EP2307980B1 - Dispositif d'avertissement anonyme de véhicule à véhicule lancé par un conducteur - Google Patents

Dispositif d'avertissement anonyme de véhicule à véhicule lancé par un conducteur Download PDF

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Publication number
EP2307980B1
EP2307980B1 EP09800986.3A EP09800986A EP2307980B1 EP 2307980 B1 EP2307980 B1 EP 2307980B1 EP 09800986 A EP09800986 A EP 09800986A EP 2307980 B1 EP2307980 B1 EP 2307980B1
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EP
European Patent Office
Prior art keywords
vehicle
message
event
driver
warning
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.)
Active
Application number
EP09800986.3A
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German (de)
English (en)
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EP2307980A4 (fr
EP2307980A1 (fr
Inventor
Cecil Wayne Hilton Goodwin
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TomTom North America Inc
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TomTom North America Inc
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Priority claimed from US12/179,424 external-priority patent/US20100019932A1/en
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Publication of EP2307980A4 publication Critical patent/EP2307980A4/fr
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/008—Registering or indicating the working of vehicles communicating information to a remotely located station
    • 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
    • G08G1/163—Decentralised systems, e.g. inter-vehicle communication involving continuous checking
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/02—Registering or indicating driving, working, idle, or waiting time only
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G07C5/085—Registering performance data using electronic data carriers

Definitions

  • the current invention relates generally to vehicles and communications and more particularly to communicating driver-initiated electronic warning messages between moving vehicles.
  • CB radio citizen's band
  • flashing headlights to warn oncoming drivers of the presence of hazards in the road (e.g. broken-down vehicles or emergency vehicles).
  • CB radio citizen's band
  • flashing headlights to warn oncoming drivers of the presence of hazards in the road (e.g. broken-down vehicles or emergency vehicles).
  • CB radio citizen's band
  • the flashing headlights fail to specify anything about the hazardous event, such as its description, location, importance and other information.
  • the driver may be able to provide some verbal instructions, however this is often too imprecise and too time-consuming to provide any significant benefit, in addition to being cumbersome to use.
  • most drivers do not carry CB radios and do not wish to continuously listen for various transmissions while driving the vehicle. As such, another approach is needed.
  • DSRC Dedicated Short Range Communications
  • the embodiments of the present invention provide systems, methods and devices for providing driver-initiated vehicle-to-vehicle warnings and messages.
  • the device can be deployed in a vehicle (e.g. automobile) as a stand-alone appliance or integrated with various computing systems of the vehicle.
  • the device includes a driver input interface for receiving input from the driver or passenger of the vehicle.
  • the interface can be a graphical user interface (GUI), such as a touch screen, a button-based interface, or a voice recognition-based interface or any other type of interface available in the art.
  • GUI graphical user interface
  • the driver input interface is used to receive information regarding an event occurring within a visually observable vicinity of the vehicle.
  • the event can be any event of potential interest to the driver of the vehicle and/or other drivers of other vehicles in the area.
  • common road hazards or blocks, emergency vehicles, accidents, stranded motorists, debris, dense traffic situations and other observable situations can constitute events that are described by using the interface of the warning device.
  • the events can also include moving events, such as hit and runs, amber alerts and other situations that continuously change locations.
  • a vehicle-to-vehicle communications component of the device can generate an anonymous message and transmit the message to one or more other vehicles within the communications range of the initiating vehicle.
  • the message can be based on the DSRC protocol and can contain embedded electronic data that describes the event.
  • the message contains the specific location information of the event obtained by consulting the vehicle's global positioning system(s) (GPS) and/or map database(s). GPS systems are well known in the art and can be used to calculate the position of the vehicle by communicating with a satellite. The position of the vehicle, along with any input from the driver/passenger can be used to calculate the specific location of the event.
  • GPS global positioning system
  • This location can then be used to generate warnings in the receiving vehicle depending on the applicability of the event to the receiving vehicle.
  • the event is a road condition that only affects automobiles traveling in one lane or direction
  • the message can generate warnings in other vehicles which will be traveling in the same direction.
  • Receiving vehicles which are traveling in other direction(s) or lane(s), can filter out and ignore the messages as being inapplicable.
  • the message is anonymous with respect to the identity of any sender, receiver or vehicle. This eliminates the need for drivers to know or to enter contact information of the receiving vehicles.
  • the message can be broadcast (multicast) to multiple automobiles, requiring no guarantee of reception.
  • the digital location information, along with any other data embedded in the messages can then be used to filter and determine the applicability of the messages to each receiving vehicle.
  • the receiving vehicle can relay the message to other vehicles within its range of communication. This causes the effective range of the warning to increase because the receiving vehicle can travel a certain distance before relaying the message to another vehicle.
  • the warning message can potentially cover distances substantially greater than that maximum, due to the relaying capabilities of the moving vehicles.
  • DSRC can be used to broadcast short messages within a range up to 1000 meters, initiated by the alerting vehicle's driver (or other occupant). Depending on the message header, each vehicle receiving such a message can ignore or relay the message to others nearby.
