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EP3440655A1 - Agencement de sensibilisation coopérative pour systèmes de transport intelligents - Google Patents

Agencement de sensibilisation coopérative pour systèmes de transport intelligents

Info

Publication number
EP3440655A1
EP3440655A1 EP17714257.7A EP17714257A EP3440655A1 EP 3440655 A1 EP3440655 A1 EP 3440655A1 EP 17714257 A EP17714257 A EP 17714257A EP 3440655 A1 EP3440655 A1 EP 3440655A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
request
car
response
way
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP17714257.7A
Other languages
German (de)
English (en)
Inventor
Andreas Schmidt
Maik Bienas
Achim Luft
Martin Hans
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ipcom GmbH and Co KG
Original Assignee
Ipcom GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ipcom GmbH and Co KG filed Critical Ipcom GmbH and Co KG
Publication of EP3440655A1 publication Critical patent/EP3440655A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/164—Centralised systems, e.g. external to vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/90—Services for handling of emergency or hazardous situations, e.g. earthquake and tsunami warning systems [ETWS]

Definitions

  • the present invention relates to the provision of cooperative awareness (CA) messages in intelligent transport systems (ITS).
  • CA cooperative awareness
  • ITS intelligent transport systems
  • Intelligent Transport Systems as defined by the European Telecommunications Standards Institute (ETSI), include various types of communication between vehicles (e.g. car-to-car) and between vehicles and fixed locations (e.g. car-to-infrastructure). ITS are not restricted to road transport as such, as they also include the use of information and communication technologies (ICT) for rail, water and air transport, including navigation systems. In general, the various types of ITS rely on radio services for communication and use dedicated technologies.
  • ICT information and communication technologies
  • ETSI evolved time series infrastructure
  • CABS basic services cooperative awareness basic service
  • DEN decentralized environmental notification basic service
  • Cooperative awareness within road traffic environment means that road users and roadside units (infrastructure elements) are informed about each other's position, dynamics and attributes.
  • Road users are all kind of vehicles like cars, trucks, motorcycles, bicycles or even pedestrians and roadside infrastructure equipment includes road signs, traffic lights or barriers and gates. The awareness of each other is the basis for several road safety and traffic efficiency applications with many use cases as described in ETSI TR 102 638.
  • V2V vehicle-to-vehicle
  • V2I vehicle-to-infrastructure
  • I2V infrastructure-to- vehicle
  • CA CA message
  • the information to be exchanged for CA may be packed up in a CA message (CAM) that may be transmitted either periodically or if needed.
  • the construction, management and processing of CAMs is done by the CABS, which is part of the facilities layer within the ITS communication architecture ETSI EN 302 665 supporting several ITS applications.
  • the CABS is a mandatory facility for all kind of ITS-Stations (ITS-S), which take part in the road traffic (i.e. vehicle ITS-S, personal ITS-S, and so on).
  • ITS-S ITS-Stations
  • ETSI has collected a lot of use cases for derivation of service requirements. Based on this, many messages (both CAM and DENM) were defined.
  • the existing messages are defined to inform about physical information regarding vehicles and their environment, e.g. about known or measured physical dimensions (vehicle speed, vehicle type, direction, crash status, ...) or given properties like traffic priorities (police, ambulance, ... ).
  • the current standard is completely lacking additional
  • "give way” procedure used by humans to waive their right to drive in favour of a safer, more efficient and fairer traffic flow.
  • Known arrangements for regulating traffic includes those described in the following documents: WO 2015/198226 A1 , DE 10 2014 008 413 A1 , US 2015/0194053 A1 , US 2015/0170513 A1 and US 8,587,418 B2. While these documents describe various signalling means and control algorithms, none of them describe cooperative awareness messaging schemes.
  • US 2015/0228195 A1 describes a method for providing vehicle synchronization to facilitate a crossing. A pedestrian wishing to cross a road signals their intention which is detected by a module in one vehicle which then communicates with other vehicles in the vicinity in order to synchronise the traffic to stop and allow the pedestrian to cross.
  • US 2013/0282357 A1 describes a V2V communication protocol including various messages and codes for facilitating traffic management.
