EP2450865B1 - Mobile control devices and methods for vehicles - Google Patents

Description

The present invention relates to a mobile control device for controlling vehicles. The invention further relates to a method for such controls.

Such a device is for example from the US 2008/0077312 known.

Vehicle controls often associate speed readings with vehicle images in order to clearly identify them for enforcement purposes. If such controls are carried out from a mobile, moving control platform, this currently requires a complex manual assignment of the speed measurement values to the image recordings and vice versa, because the detection ranges of conventional speed measurement sensors and image acquisition cameras never exactly coincide. As a result of this and due to the constantly changing relative speeds in flowing traffic, ambiguities can arise between different image recordings and speed measurement values, which make unambiguous assignment impossible.

The object of the invention is to provide mobile control devices and methods which utilize largely automated vehicle controls in flowing traffic, i. both on moving control platforms and moving vehicles to be controlled.

This object is achieved in a first aspect of the invention with a mobile control device, with
a sensor for speed measurement of vehicles passing a first detection area, which sensor provides a time stamp to the speed measurement value of a vehicle passage;
a sensor for at least indirect geometry measurement, preferably length measurement, of vehicles passing through a second detection area, which sensor provides the geometry measured value of a vehicle passage with a time stamp;
a camera for taking pictures of vehicles passing through a third detection area, which camera time-stamps the image of each vehicle passage; and
an evaluation device connected to the camera and the said sensors, which is designed to
from the speed measurement value, its time stamp and the first detection area and from the geometric measurement value, its time stamp and the second detection area, to calculate the location and the time at which a vehicle passage in the third detection area is to be expected, from which it is based on its time stamp and third detection area to determine matching image.

• Messen der Geschwindigkeit eines einen ersten Erfassungsbereich passierenden Fahrzeugs und Versehen des Geschwindigkeitsmesswerts mit einem Zeitstempel;
• zumindest indirektes Messen einer Geometrie, bevorzugt der Länge, eines einen zweiten Erfassungsbereich passierenden Fahrzeugs und Versehen des Geometriemesswerts mit einem Zeitstempel;
• Aufnehmen von Bildern von einen dritten Erfassungsbereich passierenden Fahrzeugen und Versehen jedes Bildes mit einem Zeitstempel;
• ferner mit den anschließenden Schritten:
  • Berechnen, aus dem Geschwindigkeitsmesswert, seinem Zeitstempel und dem ersten Erfassungsbereich sowie aus dem Geometriemesswert, seinem Zeitstempel und dem zweiten Erfassungsbereich, des Ortes und der Zeit, an dem bzw. zu der eine Fahrzeugpassage im dritten Erfassungsbereich zu erwarten ist, und
  • daraus Ermitteln des anhand seines Zeitstempels und dritten Erfassungsbereichs passenden Bildes.

In a second aspect, the invention achieves its objectives with a method of controlling vehicles, with the following steps in any order:

• Measuring the speed of a vehicle passing a first detection area and providing the speed measurement with a time stamp;
• at least indirectly measuring a geometry, preferably the length, of a vehicle passing a second detection area and providing the geometry measurement value with a time stamp;
• Capturing images of vehicles passing through a third detection area and timestamping each image;
• further with the following steps:
  • Calculating, from the speed measurement value, its time stamp and the first detection range and from the geometry measurement value, its time stamp and the second detection range, the location and the time at which a vehicle passage in the third detection range is to be expected, and
  • from this determination of the image matching on the basis of its time stamp and third detection area.

The invention takes into account the different detection ranges which the individual sensors and cameras of a mobile control device, and calculates expected values for the movements of the controlled vehicle within the detection areas, so that captured in a detection area vehicle images can be automatically linked with speed measurement values that come from a different detection area.

The term "detection area" used here encompasses any environmental segment that can be detected from the current location of the mobile control device by means of sensors or cameras, be it a conical, pyramidal, prismatic, linear, planar, etc. space segment or the like.