  • Such communications can be filtered in vehicles to prevent the same message being received and/or processed twice.
  • the messages can also be transferred in sparse density traffic situations if the communications are confined to approaching vehicles by filtering in receiving vehicles based on direction of travel for sender and receiver. In this situation, one vehicle may warn multiple other vehicles, in succession, traveling counter to its direction of travel, or a warned vehicle may pass warnings to others behind it and traveling in its direction of travel if in range.
  • the warning device can optimize information diffusion to maximize the number of other vehicles receiving the warning messages, or may minimize or otherwise tailor warnings depending on parameters set by the receiving driver.
  • location information can be included in the warning and used by the embodiments to make logical decisions about warning applicability in terms of function and spatial extent based on location of sender and receiver.
  • information about an event noticed by a driver is broadcast to all similarly equipped vehicles in order to alert the receiving devices and drivers to the presence of the sensed event.
  • the information sent includes the event's location and other parameters according to sending driver intent and device logic.
  • Location information may be sent in a map-agnostic way such as the AGORA-C location referencing standard.
  • AGORA-C is a method known in the art for map-based on-the-fly location referencing, which supports machine-to-machine location descriptions.
  • the information sent can include information about a moving vehicle, such as license plate and description.
  • the location information of moving events can be dynamically changing based on time, estimated speed and starting location of the event, input from other vehicles, and the like.
  • the moving event can be tracked by the various vehicles on the road until it is intercepted by the law enforcement or other authorities.
  • the sending device responds to driver intent by any means, including but not limited to: pushing an appropriate hardware button for a situation; selecting a menu option on a navigation system or other special purpose device.
  • the driver can specify side of road for the event, his/her lane or oncoming lane for event, or other such detailed information concerning the event or event location.
  • the various events can also include self-initiated events, which are automatically transmitted/relayed to other vehicles within immediate range. For example, the deployment of an airbag within one vehicle may cause the warning device to automatically broadcast a high priority warning message to all vehicles within range. The oncoming drivers can then be warned of the potential accident and injuries.
  • location of the event or incident is obtained in the sending vehicle by consulting an in-vehicle digital map matched with on-board GPS location, or by other automatic techniques, such as devices reading roadside linear reference markers, or by manual observations spoken by the driver such as "one mile south of exit 127".
  • the sent message can contain location in raw and map-matched form, and in several location referencing modes, such as linear referencing or AGORA-C location referencing.
  • the driver-initiated vehicle-to-vehicle communications device can further include a warning notification component that issues a warning to the driver of the receiving vehicle if the message is deemed applicable.
  • Receiving vehicles in the communications range equipped with the warning component can receive the message, read the header, and, based on its content and parameters set by the driver previously, can alert the driver to the occurrence and its location or ignore it.
  • the message may be passed on (relayed) to all other vehicles in range.
  • each message is given a unique identifier (ID) by the original sending vehicle so that any equipped vehicle may ignore any message it has previously received, or relay it further.
  • the notification of the event occurrence and location can include any human machine interface (HMI) such as display monitors, artificial speech and/or sound, visual map indications, alarm buttons/signals and other notifications.
  • HMI human machine interface
  • the vehicles can comprise mobile nodes in a mesh-type network, which do not require any central server to maintain communications.
  • the vehicles can function as independent units, warning one another of various road hazards, emergencies and other events perceived by the drivers.
  • the warnings can be picked up by various central sources, such as law enforcement or emergency aid authorities.
  • FIGURE 1 is a high level illustration of the driver-initiated warning device inside of an automobile, in accordance with various embodiments.
  • this diagram depicts the interface as having certain components, such depiction is merely for illustrative purposes. It will be apparent to those skilled in the art that the components portrayed in this figure can be arbitrarily combined, divided, rearranged or removed entirely from the interface. Furthermore, it will also be apparent to those skilled in the art that additional components can be included in the interface, without departing from the scope of the various embodiments.
  • any standard automobile can be equipped with an interface 104 for receiving input that describes an event observable by a driver or passenger.
  • the interface can be placed on the control panel, center console or other section inside the vehicle, or can be integrated into a standard GPS screen interface.
  • the observed event is a broken tree branch 100 which may block the road or cause damage to other automobiles traveling on road 102.
  • the interface provides means for entering a description of the event and for initiating transmission of the message.
  • the user is able to specify a description, a relative location with respect to the side of the road/vehicle and the urgency of the event to other drivers traveling on the same roadway. This information can then be used by receiving vehicles in order to automatically warn the drivers of the road hazard.
  • the interface for receiving driver input need not necessarily be a graphical interface and other technologies, such as voice recognition, can also be used.
  • FIGURE 2 is a system-level illustration of the driver-initiated vehicle-to-vehicle warning device, in accordance with various embodiments.
  • this diagram depicts components as logically separate, such depiction is merely for illustrative purposes. It will be apparent to those skilled in the art that the components portrayed in this figure can be arbitrarily combined or divided into separate software, firmware and/or hardware. Furthermore, it will also be apparent to those skilled in the art that such components, regardless of how they are combined or divided, can execute on the same computing device or can be distributed among different computing devices connected by one or more suitable communication means.