  • US 2016/0035221 A1 a system and method for traffic guidance is described in which infrastructure equipment exchanges messages with vehicle based units together with V2V communication.
  • the present invention provides a method for enhancing a cooperative awareness arrangement in which information is exchanged between vehicles using mobile
  • the method comprising transmitting by a first vehicle a request for a resolution of a traffic situation concerning the first vehicle and a second vehicle; and receiving by the first vehicle a response to the request for the resolution of the traffic situation, the response determining actions by the first and second vehicles, the request transmitted by the first vehicle including vehicle characterization information for determining a right of way between the first vehicle and the second vehicle, the vehicle characterization information including at least one of a vehicle occupancy level, a vehicle classification, a vehicle weight and an energy consumption estimate.
  • the method of the invention provides inter-vehicle cooperative awareness information relating to a traffic situation which may affect progress of the vehicle.
  • the invention in one aspect introduces at least one new message for inclusion in ETSI's CABS that can be used for signalling "I am giving way to you" (or, to put it another way: ⁇ am waiving my right of way") in situations where traffic signs are unavailable, or any installed signalling is malfunctioning (e.g., at intersections where traffic light are temporarily out-of-order); or traffic rules do not result into a unique priority for all involved road users; or traffic rules lead to un-economic (a heavy truck has to apply the brakes for a lightweight car) or un-comfortable (lot of cars have to wait for a single car) situation, or to a safety issue (a car has to apply the brakes strongly to give way to another car); or vehicles are driven autonomously (i.e. in an automated driving scenario with no or limited interaction with a human-being acting as a driver).
  • the invention provides a method to trigger dissemination of the (at least one) message (e.g. via an additional button deployed in the car's dash board or in a shift lever associated with a car's steering wheel, and so on).
  • the dissemination/reception of the message(s), including a time stamp and/or a location stamp may be recorded for liability purposes, so that there is proof in case an accident occurs.
  • the storage of the information may take place in the involved vehicles and/or in one of the roadside units nearby (or generally, in roadside infrastructure equipment).
  • Another aspect of the present invention is the processing of the at least one new message to be used for signalling ⁇ am giving way to you" in a roadside infrastructure equipment (or, generally, by a V2X network element, such as a CA server) and various acknowledgement options.
  • One acknowledgement option could be a single "your request was (not) successfully received"
  • another option could be a more sophisticated new CAM containing an order of intersection entering/crossing permissions.
  • the ⁇ am giving way" function may be coupled with a car's lighting system (e.g., the headlight flash function), enabling the car to send light signals in a forward direction when the driver (or the computer operating the vehicle) initiates the dissemination of the message.
  • the car could be enabled to send light signals in rearward direction (e.g., via the car's brake lights).
  • said light sources may be arranged to light or flash in a certain (i.e. predefined) lighting pattern (i.e.
  • This aspect of the invention is especially useful to involve human drivers in (or inform them about) driving decisions done between the increasing number of autonomously driven cars.
  • the ⁇ am giving way” message triggers dissemination of at least one further CAM defined in ETSI TR 102 638, such as the "emergency electronic brake lights” message as described in section C.1. .1. or the “cooperative forward collision warning” message as described in section C.1.5.5. of ETSI TR 102 638 warning following road users about a particular driver's decision to yield in favour of another road user.
  • road users are prompted to make a decision (e.g., by a roadside infrastructure equipment) when they are approaching an uncontrolled intersection and may react with the dissemination of the "I am giving way" message if they wish to do so.
  • the inventive prompt can be preceded by at least one further CAM defined in ETSI TR 102 638, such as the "intersection collision warning" message as described in section C.1.5.4. of ETSI TR 102 638.
  • the driver or the computer
  • confusing situations at uncontrolled intersection/junctions can be cleared very easily. This is advantageous even under normal conditions. But it is even more beneficial, for example, under conditions such as when the visibility is poor (darkness, rain, fog, etc.), or when a vehicle that is steered autonomously (i.e. utilizing gestures is not possible) meets other vehicles.
  • accountability can be proved later on if there is a need for investigations (e.g., by police, insurance companies, etc.). In some situations, it may be beneficial to record the sequential order of all disseminated "! am giving way" messages that were transmitted by the involved road users (i.e. road users that are located on the same spot, or involved in the same situation) for later accountability investigations.
