Patent Grant
8824997
The present invention relates to a network entity of a cellular telecommunications network, a mobile terminal for use in a cellular telecommunications network, methods of operating such, and to respective computer programs and computer program products. In general, the present invention relates to a driver assistant system for vehicles which is based on a cellular telecommunications network.
In recent years vehicles have become more and more equipped with electronic systems and devices which aim to assist drivers. In these systems enhancing driving comfort is not the only motivation, however, since they are also able to substantially contribute to driving safety. Such electronic systems include, for example, cellular communication devices (mobile phones), navigation systems (including satellite-based positioning systems), and the like, and have already become integrated with traffic alert or road condition warning systems, such to provide the driver with warnings or indications toward deviations in case of traffic jams, road blocks, bad weather conditions, or other related factors.
Besides these integrated systems that rely at least to some extent on services that provide respective warning information (i.e. services who actually determine whether specific road or traffic conditions render necessary the generation and the broadcast of respective warnings), there also exist warning systems that are more or less completely independent from any service providers. These systems include so-called intersection assistants that are based on an ad-hoc communication amongst the involved vehicles, i.e. local radio signal transmission and reception, and which provide some assistance in several driving situations. These system recently also include radar-based systems that determine speed and distance of surrounding vehicles in order to be able to detect, for example, a likelihood of a rear-end collision with another vehicle going in front.
However, such car communication is dominated by the so-called ad-hoc and local communication (e.g. standardized in 802.11p), wherein information is exchanged directly between vehicles by using local broadcasts, multi-hoc communication and geo-routing mechanisms. Unfortunately, such systems may require installation of additional hardware on the vehicles and/or on the road infrastructure, such as additional antennas and detectors, and also additional user interfaces for interacting with the driver. This racy, in turn, also require installation of additional display and/or control elements, which are generally undesirable in the case of vehicle interiors, since space is limited and drivers' distraction should not exceed some acceptable level.
Moreover, such systems may also suffer from a reduced reliability in that locally generated, transmitted, and received radio signals may be prone to shadowing effects caused by buildings or other vehicles, or may be subject to limited communication range and/or equipment rate of the employed modules. In this way, it may be rendered difficult or even impossible to provide involved surrounding vehicles with warning information because other vehicles and/or the given local environment prevents penetrating of the necessary detection and/or notification signals.
At the same time, however, there are broadly available the so-called cellular telecommunications networks, such as GSM, PCS, UMTS, CDMA, network, and the like. These cellular telecommunications networks, including their respective infrastructure as well as mobile consumer equipment, are ubiquitous in many places, so that they are principally suitable for implementing vehicle assistant services.
The object of the present invention is to provide a vehicle assistant system based on a cellular telecommunications network, the system providing reliable and efficient warnings to drivers who are in the risk of running into any danger situations. In particular, it is an object of the present invention to provide a more reliable driver assistant system which is substantially immune to local radio shadowing effects and which does not require too much of additional hardware having to be installed on and in the vehicle, i.e. which allows for implementation by means of existing hardware on the vehicle, such as mobile phones.
This object is achieved by the subject-matter of the independent claims. Preferred embodiments are described in the dependent claims.
According to an embodiment of the invention, a network entity of a cellular telecommunications network is provided, having a processing unit that is configured to define a spatial zone in the cellular telecommunications network; to receive route indication information from at least one mobile terminal on a vehicle inside the spatial zone; to generate a trajectory for the vehicle based on the received route indication information; to calculate a danger situation probability for the vehicle based on the generated trajectory; and to send a notification message to the mobile terminal if the danger situation probability exceeds a predefined threshold probability.
Thus, a driver assistant system can be facilitated in the context of an already existing cellular telecommunications network which may already be present in the area or vicinity of traffic roads, and, moreover, which may already present in form of respective mobile terminals that are suitable to be carried on or installed in vehicles.
Moreover, since the driver assistant systems is based on the technology of a cellular telecommunications network, additional information can be transmitted and exchanged which could serve for further improving the quality of respective warning messages that are provided to the drivers. In other words, additional information on—for example—speed of the involved vehicles may allow for a more precise forecast of specific danger situation probabilities, which, in turn, may improve the accuracy, timing, and quality of the warnings that are provided to the drivers. Further, a sensible selection can be effected, in that only the specific drivers are notified for which a predicted danger situation probability exceeds a certain threshold probability. In this way, the properties of cellular telecommunications networks can be employed such that respective messages can be sent only to specific mobile terminals in order to avoid distraction of other drivers that are (currently) not involved.
