EP2787494A1 - Creation of movement profiles - Google Patents

Abstract

A method for determining a route for a first motor vehicle comprises steps of receiving driving information from a second motor vehicle relating to a third motor vehicle in the area of the second motor vehicle, storing the received driving information, determining a movement profile for the third motor vehicle on the basis of the stored motor vehicle Driving information and determining the route for the first motor vehicle on the basis of the determined movement profile for the third motor vehicle.

Description

The invention relates to a method and a system for creating movement profiles. In particular, the invention relates to a technique for providing up-to-date traffic data for determining a route for a motor vehicle.

State of the art

A conventional motor vehicle includes a navigation system for guiding a driver from a current position to a destination position. The route is determined mainly on map data stored on board the motor vehicle. In addition, traffic flow information can be received, for example via shortwave, in order, for example, to take into account traffic disruptions in route determination. According to another approach, the route is additionally determined on the basis of statistical information, for example to avoid busy routes during commuter traffic.

For autonomous and semi-autonomous motor vehicles, it is important to determine a route which, if possible, the driver would choose to increase its acceptance of the autonomous operation of the motor vehicle. In a known route, a driver often tends not to drive the route of the navigation device, but to use his own preferences or local knowledge to determine a different route. This applies in particular to routes that the driver drives frequently or regularly.

In order to determine a route that a human driver prefers, driving information about the driver or his motor vehicle must be collected. For this purpose, different proposals have been made. For example, a statistical evaluation of a use of mobile devices may be used be used to determine a traffic flow. As an alternative to a manual traffic counting, an automatic measurement of a traffic volume can also be carried out, for example by means of an automatic traffic counting device on a motorway bridge. Additional congestion information may be determined by an airborne traffic monitoring system, a taxi fleet or other user group of commercial motor vehicles. Furthermore, mobile navigation devices can be evaluated. However, the said systems have the disadvantage that they either have only statistical information and can not track a vehicle in a targeted manner from the beginning to the end of a journey, or they have no possibility of forwarding the information collected in real time.

It is therefore an object of the present invention to provide a method, a computer program product and a system for determining a route for a motor vehicle, wherein use is made of current traffic flow information. The invention achieves this object by means of a method, a computer program product and a system of independent claims. Subclaims give preferred embodiments again.

Disclosure of the invention

A method for determining a route for a first motor vehicle according to the invention comprises steps of receiving drive information from a second motor vehicle relating to a third motor vehicle in the area of the second motor vehicle, storing the received travel information, determining a movement profile for the third motor vehicle on the basis of stored driving information and determining the route for the first motor vehicle on the basis of the determined movement profile for the third motor vehicle.

A single second motor vehicle can record and forward driving information on any number of third motor vehicles in this way. It may therefore be sufficient to equip only a few second motor vehicles of a predetermined quantity of road users with means for scanning their surroundings. As a result, a traveled path of the third motor vehicle can already be determined sufficiently accurately individually. It can be the complete way of the third Motor vehicle are detected from its starting point to its destination. This driving information can be more representative and informative than conventionally ascertained driving information, so that the route determination for the first motor vehicle can be carried out with improved accuracy or quality.

The route for the first motor vehicle preferably comprises a section which is frequently traveled by the third motor vehicle. As a result, the driver of the third motor vehicle can have expertise or local knowledge for route design, so that an advantageous route determination can be carried out using the section for the first motor vehicle.

Preferably, driving information about the third motor vehicle is received by a plurality of second motor vehicles. The more second motor vehicles scan and transmit information from their environment, the more complete the driving information about the third motor vehicle can be. Between individual received positions of the third motor vehicle, the path lying between the positions can optionally be interpolated on the basis of a road map.

It is further preferred that driving information which relates to further third motor vehicles is also received by the second motor vehicle. As a result, a second motor vehicle can scan and transmit driving information about any number of third-party motor vehicles.