  • the warning device includes an On-Board Computer Unit 200.
  • the onboard computer 200 can include one or more processors and computer memory programmed with instructions for performing the various functions of the embodiments.
  • the computer can include a risk filter application 202 and a navigation application 204.
  • the navigation application 204 provides location information to the risk filter application 202 in response to queries.
  • the queries from the risk filter application 202 can specify that a single point location, or that all road network features within an area specified by spatial extents, are needed for calculating the location information of the event.
  • selected road network features can be specified according to parameters given in the query, partly in response to driver inputs from the risk interface 220 within the driver input interface 218.
  • the driver input interface 218 may also perform other navigation input functions for the navigation application 204. These are beyond the risk interface 220 driver inputs and can include the various direction lookups, traffic information and other related data.
  • the navigation application 204 consults the on-board map database 206 and integrates GPS signals from the GPS Unit 216 in order to generate location information. The location information can then be included in the warning message.
  • the location information of the receiving vehicle can be computed and compared with the location information of the event contained in the message in order to determine the applicability of the message to the receiving vehicle.
  • the vehicle's own location and requested network features can be provided to the risk filter application 202 in geographic coordinate, street address, and linear reference forms, or in any other requested formats.
  • the risk filter application 202 can determine whether driver warnings should be issued via the warning unit 208 by the driver warning interface 212, and if warnings are to be provided to other vehicles via the message unit 210 and the vehicle-to-vehicle communications unit 214. Accordingly, the location information can be used for both warning other vehicles and for determining the applicability of warnings to the recipient vehicle.
  • warnings to other vehicles may take into account a number of factors. For example, traffic density information on either side of a divided highway can be considered, as obtained from the GPS component 216 or by some other means. Similarly, the device can determine whether or not a particular risk event, for example the presence of an icy spot, is applicable to one side of the highway or to both sides. Because in the preferred embodiment, the vehicle-to-vehicle communications mode is "broadcast," the warning may not be selective to a receiving vehicle position. However, sufficient information can be included in the warning message such that a receiver can decide if a particular warning is relevant. In one embodiment, the on-board map database 206 is sufficiently detailed to permit data rich messages to be transmitted.
  • the message unit 210 and the vehicle-to-vehicle communications unit 214 can be responsible for both sending and receiving messages to and from other vehicles.
  • the vehicle-to-vehicle communications unit can receive warnings relayed from other vehicles and convey them to the risk filter application 202.
  • the risk filter application can then interpret the information in the warning message, query the navigation application 204 for current location information and routing information for the own-vehicle, and decide if a warning should be issued to the own-vehicle driver and/or relayed to other vehicles in the vicinity. In one embodiment, this decision can be made by comparing the location of the receiving vehicle with the location of the event obtained from the incoming message. If the comparison of these locations is logically related in some way (e.g.
  • the warning can be issued.
  • the location and heading information can be used to determine whether to relay the message. For example, if the location of the message origin has traveled too far (or too long) because of information diffusion, no more relaying may be necessary. In that instance, the onboard computer can decide to ignore the incoming message.
  • the factors used to determine message applicability and relay decisions can be made configurable.
  • the event message has a lifetime once it is first sent.
  • This lifetime can be independent of the original sender.
  • the message can persist depending on traffic density and circumstances due to automatic relaying by receivers, and according to parameters set by the device itself or by the driver or any receiver. In cases where traffic is very slight, messages would not be repeated often, and low-priority messages would be expected to decay rapidly because of lack of relay receivers. In dense traffic, or for very important messages such as ice slicks on the road, messages could persist for a long time. In this manner, the lifetime and applicability of warnings can be dynamically modified according to the preferences, driving behavior and routines of the various travelers on the road.
  • the driver-initiated vehicle-to-vehicle warning device is deployed in mobile vehicles and can function without the need for any dedicated roadside infrastructure equipment.
  • the device can also be mounted or otherwise integrated into certain roadside equipment, such as emergency call boxes and the like.
  • the roadside equipment can essentially function as a non-moving vehicle node and can relay the warning message to other vehicles that pass by.
  • the roadside callbox having the warning device can relay the message to other vehicles which come into the range of communication based on motion sensing technology or some other technology.
  • FIGURE 3 is an overhead view of a traffic situation involving a vehicle equipped with a driver-initiated warning device, in accordance with various embodiments.
  • the vehicle 302 equipped with the warning device has approached an event 300 observable by the driver.
  • the event is an emergency vehicle 300 parked partially in the right lane of the freeway.
  • the driver of the vehicle can thus initiate a message for other drivers on the road, warning them of the emergency vehicle.
  • the initiating vehicle 302 can have a certain maximum range 304 of communication, such as 1000 meters. Accordingly, the driver of vehicle 302 broadcasts the warning message in all directions, which extends to the maximum range.
  • a certain maximum range 304 of communication such as 1000 meters. Accordingly, the driver of vehicle 302 broadcasts the warning message in all directions, which extends to the maximum range.