The calculation can also be performed as post-processing, i. The detection areas or time stamps can also be assigned after execution and storage of all individual measurements.

In principle, it is also conceivable to use further sensors whose sensor data are assigned to the respective vehicle passing through the method described: exhaust gas sensors, volume sensors, temperature sensors for tire or brake inspection, video sensors for tire inspection, Danger transport markings, plaques, vignettes, etc.

All of the pictures mentioned here can also be part of a video sequence.

A particularly preferred embodiment of the invention, which serves to control vehicles equipped with DSRC OBUs ("dedicated short range communication-on-board units"), such as those used in DSRC road toll systems, is characterized by a DSRC transceiver DSRC communication with DSRC OBUs from vehicles passing fourth detection range, which DSRC transceiver time stamps the DSRC communication of each vehicle passage; wherein the evaluation device is further configured to determine the DSRC communication that matches the image determined on the basis of its time stamp and fourth detection range.

The corresponding preferred embodiment of the method according to the invention is characterized by the additional steps of performing DSRC communications with the DSRC OBUs of vehicles passing through a fourth detection area and timestamping each DSRC communication; and determining the DSRC communication consistent with its timestamp and fourth detection range to the detected image.

DSRC OBUs are used in DSRC road toll systems to perform DSRC communications with roadside equipment (RSE). The DSRC communications ultimately lead to toll transactions in the road toll system. For the control of vehicles with DSRC-OBUs, mobile control platforms are also used, which interrogate the DSRC-OBUS of the vehicles in flowing traffic in order to retrieve data for the control of the toll transactions generated in the road toll system, or simply to detect the presence of a functioning DSRC-OBU. OBU in a vehicle to check. In this type of control there is the additional problem that the transceiver areas of the DSRC transceiver of the mobile control device and the DSRC OBU of the controlled vehicle in their overlap area necessary for radio communication form a detection area different from the coverage areas of the other sensors and cameras of the mobile control device can differ greatly. This again results in an allocation problem between the DSRC radio communications on the one hand and the images taken for enforcement purposes on the other hand. The invention solves this problem by calculating expected values for the time and location when and where a vehicle with which DSRC communication was performed is within the detection range of the camera to uniquely associate an image with a DSRC communication to enable.

It is understood that in this embodiment, the determination of the speed measurement value may only be one Intermediate result on the way of the assignment of the DSRC communications to the images, ie no own output signal or result of the control device or the control method is, but only for the calculation of said expectation values and thus allocation of the DSRC communications to the images is used.

As such, the speed of the vehicles may be measured in any manner known in the art. According to a first preferred embodiment of the invention, which is intended for the DSRC systems, the speed is measured by means of the DSRC transceiver of the mobile control device itself, u.zw. preferably by Doppler measurement of the DSRC communications, i. Evaluation of the relative velocity-related Doppler effect that occurs in the radio communication. Accordingly, in this embodiment as well, the first and fourth detection ranges are the same because the speed measurement sensor is constituted by the DSRC transceiver itself. This embodiment eliminates the need for installing a separate speed measuring sensor.

In an alternative preferred embodiment, which is also suitable for vehicles not equipped with DSRC-OBUs, the speed is measured with a laser scanner from the mobile control device, or by evaluating two consecutive images of a camera.

With such a laser scanner, a geometry, for example the number of axles, length or height of a passing vehicle can preferably also be detected. For example, the laser scanner can emit a scanning fan in a normal or oblique to the direction of the plane to the controlled vehicle. From a number of axles or vehicle height detected in this way, for example, an associated geometry, for example the length, of the vehicle can be determined on the basis of a table of number of axles or vehicle heights and vehicle geometries typically associated therewith. Alternatively, the geometry measurement sensor may be formed by the DSRC transceiver, which in the As part of a DSRC communication, vehicle data is obtained from the DSRC OBU from which it calculates a geometry, preferably the length, of the vehicle, in which case the second and fourth detection ranges are equal. The data of the geometry sensor can also be used for further plausibility checks such as the determination of a vehicle volume, a vehicle class, etc., against which the recorded images, speed readings and / or DSRC communications can be checked for plausibility of the assignment.

