misbehavior in road traffic, is that these systems typically detect cyclists regardless of whether they are pushing or riding their bicycles as they pass the sensors. Furthermore, they regularly fail to detect the direction in which cyclists pass the sensors. This makes such systems unsuitable for detecting the aforementioned misbehavior of cyclists riding against the flow of traffic. Such systems would unintentionally register a cyclist who is pushing their bicycle and thus behaving in accordance with traffic regulations, or who is passing the system in the correct direction of travel.

[0013] The object of the invention is therefore to further increase road safety and to enable reliable detection of cyclists' misbehavior with as few false detections as possible. Furthermore, it aims to provide flexible, less complex systems that are easier to install and require less maintenance.

[0014] This problem is solved by a cyclist feedback system for detecting and indicating cyclist misconduct in road traffic, comprising the features of claim 1. Furthermore, this problem is solved by a method for detecting and indicating cyclist misconduct in road traffic, comprising the features of claim 10. Finally, this problem is solved by a traffic control system comprising the features of claim 20.

[0015] Essential to the invention is the realization that cyclists exhibiting misbehavior can be effectively and reliably detected in road traffic using a contactless, non-contact measurement method. This contactless detection eliminates the need for sensors to be embedded in the ground or asphalt, and also means that cyclists no longer have to ride over the sensors to be detected. Therefore, the system according to the invention requires less installation effort, poses fewer hazards in road traffic, and is also less susceptible to damage.

[0016] Furthermore, reliable selective detection of cyclists is possible in that only those cyclists exhibiting incorrect behavior are recorded. This is primarily evident in the fact that only cyclists riding in the wrong direction ("ghost riders") are selectively detected, and not cyclists riding in the correct direction or pushing their bicycles in compliance with the relevant traffic regulations.

[0017] The bicycle feedback system according to the invention for detecting and displaying misbehavior by a cyclist in road traffic in the form of riding the wrong way comprises a detection unit configured to detect at least the speed, length, and direction of travel of objects in road traffic by means of contactless detection. Furthermore, the bicycle feedback system according to the invention comprises a display unit with a screen, the display unit being configured to display an optical signal on the screen at least intermittently. The bicycle feedback system according to the invention also comprises an evaluation unit for classifying objects in road traffic as cyclists exhibiting misbehavior. Finally, the bicycle feedback system according to the invention also includes a communication means configured to transmit information from the evaluation unit to the display unit.The evaluation unit of the bicycle feedback system according to the invention is configured to classify an object in road traffic as a cyclist with misbehavior if, firstly, the detected component speed of the object in road traffic is greater than or equal to a predetermined starting speed value and less than or equal to a predetermined maximum speed value, in order to recognize whether the cyclist is passing the detection unit pushing or riding, and if, secondly, the detected component length of the object in road traffic is greater than or equal to a predetermined starting length value and less than or equal to a predetermined maximum length value, and if, thirdly, the detected component direction of travel of the object in road traffic corresponds to a predetermined detection direction of travel.

[0018] The direction of travel of cyclists to be detected is referred to here as the detection direction. The detection direction is generally understood to be the direction of travel that, viewed from the cyclist's perspective, points from the detection unit towards the display unit. Thus, viewed from the detection direction, the detection unit is typically located in front of the display unit. The area to be detected by the detection unit is also typically located in front of the display unit in this detection direction.

[0019] The selective detection of cyclists is reliable in this case because it operates efficiently via the evaluation unit and the corresponding evaluation procedure. Thus, not all detected objects are classified as cyclists exhibiting misconduct, but only those whose speed and length fall within a predefined range, and whose direction of travel matches the direction of detection. This successfully prevents objects from being classified as cyclists exhibiting misconduct, such as cyclists behaving correctly according to traffic regulations, or other road users—such as pedestrians, pedestrians pushing strollers, or cars—whose detection or classification as cyclists exhibiting misconduct is not desired.This also ensures the targeted and reliable detection of relevant cyclists who misbehave in complex traffic situations.