  • the maximum range 304, the freeway and the various automobiles depicted in this figure are provided purely for purposes of illustration and are not drawn to scale. It will be apparent to one of ordinary skill in the art that the particular distances of communication can be implemented according to various protocols and/or preferences and the present embodiments are not limited to any particular implementation.
  • FIGURE 4 is an overhead view of a traffic situation showing the relaying capability of vehicles equipped with the driver-initiated warning device, in accordance with various embodiments.
  • the vehicle 402 equipped with a warning device has approached the emergency vehicle 404 parked on the side of the road, or partially blocking one side of the road.
  • the vehicle's 402 driver can initiate a warning message to be sent to other vehicles.
  • vehicle 402 can broadcast message to other cars 406, 408, 416 and 420, which are within its immediate range of communication.
  • Each of the receiving vehicles can then formulate a decision on whether to relay the incoming message to other automobiles. In one embodiment, the decision can be made based on parameters configured on the receiving vehicle.
  • the vehicle may choose to relay only urgent messages for events within a specified distance (e.g. 2000 meters), while other vehicles/embodiments can relay all messages which have a lifetime of less than a certain time period (e.g. 1 hour).
  • a specified distance e.g. 2000 meters
  • other vehicles/embodiments can relay all messages which have a lifetime of less than a certain time period (e.g. 1 hour).
  • time period e.g. 1 hour
  • a standard protocol may also be developed covering all cars and conditions.
  • some of the receiving vehicles 406, 408, 410 may relay the message, while other vehicles 412, 414, 416, 418, 420, 422, 424, 426 can decide not to relay.
  • the driver of the initiating vehicle 402 can initially set a high priority on the message, which will be relayed to other drivers within range.
  • Other drivers who later pass the event location may note that the emergency vehicle 404 has left the road and that the event itself is over. In this case they can issue an 'event over' message that will cause the warning device in other vehicles to remove the priority and to cease relaying.
  • some message types may be sent having an event lifetime which, when exceeded, will result in the purging of the original message.
  • the logic of message handling including prioritization and event lifetimes and all other handling logic, can be implemented in the risk filter application 202 (illustrated in FIGURE 2 ).
  • FIGURE 5 is an overhead view of risk warning messages being transferred in a situation of lower traffic density, in accordance with various embodiments.
  • vehicle 500 is traveling in the opposite direction from vehicle 504, and therefore vehicle 500 is not in a risky situation 510 in the divided highway case.
  • Vehicle 504 thus simply relays the message to vehicle 506, which receives the warning. If vehicles 504 and 506 are not equipped with the warning device, perhaps vehicle 508 may be.
  • all vehicles equipped with the driver-initiated warning device would issue warnings for a predetermined period or for a period algorithmically determined based on traffic density and parameters set by the device and/or the initiating driver or any receiving driver.
  • the traffic density information can be obtained from the vehicle's GPS system, or via communications with other vehicles in the vicinity, or by some other means. Diffusion of the message can be more circuitous than in the case of the illustrated figures, but under most traffic densities many warnings would diffuse to other vehicles over time.
  • the maximum range 502 of the initiating vehicle can be enlarged as a result of the movement and relaying by the equipped vehicles.
  • the maximum range 512 of the relaying vehicle has different coverage with respect to the initiating vehicle.
  • a larger area is effectively covered by adding the relay transmissions.
  • This enlarging effect can be further magnified by delaying the relay of the message for a period of time, while the vehicle 504 is moving. This period of delay before relaying can be computed based on vehicle speed, traffic density and distance, or specified in some other manner.
  • FIGURES 6A and 6B illustrate a possible set of menu options for a navigation system implementing the driver-initiated vehicle-to-vehicle warning system, in accordance with various embodiments.
  • this diagram depicts components of the menu in one logical layout, such depiction is merely for illustrative purposes. It will be apparent to those skilled in the art that the components portrayed in this figure can be arbitrarily combined, divided or rearranged into separate menu options and buttons. Furthermore, it will also be apparent that additional display options, buttons and other selection components can be included in the menu.
  • a touch-screen area entitled “SEND WARNING" 602 on the navigation system display 600 leads to a sub-menu ( FIGURE 6B ) with multiple options (604, 606, 608, 610, 612, 614, 616, 618, 620, 622, 624, 626, 628, 630) for entering the description of the event noted, its priority and location.
  • a priority "MAKE URGENT" 604 is shown, while the default priority is not-urgent or normal.
  • the user is also given the option to specify the side of the road where the event is occurring, in order to better filter the applicability of warning to the recipient vehicles.
  • any combination of menu choices can be selected; touching the "DONE" choice would end the selection process and broadcast the message to vehicles within the vicinity.
  • FIGURE 7 illustrates the possible high level in-vehicle hardware components for the driver-initiated warning device, in accordance with various embodiments.
  • this diagram depicts the hardware components as logically separate, such depiction is merely for illustrative purposes. It will be apparent to those skilled in the art that the components portrayed in this figure can be arbitrarily combined or divided into separate hardware.