  • a roadside infrastructure equipment (or, generally, a V2X network element, such as a CA server) is enabled to process and/or acknowledge the ⁇ am giving way" message(s) received from the road user(s). It may also determine a sequential order for the various road users for proceeding through the respective intersection thereby prioritizing the right of way among different vehicles.
  • the "I am giving way” message may cause the vehicle's headlights to flash and/or activate the vehicle's brake lights.
  • the interaction with the vehicle's illumination system is especially beneficial to avoid misuse of the functionality (by uninvoived road users) and to associate the CAM received over the air (either directly or with infrastructure involvement) with the proper vehicle.
  • the invention enables seamless integration of the message dissemination procedure into the existing CAM definitions, i.e. the "I am giving way” message can be preceded or followed by other already existing CAMs in a meaningful way.
  • Fig. 1 shows an example of possible wireless links between vehicles and roadside
  • Fig. 2 shows a typical traffic situation requiring resolution
  • Fig. 3 shows an example message sequence chart for resolving the Fig. 2 situation
  • Fig. 4 shows an alternative message sequence chart for resolving the Fig. 2 situation
  • Fig. 5 shows a further traffic situation requiring resolution
  • Fig. 6 shows a message sequence chart for resolving the Fig. 5 situation
  • Fig. 7 shows a still further traffic situation requiring resolution
  • Fig. 8 shows a message sequence chart for resolving the Fig. 7 situation
  • Fig. 9 shows another traffic situation requiring resolution
  • Fig. 10 shows a message sequence chart for resolving the Fig. 9 situation
  • a roadside infrastructure equipment 10 as shown in Fig. 1 may be mounted on street furniture, such as a lamp post or a bus stop, etc. It may be a simple relay node (i.e. forwarding data received over wireless Link A to wireless Link B and vice versa), or it may serve as an entry node into an infrastructure network (i.e. forwarding data received over at least one wireless Link A or B to at least one stationary server entity and vice versa).
  • the radio access technology for the wireless connections A, B and C may be (based on) one of the following technologies: WLAN, UMTS, LTE, LTE-Advanced, LTE- Advanced-Pro, or -in general- any other radio communication technology, including D2D, V2 and V2X communication.
  • the roadside infrastructure equipment 10 may be operating in a licensed or in an unlicensed spectrum of radio frequencies.
  • the roadside infrastructure equipment 10 may be a base station or an access point operated by a mobile network operator (MNO) offering device-to-device (D2D) services or traffic safety services.
  • MNO mobile network operator
  • D2D device-to-device
  • a CA server may be located in one of the following elements: a roadside infrastructure equipment, the MNO's radio access network, the MNO's core network, or it may reside on an application server in the internet.
  • An all-way-stop is an intersection system used predominantly in the United States of America, Canada and South Africa where traffic approaching it from all directions is required to stop before proceeding through the intersection.
  • An a!l-way-stop may have multiple approaches and may be marked with a supplemental plate stating the number of approaches.
  • Fig. 2 shows an example of a four-way-stop with four approaches to an intersection.
  • a motorist approaching an all-way-stop is always required to come to a complete stop before the stop line (or crosswalk). After a complete stop has been made, vehicles usually have the right of way to proceed through the intersection in an order that they arrived at the intersection. In the United States, if vehicles arrive at approximately the same time, each driver must yield to the drivers on their right, while in South Africa drivers must use common sense and make eye contact and gestures. Some countries have additional formal and informal rules which may or may not include special procedures for when all stop signs are approached simultaneously.
  • This message may include the car's identity (plus a location stamp, a time stamp, a photo of the car's front view camera, an intersection ID, a vehicle category, and so on), and it may be transmitted either directly to the other cars waiting at this intersection (V2V type of communication), or indirectly with involvement of certain infrastructure elements (V2I type of communication).
  • Said infrastructure element may be a roadside infrastructure equipment as described above. The decision to "give way” may be done in an autonomously driving car or a car supporting the driver with autonomous decisions using an algorithm
  • roadside infrastructure equipment Said different instances of roadside infrastructure equipment may be
  • said instances of roadside infrastructure equipment may be base stations that are operated by the same or different MNO(s) in scope of 3GPP's upcoming traffic safety service.