[0020] This targeted detection of cyclists exhibiting misbehavior is achieved through simple, predefined detection criteria, allowing the system to be used flexibly in various traffic situations. Due to these simple criteria regarding speed, length, and direction of travel, the system can be deployed in any traffic situation without requiring any special configuration.

[0021] The component to be measured, "speed of objects in road traffic," regularly refers to the speed of the objects in the direction of travel being detected. The component to be measured, "length of objects in road traffic," regularly refers to the extent of the objects along the direction of travel being detected. These components can be measured, for example, using radar detection and thus known methods based on the Doppler effect. Non-contact detection using image recognition or infrared sensors is also possible.

[0022] The specified range for the length and speed of objects in road traffic that are to be classified as cyclists exhibiting misconduct can be adjusted to suit the desired traffic situation. In principle, the values ​​for starting speed, ending speed, starting length, and ending length can be chosen arbitrarily.

[0023] By simply setting the ranges of the three different components to be detected—speed, length, and direction of travel—a system is provided with very little effort and without complex evaluation algorithms. This system can therefore increase road safety with minimal effort.

[0024] The display unit provides cyclists with immediate and noticeable feedback on their behavior. This effectively encourages them to stop and correct their errors. This measure can significantly improve road safety.

[0025] In particular, the present display unit can be used to temporarily show a visual signal to a cyclist committing an error. For example, the visual signal can appear suddenly on the display, thus attracting the cyclist's attention. It can also flash. An intuitive image – such as a pictogram – can also appear on the display as a visual signal, illustrating the cyclist's error. A visual signal can also alternate with textual information, providing the cyclist with specific instructions on how to correct their error.

[0026] According to a first preferred embodiment of the cyclist feedback system, the detection unit can be oriented laterally to the direction of travel, preferably substantially perpendicular to the direction of travel. This ensures reliable detection of the components speed and length in the direction of travel, as well as the direction of travel itself, of objects in road traffic. In particular, it can be advantageous to position the detection unit separately at the edge of the road or the sidewalk, thus detecting cyclists passing laterally.

[0027] In another embodiment, the predetermined starting speed can be 3 km / h. Preferably, the predetermined maximum speed can be 30 km / h. More preferably, the predetermined starting length can be 2 m, and even more preferably, the predetermined maximum length can be 3.5 m.

[0028] In this way, cyclists can be successfully classified as cyclists with misconduct, and it can be prevented that, for example, cyclists who are merely pushing their bicycles are undesirably classified as such cyclists with misconduct.

[0029] According to a further embodiment, the communication means for wireless communication between the evaluation unit and the display unit, preferably using radio technology, can be configured to transmit information. This significantly reduces installation effort. The system's susceptibility to failure is also reduced, as there are fewer vulnerable cable connections. Furthermore, the system can be advantageously used as a mobile system and deployed in a wide variety of existing road traffic situations. For example, the display unit can be mounted on existing posts, masts, or similar structures, while the evaluation unit, which communicates wirelessly with the display unit, can be positioned remotely from the display unit, for instance, together with the detection unit.

[0030] The evaluation unit can generally be provided together with the data acquisition unit in a common structural unit.

[0031] For wireless communication using radio technology, existing technologies such as LoRa technology or Bluetooth technology can be used.

[0032] According to another embodiment, the display of the display unit can be set up as an LED display, at least for displaying pictograms.

[0033] In a further embodiment, the detection unit can be arranged separately from the display unit and configured to detect at least the speed, length, and direction of travel of objects in road traffic within a range of 50 m to 30 m in the direction of travel, as seen from the display unit. This results in a mobile system that is easy to set up and dismantle and can be integrated into existing road traffic situations. Furthermore, a warning can be displayed on the display unit in a timely manner to cyclists exhibiting incorrect behavior, enabling them to become aware of their error and successfully encourage them to correct it. This significantly increases road safety.

[0034] In another embodiment, the detection unit is designed as a radar detection unit. This radar detection unit is then configured to detect at least the speed, length, and direction of travel of objects in road traffic using radar technology. By employing radar technology for detection, the components to be detected are identified particularly successfully and effectively.