Further, existing technology and hardware is employed in an optimum way, in that the driver assistant system is facilitated by a cellular telecommunications network, which may render obsolete in many cases the installation of separate dedicated network infrastructure. Further, also hardware on the vehicle can be re-used (such as eCall units, or tolling devices), in that their respective capability of—for example—detecting a position and/or a distance to surroundings, can be forwarded to the mobile terminal on board of the vehicle.
According to another embodiment of the invention, a method is provided of operating a network entity of a cellular telecommunications network comprising: defining a spatial zone in the cellular telecommunications network; receiving route indication information from at least one mobile terminal on a vehicle inside the spatial zone; generating a trajectory for the vehicle based on the received route indication information; calculating a danger situation probability for the vehicle based on the generated trajectory; and sending a notification message to the mobile terminal if the danger situation probability exceeds a predefined threshold probability.
According to another embodiment of the present invention, a mobile terminal for use in a cellular telecommunications network is provided which has a processing unit that is configured to determine whether the mobile terminal is inside a spatial zone defined in the cellular telecommunications network; to generate route indication information that indicates possible movement of a vehicle; to transmit the route indication information to a network entity of the cellular telecommunications network when inside the spatial zone; to receive a notification message from the network entity indicating a danger situation probability exceeding a predefined threshold probability; and to generate an output based on the received notification message.
According to another embodiment of the invention, a method is provided of operating a mobile terminal for use in a cellular telecommunications network, the method comprising: determining whether the mobile terminal is inside a spatial zone defined in the cellular telecommunications network; generating route indication information that indicates possible movement of a vehicle; transmitting the route indication information to a network entity of the cellular telecommunications network when inside the spatial zone; receiving a notification message from the network entity indicating a danger situation probability exceeding a predefined threshold probability; and generating an output based on the received notification message.
According to yet another embodiment of the invention, a method of operating a driver assistant system based on a cellular telecommunications network, comprises detecting a spatial zone in the cellular telecommunications network; receiving route indication information from a mobile terminal on a vehicle inside the spatial zone with a network entity of the cellular telecommunications network; generating a trajectory for the vehicle based on the received route indication information; calculating a danger situation probability for the vehicle based on the generated trajectory; and sending a notification message to the mobile terminal if the danger situation probability exceeds a predefined threshold probability.
According to still further embodiments of the present invention, a computer program loadable into a processing unit and a respective computer program product comprising the respective computer program code are provided for executing a method according to an embodiment of the present invention.
Embodiments of the present invention, which are presented for better understanding the inventive concepts but which are not to be seen as limiting the invention, will now be described with reference to the Figures, in which:
In general, the mobile terminals may be any of mobile phones, hand-held mobile devices, Personal Digital Assistants (PDA), mobile positioning systems (such as hand-held GPS, Glonass, or Galileo devices), hand-held navigation systems, portable computers, and the like. They can be, however, also vehicle-mounted devices such as navigation systems, vehicle-mounted mobile phones, vehicle-mounted traffic alert systems, car stereo systems, and the like.
Further, the terminals may comprise modules and/or components according to and/or complying with the global system of mobile communications [GSM, General Packet Radio Service (GPRS), Enhanced Data Rates for GSM Evolution (EDGE), Universal Mobile Telecommunications System (UMTS), High Speed Packet Access (HSPA), 3GPP Long Term Evolution (LTE), Cell Broadcast Service (CBS), Multimedia Broadcast Multicast Service (MBMS), Location Based Services (LBS)]. Further, the terminals may comprise a GPS, Glonass, or Galileo module, various sensors to detect hazardous situations such as accidents, traffic jams or extreme whether conditions, display or speaker means for informing users about incoming warnings, and/or means for storing a digital map to determine spatial zones. In addition to the above, the mobile terminals may also be or be part of a vehicle integrated system, such as a so-called eCall (emergency call) device.
As understood by the present invention, the spatial zone can be any area that can be spatially defined, such as a geographically defined zone or zones that are defined by means of service quality levels, such as areas in which signals from a cellular communications network can be received with some predetermined threshold signal level.