  • the various instances of the CAM may be stored in and assessed by a CA server entity that may be located in at least one of a roadside infrastructure equipment (e.g., a base station), a server element under control of the MNO (e.g., a core network element), or an application server under control of a third party offering traffic safety services (e.g., a CA server located on the internet).
  • a roadside infrastructure equipment e.g., a base station
  • a server element under control of the MNO e.g., a core network element
  • an application server under control of a third party offering traffic safety services e.g., a CA server located on the internet.
  • the order of the incoming CAMs of type "give way" may be recorded too if applicable (for accountability reasons).
  • FIG. 3 A message sequence chart for the situation represented in Fig. 2 is shown in Fig. 3.
  • Car #3 sends a "give way" CAM to the CA server.
  • Each of cars #1 #2 and #4 may optionally send an indication of arrival message to the CA server, as indicated by the dashed arrows.
  • the CA server records the information received.
  • the CA server entity determines a sequential order for the various road users for proceeding through the respective intersection (one after another) and creates a new CAMs of type "right of way response". This message may be transmitted back to the vehicles/devices of ail involved road users as some kind of feedback message.
  • the group of recipients can be determined by the location stamp(s), intersection ID(s), etc. contained in the various novel CAMs of type "give way” (or of type "indication of arrival") that have been received previously.
  • the CAM of type "right of way response" may contain the car's identities in the same order of the arrival of the CAMs of type "give way”.
  • Fig. 4 shows a message sequence chart of such an embodiment.
  • each of cars #1 to #4 sends an indication of arrival CAM to the CA server which processes the received information.
  • the CA server sends "right of way” responses to each of the four cars which may contain information pertaining to an order of proceeding through the intersection.
  • a "right of way” order may be calculated that differs from the order in which the CAMs of type "give way” have been received before (e.g., based on category of vehicle, weight of the vehicle, level of occupancy, and so on).
  • Calculating a new order based on these pieces of information would for example enable de-prioritization of vehicles that are empty (in case of autonomous driving), and/or high-ranking of vehicles of heavy weight (as these type of vehicles usually require more energy to get back to full speed after having come to a full stop than light vehicles).
  • the headlights of the relevant cars can be triggered to start flashing either by the transmission of a "give way” message, or (if the method comprises submission of feedback messages) by reception of a "right of way response” message.
  • the headlights of the relevant cars can be triggered to start flashing either by the transmission of a "give way” message, or (if the method comprises submission of feedback messages) by reception of a "right of way response” message.
  • Modulating the headlights is essentially a way to involve human drivers into the autonomous, machine driven process and inform them about the automatically derived decision.
  • car #3 has right of way as it is proceeding straight on.
  • an obstacle (traffic jam, construction works, etc.) is detected right in front of it forcing it to slow down.
  • Car #1 is indicating its intention to turn left, but it cannot be sure that car #3 would stop or slow down.
  • some kind of manual coordination among the drivers is needed in order to solve this confusing situation for the drivers.
  • Autonomous cars cannot deterministically solve the situation which will probably lead to a stalled situation.
  • the car which decides to "give way” sends out a CAM of type "give way".
  • This message may include the car's identity (plus a location stamp, a time stamp, a photo of the car's front view camera, an intersection ID, and so on), and it may be transmitted either directly to the other cars nearby (V2V type of communication), or indirectly with involvement of certain infrastructure elements (V2I type of communication).
  • Said infrastructure element may be a roadside infrastructure equipment as described above.
  • car#3 is driven by a human driver the car may have means to initiate transmission of the CAM, e.g. the driver simply presses a "give way” button that may be deployed in his/her steering wheel or installed in the car's dashboard.
  • the CAM message of type "give way" is sent to a roadside infrastructure equipment, for instance a base station operated by an MNO that is supporting 3GPP's upcoming traffic safety service.
  • the CAM may be stored in and assessed by a CA server entity that may be located in at least one of a roadside infrastructure equipment (e.g., a base station), a server element under control of the MNO (e.g., a core network element), or an application server under control of a third party offering traffic safety services (e.g., a server located on the internet).