In another embodiment, a traffic anomaly is determined if the third motor vehicle last used a route other than a conventional route between a predetermined starting point and a predetermined destination point, the route for the first motor vehicle being determined to bypass the traffic anomaly. A deviating from a rule behavior of the driver of the third motor vehicle is considered a strong indication that there is a traffic anomaly or traffic disruption on the otherwise traveled route. Even without any specific information on the type and extent of the possible traffic obstruction, orientation towards the behavior of the driver deviating from the rule may result third motor vehicle an improved route for the first motor vehicle are determined.

This procedure can be further refined by taking into account the drive of the third motor vehicle only if it is not more than a predetermined time ago. Thus it can be avoided to use outdated or outdated driving information about the third motor vehicle of the route determination for the first motor vehicle.

In a preferred embodiment, an identification of the third motor vehicle is transmitted together with its position and optionally further information from the second motor vehicle. In one embodiment, the third motor vehicle is identified by the second motor vehicle on the basis of an optical license plate identifier. Automatic number plate recognition (APR) has been tested and can be implemented with the aid of a camera which, for other reasons, may already be installed on board the second motor vehicle. Investment or equipment costs for the second motor vehicle can be kept low.

In another embodiment, the third motor vehicle is identified by the second motor vehicle on the basis of a communication identifier for communication between the two motor vehicles with one another. Such communication is usually wireless and is known as Car-to-Car-Infrastructure (C2C). The communication identifications of motor vehicles are usually unique and fixed. As a result, the third motor vehicle can also be detected by the second motor vehicle when there is no line of sight between the motor vehicles.

In a preferred embodiment, the driving information additionally comprises a lane information of the third motor vehicle. For example, on the basis of lane allocations stored in a road map, an intention of the driver of the third motor vehicle can be deduced. The driving information about the third motor vehicle can be better interpolated.

A computer program product according to the invention comprises program code means for carrying out the method described, when the computer program product runs on a processing device or is stored on a computer-readable data carrier.

An inventive system for route determination for a first motor vehicle comprises a receiving device for receiving driving information from a second motor vehicle, wherein the driving information relates to a third motor vehicle in the region of the second motor vehicle, a memory for storing the received driving information and a processing device for determining a movement profile of the second Motor vehicle based on the stored driving information. In this case, the processing device is set up to determine a route for the first motor vehicle on the basis of a position and a target position of the first motor vehicle and the movement profile of the third motor vehicle.

The system can in particular be wirelessly networked with the first and the second motor vehicle. In a preferred embodiment, the system may include an abstracted computer infrastructure known as "cloud computing."

Brief description of the figures

Fig. 1

ein System;

Fig. 2

ein Ablaufdiagramm eines Verfahrens, und

Fig. 3

eine beispielhafte Verkehrssituation zu zwei unterschiedlichen Zeitpunkten

darstellt.The invention will now be described in more detail with reference to the attached figures, in which:

Fig. 1

a system;

Fig. 2

a flowchart of a method, and

Fig. 3

an exemplary traffic situation at two different times

represents.

Detailed description of embodiments

Fig. 1 shows a system 100 for route determination for a first motor vehicle 105. For explanation, it is assumed that at least one second motor vehicle 110 and at least one third motor vehicle 115 participate in traffic on a traffic network, not shown, except the first motor vehicle 105. The system 100 comprises a receiving device 120, a memory 125 and a processing device 130. Preferably, the receiving device 120 is configured to exchange information bidirectionally at least with the first motor vehicle 105, that is also to send out information.

The second motor vehicle 110 comprises a transmitting device 135 for transmitting information to the receiving device 120 of the system 100, a positioning device 140 for determining a position of the second motor vehicle 110 and a processing device 145. The positioning device 140 preferably comprises a receiver for signals of a satellite navigation system such as GPS, GLONASS or Galileo. The second motor vehicle 110 is configured to detect the third motor vehicle 115 in the vicinity and to determine driving information about the third motor vehicle 115. The driving information preferably comprises a position of the third motor vehicle 115, which in one embodiment can be equated approximately with the position of the second motor vehicle 110, an identification of the third motor vehicle 115 and optionally further information. The further information can include, for example, a measuring time, a driving direction, a driving speed of the third motor vehicle 115 or a lane information about a track of a driving route used by the motor vehicle 115.