[0035] Alternatively or additionally, according to a further embodiment, the detection unit can comprise a camera-based image capture device and / or an infrared sensor-based detector. Image capture or infrared sensor detection can thus be used in addition to radar technology, for example, to detect some components using radar and others using image capture and / or infrared technology. Alternatively, image capture and / or infrared technology alone can be used to detect all components.

[0036] The inventive method for detecting and indicating misconduct by a cyclist in road traffic in the form of a wrong-way rider comprises, firstly, the step of: capturing at least the components speed, length and direction of travel of objects in road traffic by means of contactless detection by a detection unit.Furthermore, the method according to the invention comprises the step of classifying an object in road traffic as a cyclist exhibiting misconduct by an evaluation unit if, firstly, the detected component "speed" of the object in road traffic is greater than or equal to a predetermined starting speed value and less than or equal to a predetermined maximum speed value, in order to recognize whether the cyclist is passing the detection unit while pushing or riding; secondly, the detected component "length" of the object in road traffic is greater than or equal to a predetermined starting length value and less than or equal to a predetermined maximum length value; and thirdly, the detected component "direction of travel" of the object in road traffic corresponds to a predetermined detection direction. The method according to the invention further comprises the step of transmitting information from the evaluation unit to the display unit by means of a communication device.Finally, the method according to the invention comprises the step of displaying an optical signal on a display of a display unit when the information transmitted from the evaluation unit to the display unit is such that an object in road traffic is classified by the evaluation unit as a cyclist with misconduct.

[0037] Preferred embodiments of the method according to the invention result from the features, properties and details of preferred embodiments of the cyclist feedback system according to the invention.

[0038] Therefore, the advantages and properties explained in the context of the cyclist feedback system according to the invention can also be transferred to the method according to the invention.

[0039] Finally, a traffic safety system according to the invention is proposed, which comprises a road sign with a cyclist feedback system according to one of claims 1 to 9.

[0040] According to an advantageous embodiment of the traffic control system, the display unit can be integrated into the road sign and the detection unit can be arranged separately from the road sign, preferably in front of the display unit when viewed in the direction of travel, and more preferably in an area between 50m and 30m in front of the display unit when viewed in the direction of travel.

[0041] Further advantageous and preferred embodiments will become apparent from the following description with reference to the figures. The drawing, which depicts only one exemplary embodiment, shows the Fig. 1 a cyclist feedback system according to the invention in a traffic safety system according to the invention.

[0042] The one in Fig. Figure 1, a proposed cyclist feedback system for detecting and displaying misconduct by a cyclist in road traffic – specifically, a wrong-way cyclist – comprises a detection unit 2 and a display unit 3 with a display 4. The detection unit 2 is configured to detect at least the speed, length, and direction of travel of objects in road traffic using contactless detection. In the present and therefore preferred embodiment, radar detection is used as the contactless detection method, as indicated by the radar-detected area 5. Thus, the detection unit 2 is a radar detection unit.

[0043] Alternatively or additionally, the detection unit 2 can also include a detector that uses a camera for image acquisition and / or an infrared sensor for detection. Image acquisition or infrared sensor detection can therefore be used in addition to radar technology, for example, to detect some components using radar and other components using image acquisition and / or infrared technology. Alternatively, image acquisition and / or infrared technology alone can be used to detect all components.

[0044] The display unit 3 is further configured to display an optical signal 6 on the display 4, at least temporarily. In this case, the optical signal 6 is a cross, which is intended to indicate to the wrong-way driver 1 that passage is prohibited.

[0045] Furthermore, the cyclist feedback system includes an evaluation unit 7 for classifying objects in road traffic as cyclists exhibiting incorrect behavior. In the illustrated and therefore preferred embodiment, the evaluation unit 7 is combined with the detection unit 2 in a single structural unit.