• die Fig. 1 bis 3 eine auf einem Kontrollfahrzeug montierte mobile Kontrollvorrichtung zur Kontrolle von Fahrzeugen des fließenden Verkehrs in drei verschiedenen Verwendungsstellungen zeigen, welche gleichzeitig drei Phasen des Verfahrens der Erfindung wiedergeben.

Further features and advantages of the invention will become apparent from the following description of a preferred embodiment, which refers to the accompanying drawings, in which:

• the Fig. 1 to 3 show a mounted on a control vehicle mobile control device for controlling vehicles of the flowing traffic in three different positions of use, which simultaneously reflect three phases of the method of the invention.

With reference to the Fig. 1 to 3 in each case a control vehicle 1 is shown, which moves on a roadway of a road 2 in a direction of travel 3 at a speed v ₁ . The control vehicle 1 is used to control other vehicles 4 of the flowing traffic on the road 2, which move in the example shown here on an oncoming lane of the road 2 in an opposite direction 5 at a speed v ₂ and pass the control vehicle 1 in oncoming traffic. It is understood, however, that control vehicle 1 can also control vehicles 4 traveling in the same direction, or that one or both vehicles 1, 4 can temporarily rest during stop-and-go traffic. The different directions of travel 3, 5 and speeds v ₁ , v ₂ of control vehicle 1 and controlled vehicle 4 create time-variable conditions that make a fixed geometric association between control vehicle 1 and vehicle 4 impossible.

• einen ersten Sensor 7 zur Messung der auf das Kontrollfahrzeug 1 bezogenen Relativgeschwindigkeit v_r = v₂ - v₁ des Fahrzeugs 4, wenn sich dieses im Erfassungsbereich 8 des Sensors 7 befindet bzw. diesen passiert;
• einen zweiten Sensor 9, welcher zumindest indirekt eine Geometrie, hier die Länge L des Fahrzeugs 4 misst, wenn sich dieses im Erfassungsbereich 10 des Sensors 9 befindet;
• zumindest eine Kamera 11 zur Aufnahme eines Bildes B des Fahrzeugs 4, wenn sich dieses im Erfassungsbereich 12 der Kamera 11 befindet bzw. diesen passiert;
• einen (optionalen) DSRC-Sendeempfänger 13, der eine Funkkommunikation 14 mit einer (optionalen) DSRC-OBU 15 des Fahrzeugs 4 durchführen kann, wenn sich dieses im Erfassungsbereich 16 des DSRC-Sendeempfängers 13 befindet bzw. diesen passiert; der Erfassungsbereich 16 ist die Schnittmenge aus dem Sendeempfangsbereich des DSRC-Sendeempfängers 13 und dem Sendeempfangsbereich der DSRC-OBU 15; und
• eine an die obigen Komponenten angeschlossene Auswerteeinrichtung 17.

To control the vehicle 4, the control vehicle 1 carries a mobile control device 6 comprising the following components, some of which may also coincide:

• a first sensor 7 for measuring relative to the control vehicle 1 relative speed v _r = v ₂ - v _{1 of} the vehicle 4, if this is in the detection range 8 of the sensor 7 or this happens;
• a second sensor 9, which at least indirectly measures a geometry, in this case the length L of the vehicle 4, when it is located in the detection area 10 of the sensor 9;
• at least one camera 11 for capturing an image B of the vehicle 4 when it is in the detection area 12 of the camera 11 or passes through it;
• an (optional) DSRC transceiver 13, which can perform radio communication 14 with an (optional) DSRC OBU 15 of the vehicle 4 when it is in the detection area 16 of the DSRC transceiver 13; the detection area 16 is the intersection of the transmission reception area of the DSRC transceiver 13 and the transmission reception area of the DSRC OBU 15; and
• an evaluation device 17 connected to the above components.