  • a roadside infrastructure equipment e.g., a base station
  • a server element under control of the MNO e.g., a core network element
  • an application server under control of a third party offering traffic safety services e.g., a server located on the internet.
  • Fig. 6 shows a message sequence chart for the situation of Fig. 5.
  • Car #3 transmits a "give way” message due to the presence of an obstruction in its path which is stored in the CA server.
  • Optional messages may be transmitted, including an "intention to turn left” message sent by car #1 to the CA server which after processing results in an information message being sent by the CA server to car #3.
  • a "give way acknowledgement” message may be sent by the CA server in response to the "give way” message sent by car #3 and further car #1 may be informed that car #3 is giving way.
  • Car #3 can be asked to react to an out of the ordinary traffic situation with a CAM of type "info". As indicated, this CAM may for instance be sent when another car has indicated its intention to turn left.
  • a CAM of type "give way ack(nowledgement)" may be transmitted back to car #3 as some kind of feedback message.
  • the headlights of car #3 can be triggered to start flashing either upon transmission of the initial "give way” message, or (if the method comprises submission of feedback messages) upon reception of at least one of a "give way ack(nowledgement)" message by car #3 and a "give way message (forwarded)" by car #1.
  • a further embodiment of the invention may be implemented to deal with a situation such as a pedestrian wishing to cross the street.
  • a car is equipped with an additional light source (with a lighting pattern and/or colour that is currently un-used in this context).
  • the light is especially beneficial for autonomously driven cars that cannot make human eye contact or gestures.
  • it may be beneficial to place this light source near the driver's head, as both human beings are likely to seek eye contact in an out-of-ordinary situation like this.
  • the additional light source could be mounted for instance at the rear view mirror shining in forward direction in green, so it would cast a very clear "walk” signal for pedestrians that intend to cross the street.
  • the signal could also be an audio signal (similar to what pedestrian traffic lights emit for blind people).
  • the audio signal may be generated in a loudspeaker deployed in the car and/or in the pedestrian's mobile device.
  • the signal could also be a tactile signal generated by the pedestrian's mobile device, such as a vibration.
  • Fig. 7 Such an arrangement is illustrated in Fig. 7.
  • the car wants to allow the pedestrian to cross the street.
  • the pedestrian cannot be sure that the car really stops in front of the cross-walk. So, before crossing the street the pedestrian is likely to seek a sign of the intended behaviour of the car.
  • the pedestrian likely expects the driver to use gestures to indicate that he has seen the pedestrian and also understood his intention. Let's assume visibility is poor (e.g., due to rain or darkness) and the driver's hand signals (gestures) cannot be seen very clearly by the pedestrian.
  • the car which wants to "give way” sends out the CAM of type "give way”.
  • This message may include the car's identity (plus a location stamp, a time stamp, a photo of the car's front view camera, a cross-walk ID, and so on), and it may be transmitted to the pedestrian's mobile device either directly (V2P (vehicle-to- pedestrian) type of communication), or indirectly with involvement of certain infrastructure elements (V2I type of communication).
  • Said infrastructure element may be a roadside infrastructure equipment as described above. If the driver is a human being, means may exist that allow triggering the message transmission, e.g. a "give way” button that may be deployed in the driver's steering wheel or installed in the car's dash board.
  • the CAM message of type "give way” is sent to a roadside infrastructure equipment, for instance a base station operated by an MNO that is supporting 3GPP's upcoming traffic safety service.
  • the CAM may be stored in and assessed by a CA server entity that may be located in at least one of a roadside infrastructure equipment (e.g., a base station), a server element under control of the MNO (e.g., a core network element), or an application server under control of a third party offering traffic safety services (e.g., a server located on the Internet).
  • some information elements from the CAM message of type "give way” such as location stamp, a time stamp, a photo of the car's front view camera, a cross-walk ID, and so on may be stored for later accountability investigations.
  • Fig. 8 shows a corresponding message chart, in response to a "give way” CAM, which is recorded by the CA server, an optional "give way message (forwarded)" is sent to the pedestrian.
  • This optional "give way message (forwarded)” may trigger rendering of a visible, audible or tactile signal in the pedestrian's mobile device.
  • the car may be instructed to provide a signal to the pedestrian such as a headlight flash, a dedicated optical signal or an audible signal.
