Methods for locating at least one bicycle on a roadway and bicycle

Abstract

The invention relates to a method for locating at least one bicycle (10) in the area of ​​a roadway (12), wherein a first sensor (14) and a second sensor (16) are spaced apart from each other, wherein the first sensor (14) and the second sensor (16) comprise a UWB interface (18) and wherein the first sensor (14) and the second sensor (16) communicate with each other via UWB. In a method that enables reliable and cost-effective assignment of the bicycle (10) to the correct route, it is provided that the relative distance of the two sensors is determined, wherein the first sensor (14) is arranged on the bicycle (10), wherein the second sensor (16) is arranged in an edge area (20) of a roadway (12), and wherein the position of the bicycle (10) is determined on the basis of the relative distance of the first sensor (14) from the second sensor (16).

Description

[0001] The invention relates to a method for locating at least one bicycle on a roadway, wherein a first sensor and a second sensor are spaced apart from each other, wherein the first sensor and the second sensor comprise a UWB interface and wherein the first sensor and the second sensor communicate with each other via UWB.

[0002] Furthermore, the invention relates to a vehicle, in particular a bicycle, with at least one sensor with a UWB interface and with at least one V2X interface.

[0003] Despite advances in vehicle safety, the number of accidents between cars and vulnerable road users remains stagnant. Intersections and junctions are particularly accident hotspots for cyclists and motorcyclists. To prevent accidents with vulnerable road users, existing technologies exist that warn of impending collisions between a vehicle and a vulnerable road user in critical situations or intervene in the vehicle's dynamics, for example, by applying the brakes. These systems utilize various sensors installed on the vehicle, such as ultrasonic sensors, radar, lidar, or cameras.

[0004] The systems known from the prior art, which rely exclusively on sensors mounted on the vehicle, suffer from the limitation that a direct line of sight to the relevant road user is required, regardless of whether camera, ultrasonic, radar, or lidar sensors are used. In situations where a vulnerable road user is obscured by an object, such as a building or vegetation, before entering the vehicle's path, conventional systems often cannot react in time, and a collision with potentially serious consequences is unavoidable. Furthermore, these systems are frequently designed to issue a warning at the latest possible moment in order to minimize false alarms.

[0005] V2X communication allows vehicles in road traffic to communicate with each other and / or with infrastructure such as cameras, traffic lights, etc. However, for effective warnings and alerts regarding vulnerable road users, especially bicycles, such an implementation requires knowledge of a bicycle's route, for example, whether it is on a cycle path or a road. These routes can be so close together that the classification provided by inexpensive GNSS (Global Navigation Satellite System) receivers is insufficient for precise resolution. Incorrect classifications are particularly likely in wooded or densely built-up areas. Consequently, V2X functions intended to warn of cyclists on roads may be triggered erroneously, or not at all.This significantly reduces the acceptance of such functions, and warnings may no longer be considered relevant by the driver of a vehicle or may be deactivated directly.

[0006] German patent DE 10 2014 106 048 A1 discloses a method for determining the position of a road user to be located, which is equipped with a computer and a communication unit. Road users can communicate with each other wirelessly, and their positions can be determined by evaluating signal attributes. By fusing complementary or redundant information, these positions can be checked for plausibility or determined even more precisely.

[0007] German patent DE 10 2022 100 556 A1 discloses a system for preventing incidents involving vehicles and personal transport devices. A transceiver in a vehicle receives a warning signal, which is then transmitted by a transceiver mounted on a personal transport device, such as a bicycle, to avoid a collision.

[0008] German patent DE 10 2022 200 328 A1 discloses a vehicle-mounted distance measuring system with a controller that uses a communication transceiver to communicate wirelessly with at least one external controller via its external communication transceiver. The controller is connected between the communication transceiver and the plurality of UWB transceivers. The controller then schedules the transmission of distance measurement pulses between the multiple UWB transceivers and the at least one external UWB transceiver.

[0009] The invention is based on the objective of providing a method for locating a bicycle on a roadway and a bicycle that enables reliable and cost-effective assignment of the bicycle to the correct roadway.

[0010] This problem is initially solved in the present invention by the features of claim 1 in that the relative distance between the two sensors is determined, wherein the first sensor is arranged on a bicycle, wherein the second sensor is arranged in an edge area of ​​a roadway, wherein the position of the bicycle is determined on the basis of the relative distance of the first sensor from the second sensor.