The spatial zones may be defined, thus, by means of a set of geographical coordinates or rules as part of a map, or identification tags of cells (cell-IDs) or sub-cells of the respective cellular telecommunications network. The spatial zones can further be located around a hazardous area or point, for example road intersections and/or any other locations of concentrated and/or increased traffic. The spatial zone can also be defined and/or changed by an authority, such as a road traffic supervision authority. Such authorities may also distribute the spatial zones to digital map providers or to network and/or service providers for including the respective information to their Location Based Services (LBS).
Examples for areas in which or for which a respective spatial zone can be defined include road crossings, intersections and/or surroundings thereof, road junctions and/or surroundings thereof, up- or downhill sections of roads, winding sections of traffic roads, zones with an increased possibility of extreme localized weather conditions, such as road lowerings or road sections inside forests, in which, for example the probability of road glaze and/or fog can be substantially increased.
Further, according to the present invention, the route indication information can be any piece of information that indicates a route being taken or being intended to be taken by the vehicle. This route indication information can comprise anything from an entire route the vehicle is currently travelling along to only one specific driving behavior or driving direction at one crossing, intersection, or bifurcation.
In other words, the route indication information may be as little as only one piece of information that indicates a possible or intended behavior at some point of interest. For example, such route indication information may only include an intended direction at one, or the next, intersection. In this way, the route indication information, can be derived from the vehicle's direction indicator switches, the steering-wheel, or the navigation system that is handling a current route and indicates the driver along it. However, the route indication information can also comprise or be formed by a piece of information that indicates a specific driving behavior of the vehicle, such as a sudden stop. The latter may, for example, indicate a road block and/or a traffic jam, since vehicle speed is reduced substantially and/or abruptly.
Further, according to the present invention, a danger situation can be any situation and/or traffic configuration which could imply danger or damage to any vehicle, person, or any other “involved items”. In particular, a danger situation may characterize the likelihood of an accident or a collision of one vehicle with another. Said “involved items” may include buildings, walls, road limitations such as beam barriers, traffic signs, traffic lights, and columns or pillars for holding such traffic signs or traffic illumination. Further, a danger situation can also specify a situation which not as such is characterized in leading to a possible accident, but also situations which may provoke an accident or a collision, such as a sudden breaking maneuver.
Firstly, the concept of local broadcast within a cellular telecommunications network involves some sort of trigger event that initiates the generation and/or transmitting of a local broadcast message. In the overview example of
The base station 21 of the cellular communications network, such as a node or a so-called eNodeB or NodeB, receives the network upload message 30 and forwards this message to a so called network entity 20 that is arranged for generating one or more broadcast messages 30′ comprising information on the originating event, in this case the road accident in which vehicle 11 is involved. Further, the network entity 20 is arranged for sending said one or more messages 30′ to at least one mobile terminal that has some kind of a spatial relationship with the mobile terminal on the vehicle 11, for example the mobile terminal on the vehicle 12. This facilitates a localized broadcast mechanism that allows for a spatial selection of recipient mobile devices.
In general terms, the configuration as shown in
Upon entering the spatial zone 1, the vehicle 11 (or a mobile terminal on board thereof) detects entering the spatial zone 1 and registers with the network entity 20 by sending a respective message 31. This message 31 may already comprise route indication information that indicates a possible or an intended behavior of the vehicle 11 at the T-junction of the road 2. In the shown example, the vehicle 11 intends to remain straight on the road as indicated by the respective trajectory 110.
As shown; two more vehicles 12, 13 are also located within the spatial zone 1 and may already have registered with the network entity 20. However, independent from such registering, the vehicles 12, 13 may also transmit—by means of respective messages 32, 33—road indication information to the network entity 20. This transmission may be a repeated sending of the same route indication information (as possibly already transferred in conjunction with a prior registration), or may also be a route indication information update indicating that the intended route has changed while being inside the spatial zone 1.
The network entity 20 then calculates the trajectories of each vehicle, based on the provided route indication information (i.e. the first trajectory 110 of vehicle 11, a second trajectory 120 of the vehicle 12, and a third trajectory 130 of the vehicle 13). The shown vehicle 14 is still outside the spatial zone 1, and, as a consequence, neither sends any messages to the network entity 20 nor receives any warning messages therefrom. In this way, the driver of the vehicle 14 is not distracted by any notification which would only concern the involved vehicles 11 to 13.