  • the invention also provides for a prioritization of individual vehicles.
  • two autonomously driven cars are coming close to each other at a motorway ramp.
  • Car #3 is a small car of little weight that is currently travelling empty, while car #1 is a large car of heavy weight with a passenger occupancy of five people.
  • International traffic rules stipulate that moving traffic (such as car #3) has right of way over traffic entering a motorway (such as car #1 ).
  • a "yield” sign is present for car #1 at the end of the ramp.
  • car #3 the small one
  • car #1 the large one
  • both autonomously driven cars detect that they are coming close to each other and that resolution of an out-of-ordinary "right of way” situation is potentially required. Detection of proximity may be achieved either directly via Link C or infrastructure assisted.
  • both cars send out a CAM of type "right of way resolution request" to a roadside infrastructure equipment, for instance a base station operated by an MNO that is supporting 3GPP's upcoming D2D services or traffic safety service.
  • the CAM may be stored in and assessed by a CA server entity that may be located in at least one of a roadside infrastructure equipment (e.g., a base station), a server element under control of the MNO (e.g., a core network element), or an application server under control of a third party offering traffic safety services (e.g., a server located on the internet).
  • This message may include the car's identity (plus a location stamp, a time stamp, information about the passenger occupancy level, the weight of the vehicle, information about energy
  • Said infrastructure element may be a roadside infrastructure equipment as described above.
  • some information elements from the CAM message of type "right of way resolution request" such as the vehicle ID, information about the passenger occupancy level, the weight of the vehicle, information about energy consumption during an acceleration process, ramp ID) may be used by the CA server entity to determine which car is given preference over the other.
  • the CA server entity determines a meaningful order (at the respective location, e.g. the ramp in Fig. 9) for the two cars driving autonomously and creates a CAM of type "right of way resolution response".
  • This message may be transmitted back to the vehicles/devices of all involved road users and may serve as a feedback message.
  • the group of recipients can be determined by the vehicle ID(s), location stamp(s), ramp ID(s), etc. contained in the various CAMs of type "right of way resolution request" that have been received previously. There may be one CAM message of type "right of way resolution response" common for all recipients at a given location, or multiple dedicated messages.
  • the CAM of type "right of way resolution response" may instruct car #3 (the small one) to give way for car #1 (the large one), in this example, it is economically justifiably to give preference to car #1 , as nobody is currently driving car #3 (or riding on it) and its weight (and energy consumption needed to get back to speed) is much smaller.
  • Detection of proximity triggers both cars to transmit "right of way resolution request” messages, which are then processed by a CA Server.
  • the "right of way resolution request” messages may be triggered by a trigger message sent by the CA server but this is optional.
  • Proximity may also be detected directly via Link C without any infrastructure involvement.
  • Car #3 may acknowledge reception of the "right of way resolution response” message, thereby acknowledging that it will yield.
  • the light (and/or audio) signal is activated, then a corresponding CAM is disseminated; Dissemination of the CAM and the corresponding light (and/or audio) signal coincide, or are at least initiated at the same time;

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  • Engineering & Computer Science (AREA)
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  • Mobile Radio Communication Systems (AREA)

Abstract

La présente invention concerne un procédé d'amélioration d'un agencement de sensibilisation coopérative dans lequel des informations sont échangées entre des véhicules à l'aide de transmissions par communication mobile, le procédé comprenant l'envoi, par un premier véhicule, d'une demande de résolution d'une situation de circulation concernant le premier véhicule et un second véhicule ; et la réception, par le premier véhicule, d'une réponse à la demande de résolution de la situation de circulation, la réponse déterminant des actions par les premier et second véhicules, la demande envoyée par le premier véhicule comprenant des informations de caractérisation de véhicule permettant de déterminer une priorité entre le premier véhicule et le second véhicule, les informations de caractérisation de véhicule comprenant au moins un élément parmi un niveau d'occupation de véhicule, une classification de véhicule, un poids de véhicule et une estimation de consommation d'énergie.
EP17714257.7A 2016-04-06 2017-04-04 Agencement de sensibilisation coopérative pour systèmes de transport intelligents Ceased EP3440655A1 (fr)

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