[0011] The term "spacing" refers to a spatial separation of the sensors. The sensors are spaced apart along a virtual path, following the shortest route. This virtual path is also synonymous with the virtual separation achieved by the imaginary line connecting the two sensors.

[0012] Ultra-wideband (UWB) is a wireless communication technology that utilizes extremely wide frequency ranges with a bandwidth of at least 500 MHz, or at least 20% of the arithmetic mean of the lower and upper cutoff frequencies of the frequency band used. UWB provides a cost-effective and energy-efficient communication method for determining position. This creates a network of sensors that simultaneously act as transmitters and receivers.

[0013] A bicycle is defined as a means of transport with fewer than four wheels that is suitable for participation in road traffic and is authorized to use cycle paths. This can also include, for example, motorized bicycles, pedelecs, etc. Scooters and mopeds can also fall under this definition. In summary, for the purposes of this registration, a bicycle is considered an unprotected road user.

[0014] The edge of a roadway is, for example, a road boundary. The sensor must in any case be positioned in such a way that it does not obstruct traffic, either on the roadway itself or on cycle paths located next to it.

[0015] The advantage of the present invention lies in the fact that cost-effective UWB sensors and / or UWB communication enable the localization of a bicycle, in particular its self-localization. This is achieved via a relative position to a UWB signal, which can be evaluated in real time, for example, so that the position of the moving bicycle can be communicated in real time. The bicycle can communicate its own position wirelessly, for example, ensuring that other road users are aware of the bicycle's position at all times.

[0016] Furthermore, the use of UWB offers higher accuracy compared to conventional camera, ultrasonic, radar, or lidar sensors. This allows for a high degree of certainty when measuring the distances between the first and second sensors. In this way, the precise location of the bicycle within the roadway can also be determined. The bicycle could be riding on a grassy verge directly adjacent to the road, or further away on a designated cycle path. Conversely, if the bicycle is on the roadway, it can be determined how far it is within the roadway, possibly even within a lane other than the outermost one.In one implementation, it may be provided that warnings are transmitted to other road users, containing information on how far a bicycle located on the road must be avoided in order to minimize the risk of an accident.

[0017] It is possible to arrange several initial sensors along a roadway. This allows the bicycle's position to be determined in real time over a longer distance. The spacing between the initial sensors can, for example, correspond to the range of their signals, enabling UWB communication via a network.

[0018] Further preferred embodiments of the invention result from the other features mentioned in the dependent claims.

[0019] In a first embodiment of the method according to the invention, a GNSS unit is used to determine whether the first sensor is approaching the second sensor in the direction of travel or against the direction of travel. This GNSS check can be used for coarse localization to distinguish whether a UWB signal is being transmitted to indicate the direction of travel of a bicycle in the prescribed direction of travel or against the prescribed direction of travel.

[0020] In a further advantageous embodiment of the method according to the invention, the bicycle is provided with a V2X interface, and information about the bicycle's position is transmitted to other road users via V2X communication. Modern vehicles are often equipped with V2X radio modules to exchange standardized messages with each other and with the infrastructure. Examples include the CAM (Cooperative Awareness Message) or DENM (Decentralized Environmental Notification Message) of the ETSI standard for V2X communication. Through transmission via V2X communication by, for example, other road users or parts of the surrounding infrastructure, the vehicle can receive information about potential parking spaces.In addition, according to this advantageous design, the bicycle and / or another vehicle can receive information about the presence of and possible conflict situations with other road users as well as information about hazards via V2X communication.

[0021] V2X (short for "Vehicle-to-X") refers to a technology that allows vehicles to communicate with their environment, or "X". In a specific Vehicle-to-Vehicle variant of the V2X system, vehicles can also communicate with each other. V2X transmission is bidirectional, meaning the vehicle can communicate with its surroundings and / or vice versa. Sensor data is the preferred method of communication. It is conceivable that V2X communication could be implemented via a Wi-Fi connection. This would minimize the number of sensors required, as the sensor information could then be used to transmit V2X messages over a greater range.

[0022] The transmission of information about the bicycle's position can also be issued to other road users in the form of a warning. This warning can be audible, visual, and / or haptic. Drivers of motor vehicles, especially those with four or more wheels, can thus be alerted that a vulnerable road user is nearby and that extra caution is required.