For detecting and identifying the third motor vehicle 115, different devices may be mounted on board the second motor vehicle 110. In the illustrated embodiment, a plurality of such devices are mounted, namely, a camera 150 which, alone or in conjunction with the processing device 145, provides an automatic number plate recognition of a license plate of the third motor vehicle 115 to the third motor vehicle Identify by his official number. Furthermore, a communication device 155 is provided for wireless communication with the third motor vehicle 115, so that the third motor vehicle 115 can be identified on the basis of a unique communication identifier assigned for the communication with the second motor vehicle 110.

In order to accumulate driving information about the third motor vehicle 155 in the system 100, the second motor vehicle 110 scans its surroundings and identifies the third motor vehicle 115 by means of the camera 150 or the communication device 155 when it is in the area of the second motor vehicle 110. Subsequently, further driving information is optionally determined via the third motor vehicle 115 and transmitted to the receiving device 120 of the system 100 by means of the transmitting device 135. The system 100 stores the received driving information via the third motor vehicle 115 in the memory 125 and assigns it, if necessary, already existing information about the third motor vehicle 115. Preferably, the second motor vehicle 110 transmits driving information about a plurality of third motor vehicles 115 to the system 100. It is further preferred that a plurality of second motor vehicles 110 transmit information about third motor vehicles 115 to the system 100.

A second motor vehicle 110, which has technical devices for detecting driving information of surrounding motor vehicles, can also be treated as a third motor vehicle 115 if it is detected by another second motor vehicle 110. Of course, a second motor vehicle 110 can also transmit driving information about itself to the system 100, for example on a time or location-controlled basis.

In order to determine a route from a starting point or a current position to a destination point for the first motor vehicle 105, a corresponding request is transmitted from the first motor vehicle 105 to the system 100. The system then determines, based on the received and possibly historical driving information in the memory 125, a route which is classified as advantageous for the intended driving time of the first motor vehicle 105 due to the known behavior of the drivers of the third motor vehicle 115. The particular route may then return to the first motor vehicle 105 be transmitted so that the first motor vehicle 105 can drive in manual, semi-autonomous or autonomous operation to the destination.

Fig. 2 FIG. 12 shows a method 200 for determining a route for the first motor vehicle 105 Fig. 1 , The steps 205 to 220 shown on the left are in particular for running on the processing device 145 on board the second motor vehicle 110 FIG. 1 , Steps 225 to 250, shown on the right, for running on the processing device 130 of the system 100 of FIG FIG. 1 set up. The method shown can also be subdivided into two independent partial methods in this sense.

In a first step 205, the environment of the second motor vehicle 110 is scanned. Subsequently, in a step 210, the third motor vehicle 115 is identified by the second motor vehicle 110, for example by means of the above-mentioned automatic number plate recognition or by means of the communication identifier for communication between the motor vehicles 110 and 115 (C2C). Subsequently, driving information about the third motor vehicle 115 is collected in a step 215. The collected driving information is then transmitted in a step 220 from the second motor vehicle 110 to the system 100.

The system 100 stores the received driving information in a step 225. On the basis of the stored driving information and optionally in addition to an earlier time stored historical driving information on the third motor vehicle 115, a movement profile of the third motor vehicle can be determined in a step 230. In particular, when the third motor vehicle 115 travels a predetermined route frequently and the selected route has recently been changed, a traffic anomaly in the area of the old route can be inferred. The traffic anomaly may also be determined based on motion profiles of a plurality of third vehicles 115, such as when some third vehicles 115 are slow or impossible to drive on a portion of the route they are driving or when the drivers of several third vehicles 115 are selecting their vehicles deviate from other habits.