In operation, the sensor 7 measures the (relative) speed v _{r of} the passing vehicles 4 and provides each speed measurement value v _r each with a time stamp TS _{1 of} the time of its detection. Knowing the airspeed v _{1 of} the vehicle 1, it is possible to deduce the intrinsic speed v _{2 of} the vehicle 4 from the relative speed v _r .

In the same way, the sensor 9 measures at least one geometry of the passing vehicles 4, here the length L, and provides each geometry measured value L with a time stamp TS _{2 of} the time of its detection. The camera 11 photographs the vehicles 4 passing through its detection area 12 and provides each captured image B with a time stamp TS _{3 of} the time his capture. Optionally, the DSRC transceiver 13 performs DSRC communications 14 with the DSRC OBU 15 of the passing vehicles 4 and stores each performed DSRC communication 15 with a time stamp TS _{4 of} its execution.

The evaluation device 17 links the speed measurement values, geometry measured values, camera images and DSRC communications received from the sensors 5, 9, the camera 11 and the optional DSRC receiver 13, taking into account their respective time stamps TS ₁ -TS ₄ and detection ranges 8, 10, 12. 16, so that they can be assigned to each other. Since the respective detection areas 8, 10, 12 and 16 with respect to the coordinate system of the control device 6 are known, for example defined by solid angles, planes, sectors, etc., from the in the detection areas at the respective times 15 ₁ , 15 ₂ , 15 ₃ , 15 ₄ speed measurement values occurring geometry measured values and / or DSRC communications expected values for the location and time are calculated to one due to the vehicle 4 vehicle passage in the detection area 12 of the camera 11 occurs at the respectively so that the camera 11 recorded in the detection area 12 images B with their time stamps TS _{3 can} be compared with it. Thus, for each speed measurement value v _r, the respective matching image B can be determined and vice versa, even if the detection ranges 8, 12 of speed sensor 7 and camera 11 do not coincide. The vehicle geometry, in particular number of axles A and / or vehicle length L, is thereby evaluated in order to exclude ambiguity, eg to validate a vehicle 4 recorded in an image B on the basis of its detected length in the image relative to the length L measured by the sensor 9, or several Vehicles 4, which were recorded in the same image B due to the traffic density, to distinguish from each other.

The speed measurement value v _r or v _{2 of} the vehicle 4 determined in this way can also only be one embodiment be used as an intermediate result on the way of assigning a DSRC communication 14 to a captured image B. Thus, with knowledge of the detection range 16 of the DSRC transceiver 13, the aforementioned speed and geometry measured values of the sensors 7, 9, the detection ranges 8, 10 and the time stamp TS ₁ - TS _4, a DSRC communication with a vehicle 4 can also correspond to the respective image B of the vehicle 4 are assigned. For this purpose, for example, the measured or calculated velocity vector v _{2 of} the vehicle 4 and the known velocity vector v _{1 of} the control vehicle 1 in conjunction with the respective timestamps TS ₁ - TS ₄ and detection areas 8, 10, 11, 12, 16 are evaluated around that location and estimate or extrapolate from this time the time at which the vehicle 4 with which a DSRC communication 14 took place should occur in the detection area 12 of the camera 11, that image B of the camera 11 whose time stamp TS ₃ and whose position of the vehicle 4 recorded in the image B matches these expectation values.

For the speed measuring sensor 7 and the geometry measuring sensor 9, any sensors known in the art may be used. In a first embodiment, a laser scanner is used for the geometry measurement sensor 9, which emits, for example, a scanning fan in a direction normal to the direction of travel 3 or inclined plane, i. E. its detection area 10 is a plane, and by the movement of the control vehicle 1 and / or vehicle 4, the vehicle 4 is scanned to produce a 3D image of the vehicle 4.