[0023] Furthermore, in another preferred embodiment of the invention, the second sensor is arranged between a roadway and a cycle path. The relative distance between the two sensors is determined by ascertaining whether the first sensor is located to the left or right of the second sensor with respect to the prescribed direction of travel on the roadway. If the sensor is located at the edge of a roadway, this means that, with respect to the prescribed direction of travel, the bicycle is to the right of the first sensor if it is not on the roadway. Conversely, the bicycle is on the roadway if it is to the left of the first sensor. The location of the first sensor and the prescribed direction of travel define a boundary. To the left of this boundary is the roadway, and to the right of this boundary is a cycle path.

[0024] In a further embodiment of the inventive method, it is additionally provided that the bicycle is assumed to be on a cycle path if the first sensor is located to the right of the second sensor. While pedestrian crossings may also connect directly to the cycle path, or the cycle path may be a shared traffic route for cyclists and pedestrians, the crucial factor is that there is no roadway to the right of the first sensor that can be used by motor vehicles, especially motor vehicles with four or more wheels.

[0025] Additionally or alternatively, in a further embodiment of the method according to the invention, it is assumed that the bicycle is on the roadway when the first sensor is located to the left of the second sensor. Analogous to the previous embodiments, the roadway, or rather the absence of a cycle path, is located to the left of the first sensor.

[0026] This simple classification allows for a relatively accurate distinction between a bicycle on a cycle path and one on the road. Consequently, it's easier to assess whether a motorist needs to exercise extra caution because the bicycle is on the road, or whether the bicycle is outside the vehicle's control, i.e., on a cycle path or alongside the road.

[0027] In a particularly preferred embodiment of the method according to the invention, it is assumed that the bicycle is located on an opposite lane or cycle path if the relative distance between the first sensor and the second sensor exceeds a predetermined limit. An opposite lane or cycle path is defined as one that runs against the prescribed direction of travel of the lane in whose edge the first sensor is located. The lanes may also be separated from each other by physical barriers. If the distance is greater than a predetermined distance, it is assumed that the bicycle is not located in the immediate vicinity of the first sensor.It can also be stipulated that the distance is determined based on the predetermined direction of travel on the roadway or the line defined by the roadway and the first sensor. In this way, the distance to the line can be determined. If the distance is greater than a predefined limit, it is likely that the bicycle is neither on the roadway nor on the cycle path. If the bicycle is to the left of the first sensor, it is highly probable that the bicycle is on the opposite roadway or on an opposite cycle path.

[0028] Advantageously, in a further embodiment of the method according to the invention, the UWB communication includes information about the width and / or position of the boundaries of cycle paths or lanes. This allows for a more precise determination of the area in the transverse direction of the roadway or cycle path where the bicycle is located. The finer resolution of the position determination also enables more accurate warnings or information to be transmitted to other road users.

[0029] To avoid the need for additional structural restrictions in road traffic, a further advantageous embodiment of the method according to the invention provides that the second sensor is arranged on a guidepost of a roadway. Guideposts are already provided. Since these extend vertically from the ground to a height of approximately one meter, the positioning of the sensor can be freely chosen.

[0030] The aforementioned problem is also solved by a vehicle, in particular a bicycle, with at least one sensor having a UWB interface and at least one V2X interface. The vehicle is designed and equipped to carry out a method according to the invention. The preceding descriptions concerning the method according to the invention also apply accordingly to the vehicle according to the invention. The bicycle can further include an evaluation unit such that the distance between the sensors can be determined by the evaluation unit using the sensor signals. The evaluation unit can be connected to the V2X interface so that information about the distances can be processed by the evaluation unit and then transmitted via the V2X interface to other road users and / or to V2X-enabled elements of a road traffic infrastructure.

[0031] Electronic or electrical devices and / or other relevant devices or components according to the embodiments of the present invention described herein can be implemented using any suitable hardware, firmware (for example, an application-specific integrated circuit), software, or a combination of software, firmware, and hardware. For example, the various components of these devices can be placed on an integrated circuit (IC) or on separate IC chips. Furthermore, the various components of these devices can be implemented on a flexible printed circuit film, a tape carrier package (TCP), a printed circuit board (PCB), or on a single substrate.Furthermore, the various components of these devices can be a process or thread running on one or more processors in one or more computer devices, executing computer program instructions, and interacting with other system components to perform the various functions described here. The computer program instructions are stored in memory, which can be implemented in a computer device using standard memory, such as main memory (RAM). The computer program instructions can also be stored on other non-transferable, computer-readable media, such as a CD-ROM, a flash drive, or similar devices.A competent person should also recognize that the functionality of different computer devices can be combined or integrated into a single computer device, or that the functionality of a particular computer device can be distributed among one or more other computer devices, without deviating from the scope of application of the exemplary embodiments of the present invention.