According to another embodiment, the receiving mobile terminal on board of the vehicles may well also implement a message filter that assesses received messages according to the vehicle's context (location, time, driving direction, road, lane, latest potential trajectory). Therefore, not all received messages will be presented to the driver, but only the relevant ones according to the driving situation. This also reduces the distraction of the driver.
At a later timely instance, therefore, the network entity 20 may assume the vehicle being advanced to a position 12′. Although no explicit route indication information has been provided so far by the vehicle 12, the network entity 20 may still be able to determine possible trajectories 120, 120′ of the vehicle 12. The network entity 20 may for this purpose take into consideration the actual shape of the road 2. In other words, the network entity 20 may store an area of all possible trajectories within the spatial zone 1 for selecting possible trajectories even in case no specific route indication information is present or has been provided to the network entity 20.
Thus, the geometry and setup of the road 2 may define already a first set of possible trajectories, in that it is most likely that all vehicles travel along the respective road surface. However, the network entity 20 may also be aware of respective driving directions and/or turning lanes which would more closely specify the possible trajectories. In this way, however, the network entity 20 is able to determine from this plurality of possible trajectories the alternative trajectories 120, and 120′ of the vehicle 12 within the spatial zone 1, and may, as a consequence, employ these “hypothetical” trajectories for further processing. In general, the alternative trajectories 120, 120′ can be assigned with a trajectory probability p(trajectory) such that, in the depicted exemplary case, it satisfies p(120)=p(120′)=½.
In general, additional trajectories from the area of possible vehicle trajectories and trajectory probabilities for each additional trajectory are generated if the received route indication information is ambiguous or no route indication information is received from the mobile terminal. In such cases, the network entity 20 may also send a route indication reminder message to the mobile terminal if no route indication information is received from the mobile terminal (e.g. the driver has forgotten to set the blinking light, and a respective reminder message could be “INTERSECTION AHEAD, PLEASE INDICATE INTENDED DRIVING DIRECTION”, or simply “DIRECTION INDICATOR LIGHT?”).
In order to be able to determine a danger situation probability, the network entity 20 considers all calculated trajectories 110, 120, and 130 of all present vehicles 11 to 13 in the spatial zone 1. Since the trajectories 110 to 130 not only comprise information on location of the respective vehicles, but also information on the respective time at which the respective vehicle is to be expected at a specific location, the network entity 20 is able to determine spatial areas 210, 220, and 230 for each vehicle. These areas 210 to 230 indicate an area in which the presence of the respective vehicle is likely at a given time.
The network entity 20 may also consider respective speed or other additional information as possibly provided in conjunction with the respective route indication information, such to adapt the spatial areas with respect to that additional information. By way of example, the network entity 20 may thus assume the zone 210 of vehicle 11 longer than, for example, the zone 220 of vehicle 12, since vehicle 11 has indicated a higher speed than vehicle 12. In general, this additional information may include any of the group of vehicle identification information, time information, location information, speed information, heading information, acceleration information, route information, vehicle type information, vehicle length information, vehicle width information, vehicle height information, vehicle mass information, driver experience information, and direction indicator information.
In any case, however, the network entity 20 may thus be enabled to determine whether these zones 220, 230 are likely to overlap at any time. As shown, the zones 210 and 230 overlap, which indicates that vehicles 11 and 13 are likely to collide. Since this is a possible situation in which a danger situation is assumed for vehicles 11 and 13, the network entity then decides to send a notification message to the mobile terminals on board of vehicles 11 and 13. In other words, it is the respective danger situation probability that triggers a local broadcast of notification messages by exceeding a predefined threshold probability.
For example, the traffic sign 3 may switch to a red light prior to that vehicle 11 has passed the T junction. Hence, the network entity 20 may assume that the vehicle 11 is likely to reduce its speed and to come to a halt. As a consequence, the situation with respect to danger situation probabilities is substantially different with respect to the scenario as depicted in conjunction with
As further shown, the network entity 20 may also take into consideration vehicle-type or vehicle-size information such to determine accordingly a vehicle area 250 of the vehicle 15. In this way, the network entity 20 may further increase the prediction accuracy, since it can comprehensively predict and determine the possible trajectories such to reliably determine respective danger situation probabilities which can then, subsequently, compared to a predefined threshold probability, such to trigger the sending of a respective notification message.