[0046] Furthermore, in the illustrated and therefore preferred embodiment, the detection unit 2 is arranged separately from the display unit 3. The detection unit 2 can, for example, be configured to detect the components speed, length, and direction of travel of objects in road traffic within a range of 50 m to 30 m in a detection direction 8 as seen in front of the display unit 3.

[0047] The detection direction 8 refers to the direction of travel of cyclists exhibiting incorrect behavior, such as the wrong-way cyclist 1 in the illustrated embodiment. Detection direction 8 is generally understood to be the direction of travel that, viewed from the cyclist's perspective, points from the detection unit 2 towards the display unit 3 with the screen 4. Thus, in detection direction 8, the detection unit 2 is located in front of the display unit 2. The area to be detected by the detection unit 2 is also located in front of the display unit 2 with the screen 3 in this detection direction 8.

[0048] The component to be recorded, the speed of objects in road traffic, is the speed of the objects in the direction of travel 8. The component to be recorded, the length of objects in road traffic, is understood to be the extent of the objects along the direction of travel 8. These components can, for example, be recorded using radar detection and thus known methods that are based on the utilization of the Doppler effect.

[0049] To avoid false detection, other detected objects in road traffic that do not meet the criteria necessary for classification as cyclists exhibiting misconduct are not classified as such. In the Fig. In the depicted traffic situation 1, other road users can be identified who do not correspond to cyclists exhibiting misconduct and should therefore not be classified as such. For example, the wrong-way cyclist 1 is indeed a cyclist exhibiting misconduct that must be detected and classified as such, as he is illegally riding on a cycle path 9 on a sidewalk 10 against the intended direction (indicated by the arrow in front of him representing his direction of travel). However, the other cyclist 11 is riding on cycle path 9 in the correct direction of travel – indicated by the arrow in front of him representing his direction of travel – and is therefore not detected as a cyclist exhibiting misconduct.Furthermore, a pedestrian 12 and cars 13 can be seen on the road 14, which should also not be recorded as cyclists with misconduct.

[0050] The cyclist 1, who is classified as a cyclist with misconduct, is therefore moving along the direction of travel 8. The other cyclist 11, who is not classified as a cyclist with misconduct, is moving against the direction of travel 8.

[0051] In addition to a suitably chosen orientation of the detection unit 2, so that unwanted objects in road traffic are not incorrectly classified as cyclists with misconduct, the correct classification is successfully carried out by the evaluation unit 7, by not classifying objects that are not within a specified length and speed range as cyclists with misconduct.

[0052] The evaluation unit 7 is thus configured to classify an object in road traffic as a cyclist with misconduct if: firstly, the recorded component speed of the object in road traffic is greater than or equal to the specified start speed value and less than or equal to the specified maximum speed value; secondly, the recorded component length of the object in road traffic is greater than or equal to the specified start length value and less than or equal to the specified maximum length value; and thirdly, the recorded component direction of travel of the object in road traffic corresponds to the specified recording direction of travel 8.

[0053] Suitable selection criteria for classifying an object in road traffic as a cyclist exhibiting misconduct could specifically be the following: a predetermined starting speed of 3 km / h, a predetermined maximum speed of 30 km / h, a predetermined starting length of 2 m, and a predetermined maximum length of 3.5 m. In this way, it is possible to... Fig. In the depicted situation of the wrong-way cyclist, he would be successfully classified as a cyclist exhibiting misconduct. However, if he were pushing his bicycle, he would no longer be classified as such a cyclist exhibiting misconduct according to the chosen criteria.

[0054] The cyclist feedback system also includes a communication means configured to transmit information from the evaluation unit 2 to the display unit 3. In the illustrated and therefore preferred embodiment, the communication means is configured to perform wireless communication from the evaluation unit 2 to the display unit 3 for transmitting the information. Generally known radio technology methods can be used for this purpose, such as the transmission signals represented by waves 15 in the Fig. 1 is indicated.

[0055] Once a detected object in road traffic is classified as a cyclist with misconduct in the manner described above, the communication device can then send corresponding information to the display unit 3.