[0032] Unless otherwise stated in individual cases, the various embodiments of the invention mentioned in this application can be advantageously combined with one another.

[0033] The invention is explained below using exemplary embodiments with reference to the accompanying drawings. These show: Fig. 1 a schematic representation of the implementation of an exemplary embodiment of a method for locating a bicycle on a roadway and Fig. 2 a schematic block diagram of individual steps of an embodiment of a method for locating a bicycle on a roadway.

[0034] Fig. Figure 1 shows an example of a method for locating at least one bicycle 10 on a roadway 12. A first sensor 14 and a second sensor 16 are provided, with the first sensor 14 and the second sensor 16 being spaced apart from each other. Both the first sensor 14 and the second sensor 16 each have a UWB interface 18, enabling them to communicate with each other via UWB. The relative distance between the first sensor 14 and the second sensor 16 is determined. The first sensor 14 is attached to the bicycle 10 and thus moves with it. The second sensor 16 is located in an edge area 20 of the roadway 12.

[0035] In this embodiment, the edge area 20 is a roadway boundary in the form of a green strip 22. Cost-effective UWB sensors and / or UWB communication enable the localization of the bicycle 10, particularly its self-localization. This is achieved via a relative position to a UWB signal, which can be evaluated in real time, for example, so that the position of the moving bicycle 10 can be communicated in real time. The bicycle 10 communicates its own position wirelessly, ensuring that other road users 24 are aware of the bicycle 10's position at all times.

[0036] In this embodiment, several secondary sensors 16 are arranged along the roadway 12. This allows the position of the bicycle 10 to be determined in real time over a longer distance. The spacing between the secondary sensors 16 corresponds approximately to the range of the sensors' signals, enabling UWB communication via a network.

[0037] The bicycle includes a V2X interface 26. Information about the bicycle's position 10 is transmitted to other road users 24 via V2X communication 28. Depending on the situation, the transmission of information about the bicycle's position 10 is also issued to other road users 24 in the form of a warning. This warning can be audible, visual, and / or haptic. Drivers of motor vehicles, especially those with four or more wheels, can thus be alerted that a vulnerable road user in the form of the bicycle 10 is nearby and that special caution is required.

[0038] To increase the accuracy of the position determination, the second sensor 16 is positioned between the roadway 12 and a cycle path 30. Determining the relative distance between the two sensors 14 and 16 establishes whether the first sensor 14 is located to the left or right of the second sensor 16 with respect to the prescribed direction of travel on the roadway 12. If the second sensor 16 is located at the edge of a roadway, this means that, with respect to the prescribed direction of travel, the bicycle 10 is to the right of the second sensor 16 if it is not on the roadway 12. Conversely, the bicycle 10 is on the roadway 12 if it is to the left of the second sensor 16. By locating the second sensor 16 and determining the prescribed direction of travel, a boundary 32 is defined.The roadway is located to the left of this boundary 32, and the cycle path 30 is located to the right of this boundary 32.

[0039] Accordingly, bicycle 10 is assumed to be on a cycle path 30 if the first sensor 14 is to the right of the second sensor 16. Similarly, bicycle 10 is assumed to be on the roadway 12 if the first sensor 14 is to the left of the second sensor 16. Furthermore, bicycle 10 is assumed to be on an opposite roadway 34 or cycle path 36 if the relative distance between the first sensor 14 and the second sensor 16 exceeds a predefined limit. If the distance is greater than a predefined limit, bicycle 10 is assumed not to be located in the immediate vicinity of the second sensor 16.

[0040] The distance is measured perpendicular to the boundary 32. If the distance is greater than a predefined limit, it is likely that bicycle 10 is neither on the roadway 12 nor on the cycle path 30. If bicycle 10 is located to the left of the second sensor 16, it is highly probable that bicycle 10 is on the opposite roadway 34 or on an opposite cycle path 36.