In such a 3D image of the vehicle 4, due to the vehicle speed v _2, the vehicle length L will often be distorted. In this case, the vehicle length L can be determined indirectly from this: For example, from a correctly recorded vehicle height (or vehicle volume) can be closed to a certain class of vehicles, such as cars, trucks, trucks with trailers, etc., for which certain typical Vehicle lengths L can be determined. The sensor 9 can do this For example, contain a table of typical vehicle heights and associated typical vehicle lengths and thus determine an associated - albeit approximately - length L of the vehicle 4 due to the measured vehicle height.

Alternatively, the sensor 9 could be e.g. be a 3D laser scanner, which in a train very quickly creates a 3D image of a passing vehicle 4 - quasi photographic - from which directly a geometry, such as the vehicle length L, can be determined.

Yet another alternative would be for the sensor 9 to be e.g. the number of axles A of the vehicle 4 is determined, for example by laser scanning or LIDAR or radar Doppler measurement of the rotating wheels of the vehicle 4. The sensor 9 can then be e.g. Again, a table of typical axle numbers A vehicle lengths L or dimensions included and thus an associated - albeit only approximately - geometry, such as the length L, the vehicle 4 determine.

Also, the speed measuring sensor 7 may be formed by a laser scanner, e.g. in the manner of a LIDAR speedometer. Alternatively, the speed of the vehicle 4 could also be measured with a 2D or 3D laser scanner, for example with the aid of two short-term successive measurements and determination of the local offset of the vehicle 4 between the two measurements. Optionally, therefore, both the speed measuring sensor 7 and the geometry measuring sensor 9 can use one and the same laser scanner.

In an alternative embodiment, the speed may also be measured using the optional DSRC transceiver 13. For example, Doppler measurements may be made on the DSRC communications 14 to determine the relative velocity v _r . Alternatively, the speed can be measured by means of a transceiver 13 with infrared transmission in the course of vehicle communication.

It would also be conceivable for the DSRC OBU 15 itself to measure its speed and to send this to the DSRC transceiver 13 as part of a DSRC communication 14, which here is included in the definition that the DSRC transceiver 13 forms a speed measuring sensor.

When the speed is measured with the DSRC transceiver 13, it will be understood that the first and fourth detection ranges 8 and 16 coincide.

In addition, the DSRC transceiver 13 can also form the geometry measurement sensor 9 when it receives vehicle data from the DSRC OBU 15 as part of a DSRC radio communication 14, from which it can calculate a geometry of the vehicle 4, for example the length L. For example, the DSRC OBU 15 sends information about the vehicle class or number of axles of the vehicle 4, from which - in turn, based on a table of typical vehicle geometries for typical vehicle classes or numbers of axles - the corresponding vehicle geometry can be calculated. When the geometry measurement sensor 9 and the DSRC transceiver 13 coincide, it is understood that the detection regions 10, 16 coincide accordingly.

The transceiver 13 may alternatively be used in a different short-range transmission technique than DSRC, e.g. in infrared or any microwave technology, be executed.

The invention is therefore not limited to the illustrated embodiments, but includes all variants and modifications that fall within the scope of the appended claims.

Claims (15)