[0056] The optical signal 6 can then be displayed at least temporarily on the display 4 of the display unit 3. The wrong-way driver 1 will perceive this signal because it is located in front of him in his direction of travel, and at a sufficient distance. This will alert the wrong-way driver 1 to his incorrect behavior in traffic and encourage him to correct it.

[0057] Specifically, in the illustrated and thus preferred embodiment, an LED display is configured as display 4 of the display unit 2. This LED display is configured to display pictograms. Preferably, the pictogram, which indicates the wrong-way driver 1's incorrect behavior, is hidden again in display 4 after being shown for a predetermined warning period. Subsequently, a further, second optical signal in the form of a warning can be displayed for a predetermined warning period. This second optical signal can, for example, be a textual message to the wrong-way driver 1, urging them to cease their incorrect behavior or providing them with a specific recommendation for correcting their incorrect behavior.

[0058] In the illustrated and thus preferred embodiment, the detection unit 2 is further aligned laterally to the detection direction 8, specifically essentially perpendicular to the detection direction 8. This ensures reliable detection of the components speed and length in the detection direction 8, as well as the corresponding direction of travel of objects in road traffic. For this purpose, the detection unit 2 is arranged separately at the edge of the road 14 or at the edge of the sidewalk 10. Thus, cyclists passing laterally are reliably detected by the detection unit 2.

[0059] Through the cyclist feedback system according to an arrangement as in the Fig.Figure 1 thus provides a traffic control system that increases road safety. This traffic control system includes a road sign 16. The display unit 3 is integrated into the road sign 16. For example, the display unit 3 with the display 4 is simply attached to an existing post or pole at the roadside of the road 14. The detection unit 2 is arranged separately from the road sign 16, specifically, in the illustrated and preferred embodiment, in front of the display unit 3 when viewed in the direction of travel 8. Specifically, the detection unit 2 can, for example, be positioned in an area between 50 m and 30 m in front of the display unit 3 when viewed in the direction of travel 8.This allows the wrong-way driver 1 to be detected in time and a warning to be issued by means of the optical signal 6 on the display unit 3, so that the wrong-way driver 1 is encouraged to change his wrong behavior in road traffic.

Claims

[1] Cyclist feedback system for identifying and reporting misconduct by a cyclist in road traffic in the form of riding the wrong way, comprising: - a detection unit (2) designed to detect at least the components speed, length and direction of travel of objects in road traffic by means of contactless detection; - a display unit (3) with a display (4), wherein the display unit (3) is configured to display an optical signal (6) on the display (4) at least temporarily; - an evaluation unit (7) for classifying objects in road traffic as cyclists with misconduct; and - a means of communication which is set up to transmit information from the evaluation unit (7) to the display unit (3); wherein the evaluation unit (7) is set up to classify an object in road traffic as a cyclist with misconduct if:

1. The detected component, the speed of the object in road traffic, is greater than or equal to a predetermined starting speed value and less than or equal to a predetermined maximum speed value, in order to recognize whether the cyclist is passing the detection unit (2) pushing or riding, 2. the recorded component length of the object in road traffic is greater than or equal to a specified starting length value and less than or equal to a specified maximum length value, and 3. the detected component direction of travel of the object in road traffic corresponds to a specified detection direction of travel (8). [2] Cyclist feedback system according to claim 1, characterized by that the detection unit (2) is aligned laterally to the detection direction (8), preferably substantially perpendicular to the detection direction (8). [3] Cyclist feedback system according to claim 1 or 2, characterized bythat the specified starting speed value is 3 km / h, preferably also that the specified maximum speed value is 30 km / h. [4] Cyclist feedback system according to one of claims 1 to 3, characterized by , that the specified starting length is 2 m, preferably furthermore, that the specified maximum length is 3.5 m. [5] Cyclist feedback system according to one of claims 1 to 4, characterized by , that the communication means is set up to carry out wireless communication from the evaluation unit (7) to the display unit (3), preferably by means of radio technology, for the transmission of the information. [6] Cyclist feedback system according to one of claims 1 to 5, characterized by , that the display (4) of the display unit (3) is set up as an LED display, at least for displaying pictograms. [7] Cyclist feedback system according to one of claims 1 to 6, characterized by, that the detection unit (2) is arranged separately from the display unit (3) and is designed to detect at least the components speed, length and direction of travel of objects in road traffic in an area between 50 m and 30 m in the detection direction (8) seen in front of the display unit (3). [8] Cyclist feedback system according to one of claims 1 to 7, characterized by , that the detection unit (2) is designed as a radar detection unit which is equipped to detect at least the components speed, length and direction of travel of objects in road traffic by means of radar detection. [9] Cyclist feedback system according to any one of claims 1 to 8, characterized by , that the detection unit (2) comprises a detector operating via image capture with a camera and / or a detector operating via detection using an infrared sensor. [10] Procedure for identifying and reporting misconduct by a cyclist in road traffic in the form of a wrong-way rider, comprising the steps: - Capturing at least the components speed, length and direction of travel of objects in road traffic by means of contactless detection by a detection unit (2); - Classifying an object in road traffic as a cyclist with misconduct by an evaluation unit (7) if:

1. The detected component, the speed of the object in road traffic, is greater than or equal to a predetermined starting speed value and less than or equal to a predetermined maximum speed value, in order to recognize whether the cyclist is passing the detection unit (2) pushing or riding, 2. the recorded component length of the object in road traffic is greater than or equal to a specified starting length value and less than or equal to a specified maximum length value, and 3. the detected component direction of travel of the object in road traffic corresponds to a specified detection direction of travel (8); - Transmission of information from the evaluation unit (7) to the display unit (3) by means of communication; and - Displaying an optical signal (6) on a display (4) of a display unit (3) when the information transmitted from the evaluation unit (7) to the display unit (3) is such that an object in road traffic is classified by the evaluation unit (7) as a cyclist with misconduct. [11] Method according to claim 10, characterized by , that the detection unit (2) for contactless detection of at least the components speed, length and direction of travel of objects in road traffic is aligned laterally to the detection direction of travel (8), preferably substantially perpendicular to the detection direction of travel (8). [12] Method according to claim 10 or 11, characterized by that the specified starting speed value is 3 km / h, preferably also that the specified maximum speed value is 30 km / h. [13] Method according to any one of claims 10 to 12, characterized by , that the specified starting length is 2 m, preferably furthermore, that the specified maximum length is 3.5 m. [14] Method according to any one of claims 10 to 13, characterized by , that the communication means enables wireless communication from the evaluation unit (7) to the display unit (3), preferably using radio technology, for the transmission of information. [15] Method according to any one of claims 10 to 14, characterized by , that the optical signal (6) is displayed on the display (4) of the display unit (3) by means of an LED as a pictogram. [16] Method according to claim 15, characterized by, that the pictogram is hidden again in the display (4) after being shown for a specified warning period and that a further optical signal (6) in the form of a notice is then displayed for a specified notice period. [17] Method according to any one of claims 10 to 16, characterized by , that the detection unit (2) is arranged separately from the display unit (3) and that the detection of at least the components speed, length and direction of travel of objects in road traffic is carried out in an area between 50 m and 30 m in the detection direction (8) seen in front of the display unit (3). [18] Method according to any one of claims 10 to 17, characterized by , that the contactless detection of at least the components speed, length and direction of travel of objects in road traffic is carried out by means of radar detection. [19] Method according to any one of claims 10 to 18, characterized bythat the contactless detection is carried out by a detector operating via image capture with a camera and / or an infrared sensor. [20] Traffic safety system comprising a road sign (16) with a cyclist feedback system according to any one of claims 1 to 9. [21] Traffic control system according to claim 20, characterized by , that the display unit (3) is integrated into the road sign (16) and that the detection unit (2) is arranged separately from the road sign (16), preferably in front of the display unit (3) as seen in the direction of detection (8), and further preferably in an area between 50 m and 30 m in front of the display unit (3) as seen in the direction of detection (8).

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