[0041] Fig.Figure 2 shows a block diagram of individual steps in a procedure for locating a bicycle 10 on a roadway 12. In step 100, a GNSS unit is used to determine whether the first sensor 14 is approaching the second sensor 16 in the direction of travel or against it. This GNSS check can be used for coarse localization to distinguish whether a UWB signal is being transmitted to indicate the direction of travel of a bicycle 10 in the prescribed direction of travel on the roadway or against it.

[0042] In step 102, the relative distance of the first sensor 14 and the second sensor 16 to the boundary 32 is determined, and the location of the bicycle 10 is determined from information about the position of the sensors relative to each other.

[0043] If the first sensor 14 is located to the right of the boundary 32, information is generated in step 104 indicating that the bicycle is on a cycle path 30. If the first sensor 14 is located to the left of the boundary 32, information is generated in step 106 indicating that the bicycle 10 is on the roadway 12. If the distance is greater than a predefined limit and the bicycle 10, i.e., the first sensor 14, is located to the left of the boundary, information is generated in step 108 indicating that the bicycle 10 is on an opposite roadway 34 or a opposite cycle path 36.

[0044] In step 110, this information is transmitted to the other road users 24 via V2X communication 28. This process is continuously repeated, thus enabling precise localization of the bicycle 10. Reference symbol list 10 bicycles 12 lanes 14 first sensor 16 second sensor 18 UWB interface 20 Edge area 22 green strips 24 other road users 26 V2X interface 28 V2X communication 30 cycle path 32 Limit 34 opposite lane 36 opposite cycle path 100th process step - Determining proximity sensors 102 Procedure step - Determining the position of the bicycle 104 Procedure step - Creation of information; bicycle on cycle path 106th Procedure Step - Information Creation; Bicycle on Roadway 108 Procedure step - Creation of information; bicycle on the opposite carriageway or opposite cycle path 110th process step - precise localization of bicycle QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2014 106 048 A1

[0006] DE 10 2022 100 556 A1

[0007] DE 10 2022 200 328 A1

[0008]

Claims

[1] Method for locating at least one bicycle (10) in the area of ​​a roadway (12), wherein a first sensor (14) and a second sensor (16) are spaced apart from each other, wherein the first sensor (14) and the second sensor (16) comprise a UWB interface (18) and wherein the first sensor (14) and the second sensor (16) communicate with each other via UWB, where the relative distance between the two sensors is determined, wherein the first sensor (14) is arranged on the bicycle (10), wherein the second sensor (16) is arranged in an edge area (20) of a roadway (12), the position of the bicycle (10) is determined based on the relative distance of the first sensor (14) from the second sensor (16). [2] Method according to claim 1, wherein a GNSS unit is used to determine whether the first sensor (14) is approaching the second sensor (16) in the direction of travel or against the direction of travel. [3] Method according to claim 1 or 2, wherein the bicycle (10) comprises a V2X interface (26) and wherein information about the position of the bicycle (10) is transmitted to other road users (24) via V2X communication (28). [4] Method according to one of claims 1 to 3, wherein the second sensor (16) is arranged between a roadway (12) and a cycle path (30) and wherein, when determining the relative distance of the two sensors, it is determined whether the first sensor (14) is located to the left or right of the second sensor (16) with respect to the prescribed direction of travel of the roadway (12). [5] Method according to claim 4, wherein it is assumed that the bicycle (10) is on a cycle path (30) when the first sensor (14) is to the right of the second sensor (16). [6] Method according to claim 4 or 5, wherein it is assumed that the bicycle (10) is on the roadway (12) when the first sensor (14) is to the left of the second sensor (16). [7] Method according to any one of claims 4 to 6, wherein it is assumed that the bicycle (10) is on an opposite carriageway (34) or on an opposite cycle path (36) when the relative distance between the first sensor (14) and the second sensor (16) exceeds a predetermined limit value. [8] Method according to any one of claims 4 to 7, wherein the UWB communication includes information about the width and / or position of boundaries of cycle paths or lanes. [9] Method according to any one of claims 1 to 8, wherein the second sensor (16) is arranged on a guidepost of a roadway (12). [10] Vehicle, in particular bicycle (10), with at least one sensor (14) with a UWB interface (18) and with at least one V2X interface (26), wherein the vehicle is set up and designed to carry out a method according to one of claims 1 to 9.

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