  • the hardware components of the device include a GPS receiver 702 and antenna 710, a processing computer such as a navigation system 700, a driver interface device for inputs from the driver and to give warnings to the driver (typically part of the navigation system human-machine interface 704, as shown), and a vehicle-to-vehicle communications device, shown as a stand-alone DSRC receiver/transmitter 706 and antenna 712.
  • a processing computer such as a navigation system 700
  • a driver interface device for inputs from the driver and to give warnings to the driver (typically part of the navigation system human-machine interface 704, as shown)
  • a vehicle-to-vehicle communications device shown as a stand-alone DSRC receiver/transmitter 706 and antenna 712.
  • the system can be connected to a sound output 708 device in the vehicle, such as a set of audio speakers.
  • FIGURE 8 is an illustration of the flow of inputs and outputs between the various components of the device during message transmission, in accordance with various embodiments.
  • flow of data is illustrated in a particular sequence, it is not limited to this particular order.
  • the input and output of flow of data can be rearranged into a different sequence, within the scope of the present embodiments.
  • the driver can observe an event and input the event description, priority and/or other parameters 802 via the touch screen menu 800 into the memory of the warning device.
  • the message unit within the risk filter application 804 can receive this information and combine it with location information 810 received from the GPS system 808 and the digital map 814 integrated by the map matching program 812.
  • the event message 806 produced by combining this information can then be sent to the vehicle-to-vehicle communications unit 816 which can broadcast the message to other vehicles in the vicinity.
  • FIGURE 9 is an illustration of the flow of inputs and outputs between the various components of the device during message reception and relay, in accordance with various embodiments.
  • flow of data is illustrated in a particular sequence, it is not limited to this particular order.
  • the input and output of flow of data can be rearranged into a different sequence, within the scope of the present embodiments.
  • a vehicle equipped with the warning system can receive an event message 902 via the vehicle-to-vehicle communications unit 900.
  • the event message 902 can be passed to the message unit within the risk filter application 904, where its identifier can be compared with a local table of other event messages previously received by the vehicle. In one embodiment, if the same message has been received previously, no further action is taken.
  • the risk filter application 904 can compare the incoming message parameters (including location and priority) with the recipient vehicle's own situation and parameters set by the driver. For example, the risk filter application can receive information from the GPS 906, including the location data 908 and digital map 912 matched by the mapping application 910.
  • This recipient vehicle's information is then compared with the location, priority and/or description of the event embedded in the incoming message. Based on the comparison, the risk filter application can determine the applicability of the event to the receiving vehicle and can decide to issue a warning to the driver through the driver warning interface 914. The risk filter application may also decide to relay the message to other drivers via the vehicle-to-vehicle communications unit. Furthermore, the receiving vehicle can also initiate new messages, such as the "EVENT OVER" message by using the touch screen interface menu 916.
  • FIGURE 10 is an exemplary logical flow chart diagram of the process for sending and receiving driver-initiated vehicle-to-vehicle warnings, in accordance with various embodiments.
  • FIG. 10 depicts functional steps in a particular sequence for purposes of illustration, the process is not necessarily limited to this particular order or steps.
  • One skilled in the art will appreciate that the various steps portrayed in this figure can be changed, omitted, rearranged, performed in parallel or adapted in various ways.
  • step 1000 input can be received from a user in a first vehicle.
  • the input can describe a particular event and can be entered by way of a touch screen or other interface.
  • a message is generated, which is anonymous with respect to the identity of the receiver.
  • the message is independent of any identity information of the sender, receiver, or any other vehicle.
  • the message can also contain embedded electronic data regarding the event.
  • the message can contain digital mapping coordinates of the event's location.
  • the receiving vehicles can then receive the messages (step 1106) and automatically filter the messages at the second vehicle based on the electronic data embedded in the message, as shown in step 1108.
  • the recipient vehicle can determine whether to issue a warning to the driver based on the location of the event.
  • FIGURE 11 is an exemplary logical flow chart diagram of the process for receiving, analyzing and relaying driver-initiated vehicle-to-vehicle warnings, in accordance with various embodiments.
  • this figure depicts functional steps in a particular sequence for purposes of illustration, the process is not necessarily limited to this particular order or steps.
  • One skilled in the art will appreciate that the various steps portrayed in this figure can be changed, omitted, rearranged, performed in parallel or adapted in various ways.
  • the process begins in step 1100 when the recipient vehicle receives a broadcast warning message from another vehicle.
  • the message is a DSRC message, having a heading and other information regarding an event.
  • the receiving warning device can determine whether it has previously received the same warning. In one embodiment, this can be accomplished by assigning a unique identifier to each message and by maintaining a table of recently received messages in memory. If the message has been previously received and processed, the device can simply ignore the message, as shown in step 1104. The same message can be received multiple times by the same vehicle due to the relay capability of the device. For example, if the initiating vehicle and a second relaying vehicle are both within communications range of the recipient, the recipient would receive both the initial message, as well as the relay of that message.
  • the message can be processed and the information read, as shown in step 1106.
  • the information in the message includes mapping coordinates of a specific event.
  • the warning device can also obtain the location information of the recipient vehicle by consulting the on-board GPS system. Additionally, the device can also retrieve any preferences and configuration information used to determine the applicability of events.