The network entity may now generate possible trajectories (step S120) and calculate danger situation probabilities (step S130) based on the generated trajectories of all (registered) vehicles—or just a part thereof—inside the spatial zone. This calculation may be performed continuously such to account for new vehicles entering the spatial zone, and/or vehicles that have provided additional route indication information or route indication information updates (optional step S115).
In other words, a mobile terminal may also send an update in step 115 in order to change already transmitted route indication information. In this way, the method may account for the fact that the driver may change the driving indication, and, as a consequence, may operate a direction indicator accordingly, or may also deviate from a route being presented to the driver by an on board navigation system. In the latter case, the mobile terminal would have initially transferred route indication information based on this route being presented to the driver by the navigation system; however, since the driver deviates from that route, the mobile terminal may decide to send a respective update.
Based on all available danger situation probabilities, the network entity may decide in step S140 whether one of the danger situation probabilities exceeds a predetermined threshold probability. If it is determined that currently no calculated danger situation probability exceeds that threshold (“NO”), the method may continue in re-calculating the danger situation probabilities, re-assessing a possible exceeding thereof, and/or also considering newly received updates.
If, however, it is determined that at least one calculated danger situation probability exceeds the predetermined threshold probability (“YES”), the network entity sends a notification message to all or only to the involved vehicles (step S150). In this way, the network entity effectively warns the drivers on the respective vehicles of their calculated danger situation probability exceeding the threshold value. As a consequence, the drivers can be effectively warned of a danger situation, and, as a further consequence, may avoid any damage by acting accordingly.
Further, the sending of the notification message in step S150 may also comprise generating and sending of additional information, which could help the drivers to avoid or mitigate the danger situation. Such information may include, for example, indications toward a possible behavior which could avoid any accident or collision (e.g. braking or evasion instructions).
In case the network entity determines that a respective danger situation probability exceeds a predetermined threshold value, it will send a respective notification message to the mobile terminal, which is then received in step S220 by the mobile terminal. In response to this received notification message, the mobile terminal may also generate an output for optically and/or acoustically warning the driver of the vehicle based on the received notification message (step S230).
When a vehicle enters or is inside this spatial zone, it may transmit route indication information, which is received by the network entity in step 3320. Based on this received route indication information, the network entity generates trajectories of each vehicle inside the spatial zone (step S330). Step S330 may also comprise generating a plurality of alternative trajectories for one vehicle if respective route indication information is ambiguous or no route indication information is provided by the vehicle. The generation of the alternative trajectories may also include calculating respective trajectory probabilities to account for the likelihood for the vehicle actually taking that trajectory.
In turn, based on these generated trajectories, the network entity can calculate danger situation probabilities in step S340 which can be subsequently compared to a predefined threshold probability in step S360.
If one of the calculated danger situation probabilities exceeds that predefined threshold probability (“YES” in step S360), the network entity sends notification messages to the involved mobile terminals (step S370), and, subsequently may continue calculating the danger situation probabilities and the respective supervision with respect to the predefined probability threshold thereof. Further, it may be provided that an update is received in step S345 which would trigger the generating of updated and/or new trajectories and probabilities in steps S330, S340 via option “YES” of the bifurcation S350. Still further, the updated or new trajectories can indicate the end of a danger situation and may, therefore, trigger a cancellation notification message to the vehicles if an alert is still raised. This may also help to reduce the distraction of the driver.
As also shown in
Furthermore, the mobile terminal 1000 on board of a vehicle in
According to further embodiments of the present invention, the driver assistant system comprises as a network entity an intersection controller that is responsible for one or more intersections. This could be in form of one intersection area only, or, in general, the intersection controller could well also perform the following steps for all intersection areas the controller is responsible for. The intersection controller could be further a stand-alone entity or part of another, already existing network entity, such as a data reflector.
Although detailed embodiments have been described, these only serve to provide a better understanding of the invention defined by the dependent claims, and are not to be seen as limiting.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/EP2010/053175 | 3/12/2010 | WO | 00 | 11/6/2012 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2011/110227 | 9/15/2011 | WO | A |
| Number | Name | Date | Kind |
|---|---|---|---|
| 6529831 | Smith | Mar 2003 | B1 |
| 20040181340 | Smith | Sep 2004 | A1 |
| 20090174572 | Smith | Jul 2009 | A1 |
| Number | Date | Country | |
|---|---|---|---|
| 20130059558 A1 | Mar 2013 | US |