In a step 240, a starting point and a current position and a destination of the first motor vehicle 105 are received. On the basis of the determined driving information of one or more third motor vehicles 115 traveling on a route lying between the starting point and the destination point of the first motor vehicle 105, a route section determined by the third motor vehicle 115 is then determined in a step 245 was driven. Successful means that a trouble-free ride as possible for the third motor vehicle 115 was possible. If only information about disruptive routes of third motor vehicles 115 is available, it may be attempted to drive on the basis of a road map of the relevant area all route sections of third motor vehicles 115 known to be faulty. This execution takes place in a step 250. Optionally, the particular route can still be transmitted to the first motor vehicle 105.

Fig. 3 shows an exemplary traffic situation 300 at two different times. On a section 305 of a traffic network are second motor vehicles 110 with the identifiers A and D and third motor vehicles 115 with the identifiers B, C and E on the way. At a first time the motor vehicles A to E take the marked positions, at a later time they take the positions A 'to E'.

At the first time, A scans driving information via B and C. D and E are out of range of the sensors 150, 155 of A. After the first time, A and B continue straight ahead. C leaves the previously used road and turns right. As a result, it defies the determination of driving information by A '. On the road A 'turns E', where it is identified by A 'and his driving information is sampled. C 'encounters the road D' which he is now driving, which scans further driving information via C '. The driving information of B, C and E is output from A and D to the system 100 Fig. 1 transmitted and there for a later determination of a movement profile or a route for a first motor vehicle 105th

It becomes clear how, by means of a relatively small number of second motor vehicles A and D, a large number of third motor vehicles B, C and E can be scanned so that the traveled routes of as many motor vehicles as possible are high Safety and high accuracy can be determined in order to form a good basis for the determination of recommended routes.

Claims (11)

Method (200) for determining a route for a first motor vehicle (105), comprising the following steps: - Receiving (220) driving information from a second motor vehicle (110), concerning a third motor vehicle (115) in the region of the second motor vehicle (110); - storing (225) the received driving information; - determining (230) a motion profile for the third motor vehicle (115) based on the stored driving information; Determining (250) the route for the first motor vehicle (105) based on the determined motion profile for the third motor vehicle (115). The method (200) of claim 1, wherein the route for the first motor vehicle (105) preferably includes a section frequently traveled by the third motor vehicle (115). The method (200) of claim 1 or 2, wherein driving information about the third motor vehicle (115) is received from a plurality of second motor vehicles (110). Method (200) according to one of the preceding claims, wherein the second motor vehicle (110) receives driving information relating to further third motor vehicles (115). Method (200) according to one of the preceding claims, wherein a traffic anomaly is determined if the third motor vehicle (115) last used a route other than a usual route between a predetermined starting point and a predetermined destination point and where the route for the first motor vehicle ( 105) is determined so that the traffic anomaly is avoided. The method (200) of claim 5, wherein the travel of the third motor vehicle (115) is no more than a predetermined time ago. The method (200) of any one of the preceding claims, wherein the third motor vehicle (115) is identified by the second motor vehicle (110) based on a number plate optical identification (150, 145). Method (200) according to one of the preceding claims, wherein the third motor vehicle (115) is identified by the second motor vehicle (110) on the basis of a communication identifier for communication between the two motor vehicles. Method (200) according to one of the preceding claims, wherein the driving information comprises a lane information of the third motor vehicle. Computer program product with program code means for carrying out the method (200) according to one of the preceding claims, when the computer program product runs on a processing device (145, 130) or is stored on a computer-readable data carrier. A route determination system (100) for a first motor vehicle (105), comprising: a receiving device (120) for receiving driving information from a second motor vehicle (110), the driving information relating to a third motor vehicle (115) in the region of the second motor vehicle (110); - A memory (125) for storing the received driving information, and a processing device (130) for determining a movement profile of the second motor vehicle (110) on the basis of the stored driving information; - wherein the processing device (130) is adapted to determine on the basis of a position and a target position of the first motor vehicle (105) and the movement profile of the third motor vehicle (115) a route for the first motor vehicle (105).

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