  • the event mapping coordinates can be compared with the location of the recipient vehicle to determine whether the event is pertinent to the vehicle. For example, if the recipient vehicle is traveling on a divided freeway and the event is a road hazard affecting only the other side of the divided freeway, the event may not be applicable to this particular vehicle. Similarly, if the vehicle is making a turn and the event's location is straight ahead, it may not be relevant. In some embodiments, the driver's preferences can also be considered when determining event relevance. For example, if the particular driver only wishes to be alerted of urgent messages, all non-urgent incoming messages can be deemed inapplicable.
  • step 1112 the event can be analyzed for applicability to the receiving vehicle. If the event is applicable, a warning can be issued to the driver of the receiving vehicle, as shown in step 1114. If the event is not applicable, the process can continue.
  • the device can determine whether to relay the message to any other vehicles.
  • a multitude of information can be considered when making this determination.
  • the device may consider the message priority, its lifetime, the event's location, the distance between the receiving vehicle and the event's location, default device preferences, any previously received "event over" messages, and other information. For example, if a particular message has been continuously relayed for more than a specified time period (e.g. several hours), it can be deemed stale and would not be relayed. Similarly, if the distance between the event and the vehicle is greater than a certain threshold, it may not be relayed. Furthermore, if the recipient vehicle has previously received an "event over" message from a different vehicle, it would likely decide not to relay the initial message.
  • the message can be relayed to other vehicles, as shown in step 1120. In one embodiment, this can be done by waiting a certain time period (e.g. a number of seconds) before re-broadcasting the message by the recipient vehicle. In one embodiment, the time period can vary depending on traffic density, vehicle current speed and other parameters. For example, if the vehicle is traveling at a high rate of speed on the highway, the waiting period between relays should be shorter than vehicles traveling slow in rush hour traffic.
  • a certain time period e.g. a number of seconds
  • the various embodiments described above include a computer program product which is a storage medium (media) having instructions stored thereon/in which can be used to program a specialized computing processor(s)/device(s) to perform any of the features and processes presented herein.
  • the storage medium can include, but is not limited to, one or more of the following: any type of physical media including floppy disks, optical discs, DVDs, CD-ROMs, micro drives, magneto-optical disks, holographic storage, ROMs, RAMs, PRAMS, EPROMs, EEPROMs, DRAMs, VRAMs, flash memory devices, magnetic or optical cards, nanosystems (including molecular memory ICs); paper or paper-based media; and any type of media or device suitable for storing instructions and/or information.
  • Various embodiments also include a computer program product that can be transmitted in whole or in parts and over one or more public and/or private networks wherein the transmission includes instructions which can be used by one or more processors to perform any of the features presented herein.
  • the transmission may include a plurality of separate transmissions.
  • the present disclosure includes software for controlling both the hardware of computing device(s) and/or processor(s), and for enabling the computer(s) and/or processor(s) to interact with a human user or other mechanism utilizing the results of the present invention.
  • software may include, but is not limited to, device drivers, operating systems, execution environments/containers, user interfaces and applications.

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Claims (15)

  1. Appareil déployable dans un premier véhicule pour fournir des avertissements de véhicule à véhicule initiés par le chauffeur, ledit appareil comprenant :
    une interface d'entrée (104 ; 218) aménagée pour recevoir une entrée d'un utilisateur du premier véhicule ; et un composant de communications de véhicule à véhicule (210, 214) aménagé pour :
    générer un message après avoir reçu l'entrée de l'interface d'entrée, ledit message ayant des données électroniques intégrées indiquant l'emplacement d'un premier événement observé par ledit utilisateur ; et
    diffuser ledit message généré concernant le premier événement du premier véhicule à au moins un deuxième véhicule dans la plage de diffusion du composant de communications de véhicule à véhicule (214) ;
    dans lequel ledit composant de communications de véhicule à véhicule (210, 214) est en outre aménagé pour recevoir un message concernant un deuxième événement généré et diffusé par un troisième véhicule ; et
    dans lequel ledit appareil comprend en outre :
    un composant de filtre à risques (202) aménagé pour déterminer si le message reçu est applicable au premier véhicule sur la base au moins d'un emplacement du deuxième événement intégré audit message reçu ; et
    un composant d'avertissement (208) aménagé pour délivrer un avertissement à un chauffeur du premier véhicule s'il est déterminé que ledit message reçu est applicable audit premier véhicule par le composant de filtre à risques (202) ;
    dans lequel ledit composant de communications de véhicule à véhicule (210, 214) est en outre aménagé pour :
    générer un message d'arrêt indiquant que le deuxième événement a pris fin en réponse à une entrée reçue à l'interface d'entrée (104 ; 218) après délivrance d'un avertissement par le composant d'avertissement (208) ; et
    diffuser ledit message d'arrêt généré à au moins un quatrième véhicule dans la plage de diffusion du composant de communications de véhicule à véhicule (214).
  2. Appareil selon la revendication 1, dans lequel ledit message généré et/ou ledit message d'arrêt généré est ou sont anonymes par rapport à des informations d'identité quelconques dudit véhicule diffusant le message et dudit véhicule recevant le message.