1. Mobile monitoring device (6) for monitoring vehicles (4), with a sensor (7) for measuring the speed of vehicles (4) passing through a first detection range (8), said sensor (7) providing the speed measurement value (v_r) of a passage of a vehicle with a time stamp (TS₁);
   a sensor (9) for at least indirectly measuring the geometry, preferably measuring the length, of vehicles (4) passing through a second detection range (10), said sensor (9) providing the geometry measurement value (L) of a passage of a vehicle with a time stamp (TS₂);
   a camera (11) for recording images (B) of vehicles (4) passing through a third detection range (12), said camera (11) providing the image (B) of each passage of a vehicle with a time stamp (TS₃); and
   an evaluation device (17) connected to the camera (11) and the said sensors (7, 9), which is configured for
   calculating from the speed measurement value (v_r), its time stamp (TS₁) and the first detection range (8) and also from the geometry measurement value (L), its time stamp (TS₂) and the second detection range (10), the place and the time at which a passage of a vehicle is to be expected in the third detection range (12) in order to determine the matching image (B) on the basis of its time stamp (TS₃) and third detection range (12) therefrom.
2. Mobile monitoring device according to claim 1 for monitoring vehicles equipped with DSRC OBUs, additionally with
   a DSRC transceiver (13) for DSRC communication (14) with DSRC OBUs (15) of vehicles (4) passing through a fourth detection range (16), said DSRC transceiver (13) providing the DSRC communication (14) of each passage of a vehicle with a time stamp (TS₄);
   wherein the evaluation device (17) is additionally configured to determine the matching DSRC communication (14) to the determined image (B) on the basis of its time stamp (TS₄) and fourth detection range (16).
3. Mobile monitoring device according to claim 2, characterised in that the first and the fourth detection areas (8, 16) are the same and the speed measurement sensor (7) is formed by the DSRC transceiver (13).
4. Mobile monitoring device according to claim 1 or 2, characterised in that the speed measurement sensor (7) is formed by a laser scanner.
5. Mobile monitoring device according to one of claims 2 to 4, characterised in that the second and fourth detection ranges (10, 16) are the same and the geometry measurement sensor (9) is formed by the DSRC transceiver (13), which receives vehicle data from the DSRC OBU (15) as part of a DSRC communication (14), from which it calculates a geometry, preferably the length (L), of the vehicle (4).
6. Mobile monitoring device according to one of claims 1 to 4, characterised in that the geometry measurement sensor (9) is formed by a laser scanner.
7. Mobile monitoring device according to claim 6, characterised in that the laser scanner (9) detects the vehicle height or number of axles, from which it determines the associated geometry, preferably length (L), of the vehicle (4) on the basis of a table of vehicle heights or number of axles and related vehicle geometries.
8. Method for monitoring vehicles, with the following steps in any desired sequence:

   measuring the speed of a vehicle (4) passing through a first detection range (8) and

   providing the speed measurement value (v_r) with a time stamp (TS₁);

   at least indirectly measuring a geometry, preferably the length, of a vehicle (4) passing through a second detection range (10) and providing the geometry measurement value (L) with a time stamp (TS₂);

   recording images (B) of vehicles (4) passing through a third detection range (12) and

   providing each image (B) with a time stamp (TS₃);

   additionally with the subsequent steps:

   calculating from the speed measurement value (v_r), its time stamp (TS₁) and the first detection range (8) and also from the geometry measurement value (L), its time stamp (TS₂) and the second detection range (10), the place and the time at which a passage of a vehicle is to be expected in the third detection range (12), and

   determining the matching image (B) on the basis of its time stamp (TS₃) and third detection range (12) therefrom.
9. Method according to claim 8 for monitoring vehicles equipped with DSRC OBUs, additionally with the steps
   conducting a DSRC communication (14) with the DSRC OBUs (15) of vehicles (4) passing through a fourth detection range (16) and providing each DSRC communication (14) with a time stamp (TS₄); and
   determining the matching DSRC communication (14) to the determined image (B) on the basis of its time stamp (TS₄) and fourth detection range (16).
10. Method according to claim 9, characterised in that the first and the fourth detection areas (8, 16) are the same and the speed (v_r) is measured by Doppler measurement of the DSRC communication (14).
11. Method according to claim 8 or 9, characterised in that the speed is measured with a laser scanner or by evaluation of two consecutive images of a camera.
12. Method according to one of claims 9 to 11, characterised in that the second and the fourth detection ranges (10, 16) are the same and vehicle data are received from the DSRC OBU (15) as part of a DSRC communication (14), from which data a geometry, preferably the length (L), of the vehicle (4) is calculated.
13. Method according to one of claims 8 to 11, characterised in that the geometry is measured with a laser scanner (9).
14. Method according to claim 13, characterised in that the vehicle height is detected with the laser scanner (9) and from this the associated geometry, preferably length (L), of the vehicle (4) is determined on the basis of a table of vehicle heights and related vehicle geometries.
15. Method according to one of claims 8 to 14, characterised in that it is conducted from a travelling monitoring vehicle (1).

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