  3. Appareil selon la revendication 1 ou 2, comprenant en outre :
    un système de positionnement global (216) déployé dans ledit premier véhicule, le système de positionnement global suivant un emplacement dudit premier véhicule, dans lequel des informations fournies par le système de positionnement global sont intégrées audit message afin de spécifier l'emplacement du premier événement.
  4. Appareil selon l'une quelconque des revendications précédentes, comprenant en outre :
    Une base de données cartographiques (206) qui stocke des informations d'emplacement concernant ledit premier événement, dans lequel les informations d'emplacement sont transmises avec ledit message généré par le composant de communications de véhicule à véhicule (210, 214).
  5. Appareil selon l'une quelconque des revendications précédentes, dans lequel le composant de communications de véhicule à véhicule (210, 214) est en outre aménagé pour :
    déterminer s'il faut relayer ledit message reçu concernant le deuxième événement vers un autre véhicule ; et
    diffuser ledit message reçu sur la base de ladite détermination.
  6. Appareil selon la revendication 5, dans lequel le relais dudit message reçu vers un ou plusieurs autres véhicules assure une diffusion des informations telle que les informations sont diffusées sur une distance qui dépasse une plage de diffusion dudit composant de communications de véhicule à véhicule (214).
  7. Appareil selon la revendication 5 ou 6, dans lequel ledit composant de communications de véhicule à véhicule (210, 214) détermine s'il faut relayer ledit message reçu à un ou plusieurs autres véhicules sur la base d'au moins l'une de éléments suivants : (i) l'emplacement du deuxième événement ; (ii) la durée de vie du message reçu ; (iii) la réception d'un message d'arrêt indiquant que le deuxième événement a pris fin en provenance d'un autre véhicule ; (iv) une priorité du message reçu ; (v) l'emplacement du premier véhicule ; et (iv) l'avancement du premier véhicule.
  8. Appareil selon l'une quelconque des revendications 5 à 7, dans lequel le composant de communications de véhicule à véhicule (214) est aménagé pour diffuser ledit message reçu après attente d'une certaine période de temps à la suite de la réception dudit message.
  9. Appareil selon la revendication 8, dans lequel ladite certaine période de temps est déterminée sur la base d'au moins l'un(e) ou l'autre de la densité du trafic ; du type de route ; et de la vitesse du premier véhicule.
  10. Appareil selon l'une quelconque des revendications précédentes, dans lequel l'interface d'entrée (104 ; 218) est en outre aménagée pour recevoir des informations concernant une description dudit premier événement, lesdites données électroniques intégrées audit message généré comprenant en outre lesdites informations.
  11. Procédé visant à fournir des avertissements de véhicule à véhicule initiés par le chauffeur à un chauffeur d'un premier véhicule, ledit procédé comprenant les étapes consistant à :
    recevoir une entrée d'un utilisateur du premier véhicule (1000) ;
    générer un message en réponse à l'entrée reçue de l'utilisateur, ledit message contenant des données électroniques intégrées indiquant l'emplacement d'un premier événement observé par ledit utilisateur (1002) ;
    diffuser le message généré concernant le premier événement du premier véhicule à au moins un deuxième véhicule dans la plage de diffusion du premier véhicule (1004) ;
    ledit procédé comprenant en outre les étapes consistant à :
    recevoir un message concernant un deuxième événement généré et diffusé par un troisième véhicule (1100) ;
    déterminer si le message reçu est applicable au premier véhicule sur la base d'au moins un emplacement du deuxième événement intégré audit message reçu (1112);
    délivrer un avertissement au chauffeur du premier véhicule si l'on détermine que ledit message reçu est applicable audit premier véhicule (1114) ;
    générer un message d'arrêt indiquant que le deuxième événement a pris fin en réponse à une entrée reçue du chauffeur du premier véhicule à la suite de la délivrance d'un avertissement ; et
    diffuser ledit message d'arrêt généré vers au moins un quatrième véhicule dans la plage de diffusion du premier véhicule.
  12. Procédé selon la revendication 11, comprenant en outre le filtrage automatique d'un message reçu dans le premier véhicule sur la base des données électroniques intégrées audit message (1008) :
    en déterminant si le message a été précédemment reçu par un autre véhicule (1102);et
    en ignorant le message si l'on détermine que ledit message a été reçu précédemment (1104).
  13. Appareil déployable dans un premier véhicule pour fournir des avertissements de véhicule à véhicule, ledit appareil comprenant :
    une interface d'entrée (104 ; 218) aménagée pour recevoir une entrée d'un utilisateur du premier véhicule ; et un composant de communications de véhicule à véhicule (210, 214) aménagé pour :
    générer un message concernant un premier événement en réponse à l'initiation d'un ou plusieurs systèmes dans le premier véhicule, ledit message ayant des données électroniques intégrées indiquant l'emplacement du premier événement ; et
    diffuser ledit message généré concernant le premier événement du premier véhicule à au moins un deuxième véhicule dans la plage de diffusion du composant de communications de véhicule à véhicule (214) ;
    dans lequel ledit composant de communications de véhicule à véhicule (210, 214) est en outre aménagé pour recevoir un message concernant un deuxième événement généré et diffusé par un troisième véhicule ; et
    dans lequel ledit appareil comprend en outre :
    un composant de filtre à risques (202) aménagé pour déterminer si le message reçu est applicable au premier véhicule sur la base au moins d'un emplacement du deuxième événement intégré audit message reçu ; et
    un composant d'avertissement (208) aménagé pour délivrer un avertissement à un chauffeur du premier véhicule s'il est déterminé que ledit message reçu est applicable audit premier véhicule par le composant de filtre à risques (202) ;
    dans lequel ledit composant de communications de véhicule à véhicule (210, 214) est en outre aménagé pour :
    générer un message d'arrêt indiquant que le deuxième événement a pris fin en réponse à une entrée reçue à l'interface d'entrée (104 ; 218) après délivrance d'un avertissement par le composant d'avertissement ; et
    diffuser ledit message d'arrêt généré à au moins un quatrième véhicule dans la plage de diffusion du composant de communications de véhicule à véhicule (214).
  14. Procédé pour fournir des avertissements de véhicule à véhicule à un chauffeur d'un premier véhicule, ledit procédé comprenant les étapes consistant à :
    générer un message concernant un premier événement en réponse à l'initiation d'un ou plusieurs systèmes dans le premier véhicule, ledit message ayant des données électroniques intégrées indiquant l'emplacement du premier événement (1002) ;
    diffuser le message généré concernant le premier événement du premier véhicule à au moins un deuxième véhicule dans la plage de diffusion du premier véhicule (1004) ;
    ledit procédé comprenant en outre les étapes consistant à :
    recevoir un message concernant un deuxième événement généré et diffusé par un troisième véhicule (1100) ;
    déterminer si le message reçu est applicable au premier véhicule sur la base au moins d'un emplacement du deuxième événement intégré audit message reçu (1112) ;
    délivrer un avertissement au chauffeur du premier véhicule si l'on détermine que ledit message reçu est applicable audit premier véhicule (1114) ;
    générer un message d'arrêt indiquant que le deuxième événement a pris fin en réponse à une entrée reçue du chauffeur du premier véhicule après délivrance d'un avertissement ; et
    diffuser ledit message d'arrêt généré vers au moins un quatrième véhicule dans la plage de diffusion du premier véhicule.
  15. Support lisible sur ordinateur portant une ou plusieurs séquences d'instructions pour fournir des avertissements de véhicule à véhicule initiés par le chauffeur, lesquelles instructions, lorsqu'elles sont exécutées par un ou plusieurs processeurs, amènent les un ou plusieurs processeurs à effectuer le procédé selon la revendication 11, 12 ou 14.
EP09800986.3A 2008-07-24 2009-07-23 Dispositif d'avertissement anonyme de véhicule à véhicule lancé par un conducteur Active EP2307980B1 (fr)

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US12/179,424 US20100019932A1 (en) 2008-07-24 2008-07-24 Driver Initiated Vehicle-to-Vehicle Anonymous Warning Device
US8609908P 2008-08-04 2008-08-04
PCT/US2009/051490 WO2010011807A1 (fr) 2008-07-24 2009-07-23 Dispositif d'avertissement anonyme de véhicule à véhicule lancé par un conducteur

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JP2007248425A (ja) * 2006-03-20 2007-09-27 Clarion Co Ltd ナビゲーションシステム並びに装置、その制御方法及び制御プログラム
DE112008003932B4 (de) * 2008-07-11 2022-04-28 Elektrobit Automotive Gmbh Technik zum Übertragen einer Nachricht zu einem Zielort über eine Kommunikation von Fahrzeug zu Fahrzeug

Cited By (3)

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Publication number Priority date Publication date Assignee Title
US10636301B2 (en) 2018-03-14 2020-04-28 Honda Research Institute Europe Gmbh Method for assisting operation of an ego-vehicle, method for assisting other traffic participants and corresponding assistance systems and vehicles
WO2024030251A1 (fr) * 2022-08-03 2024-02-08 Qualcomm Incorporated Filtrage de messages de données de capteur v2x
US12488687B2 (en) 2022-08-03 2025-12-02 Qualcomm Incorporated Filtering V2X sensor data messages

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CN102037458A (zh) 2011-04-27
CN102037458B (zh) 2016-01-27
KR20110043535A (ko) 2011-04-27
BRPI0913025A2 (pt) 2015-10-13
CA2725830A1 (fr) 2010-01-28
EP2307980A4 (fr) 2012-02-01
ES2594231T3 (es) 2016-12-16
RU2011103457A (ru) 2012-08-10
JP2011529226A (ja) 2011-12-01
AU2009273977A1 (en) 2010-01-28
WO2010011806A1 (fr) 2010-01-28
WO2010011807A1 (fr) 2010-01-28
EP2307980A1 (fr) 2011-04-13
JP5456039B2 (ja) 2014-03-26

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