DE10149206A1 - Method and device for mapping a road and accident prevention system - Google Patents

Abstract

Apparatus and method for mapping a road while driving a vehicle, wherein two data acquisition modules are arranged on the sides of the vehicle, each having a GPS receiver and an antenna so that the position of the vehicle can be determined and of which Each has a linear camera that provides one-dimensional images of a surface on each side in a vertical plane perpendicular to the road so that information about the road is provided from a perspective perpendicular to the road. A processor unit forms a cartographic database of the road, in which it correlates the vehicle position with the information about the road. Instead of the cameras or in addition to the cameras, scanning laser radars are available which emit waves perpendicular to the road downwards and receive reflected waves, from which information about the distance between the laser radars and the ground to be used in the formation of the database is derived can.

Description

Background of the invention

This invention relates to the safety of automobiles, intelligent security systems for Highways and highways, the prevention of accidents, the recognition of blind spots, anticipatory sensors, automatic vehicle control, intelligent cruise control devices Navigation of automobiles, the safety of trucks and road trains and so on related subjects.

The invention relates generally to methods for mapping roads, for which a Vehicle-mounted device is used, as well as this mounted in the vehicle Device itself.

Summary and Objects of the Invention

An object of the present invention is to provide a new and improved method and a Device for mapping roads.

Another object of the invention is to provide a new and improved method and a Device for a (compared to current state-of-the-art systems) faster and faster to introduce more accurate cartography of roads.

In order to achieve these objectives, a vehicle-mounted one includes Device for mapping a road while driving the vehicle in question a first Data acquisition module designed to be mounted on a first side of the vehicle and a second data acquisition module configured to be located on a second side of the Vehicle is attached. Each module comes with a GPS receiver and an antenna equipped so that the determination of the position of the vehicle is possible. In addition, each includes Module is a linear camera designed to image one-dimensional images of a surface on a computer first or on a second side of the vehicle receives. The linear cameras deliver Images of a vertical plane that runs perpendicular to the road, so that from this perspective a View of the road in a direction perpendicular to the road as well as information about the Road are detected. A processor unit is connected to the modules. She forms the Cartographic database of the road by showing the position of the vehicle on the road in correlation to the information about the street. This processor unit can be firmly mounted in the vehicle his. However, it is also possible that the data is detected and stored in a storage unit in the vehicle be stored and that the cartographic database later from this stored data is derived.

The linear cameras can be a linear CCD or CMOS system or a act other photosensitive array. The light cameras may include a lens that is a Field of view of an approximate center of the vehicle creates the horizon, the Linear cameras are designed to take one-dimensional images that cover the entire road pertaining to the approximate center of a lane on which the vehicle is traveling, and of from there extending further to the horizon.

Each module may further comprise a scanning laser radar device that configures so is that waves are transmitted down into a plane that is perpendicular to the road, and that this device also receives reflected radar waves, so that it information about the distance between the laser radar and the ground and thus information about the Street can give. The laser radar can be tuned to the same via a module on the linear camera or be synchronized with it, so that a common field of view is created. This Laser radar devices may be pulse or tone modulated. In one embodiment Laser radar devices are used in which the linear cameras an optional Represent extension of the system.

Each module may further comprise a video camera designed to be Images of an area extending in front of the vehicle takes up, with shots of the Environment of the road and, for example, traffic signs and other informational displays recorded and information about the road. This information goes into the cartographic database. The video cameras may be color video cameras, high- Speed video cameras, wide angle cameras, telescope cameras, black and white video cameras and Infrared cameras act. Artificial lighting devices can be integrated into the modules or be connected to the modules so that artificial lighting at least then is given when the video cameras realize that the natural lighting conditions for the Taking pictures is not enough. For this purpose, a laser scanning system can be designed be that there is a certain part of the area in front of the vehicle with a bright spot illuminates. A rangefinder in the form of a laser scanning system can be used with at least one of Video cameras are connected, with the distance determined by the distance meter Information about the road, which is also included in the cartographic database.

Another aspect of the invention is a computer-controlled vehicle and obstacle Localization system and a method that includes the following steps: Continuous Reception of GPS signals via a network of satellites and a first communication link on a single one of a variety of vehicles, so that together with centimeter accuracy Maps a first accurate determination of the position of the main vehicle on one on the earth's surface running road is possible; Continuous reception of a DGPS auxiliary and correction signal for correcting propagation delay errors in the GPS signals over a second one Communication link from a station or a satellite to the main vehicle; in evaluation the cartographic database continuous GPS, DGPS and accurate signal Determining the position of the main vehicle on the earth's surface with centimeter accuracy; Transmitting the position of the host vehicle to another of a plurality of vehicles; Verification of the fact that the other vehicle for the main vehicle is a danger of collision represents the basis of this review, the position of the other vehicle relative to Main vehicle and to the road, as well as generation of a response in the form of a warning or Vehicle control signal to influence the vehicle movement in the lateral or longitudinal direction, that a collision with the other vehicle is avoided.

In some embodiments of the invention, the step of recognizing comprises recognizing objects by checking with one or more cameras, radars or laser radar Devices located in the main vehicle. The step of analysis includes the processing and Analysis of digital signals transmitted by one or more cameras, radars or Laser radar devices detected video images include, as well as the processing and analysis of digital signals based on pattern recognition and ranging algorithms. The detected objects may be fixed or movable, known or unknown Obstacles, people, bicycles, animals or similar objects.

Another feature of the invention is that, depending on the nature of the neuronal fuzzy Logic control system detected response of one or more of the systems mentioned below is controlled: a brake pedal, an accelerator pedal, a steering system (for example the steering wheel), the horn, the lighting system, a mirror, the defroster system or one of the Communication systems.

In the first phase of the implementation of this invention, only a few need to be on the vehicle minor retrofitting be performed. This includes the retrofitting of a differential GPS system and a precise cartographic database. In this first phase, the driver becomes only warned if there is a risk of it coming off the road. In the second phase of the Implementation of this invention, the system is extended by a system that prevents that the driver assigned his assigned corridor and in particular the road with high Speed leaves. In further phases of the implementation of this invention, the Integration of other systems that cover the road and prevent accidents with vehicles, in which the system is not installed. In addition, the system is about communication systems added, which allow the main vehicle to its position, its speed, etc. in conveyed vehicles that are also equipped with the system.

A primary preferred embodiment of the system thus includes equipping one Vehicle with a DGPS system, laser gyroscope or other inertial Guidance system, a control device for steering, accelerator and brake pedal, a digital Cartographic system with an accuracy of fractions of a meter and the corresponding Maps (or a function for accessing the required maps), an infrared pulse Laser Radar, a system for detecting or receiving signals from one on the road based, precise position detection system, as well as communication systems, the following Purpose: (1) to exchange data with similarly equipped vehicles, (2) Receiving updated maps and map status information, and (3) receiving Weather and road conditions information. A preferred embodiment of Infrastructure enhancements include a DGPS system, a precision based position recognition system Micropower Pulse Radar System (MIR system) or Radio Frequency Radar Identification system (RFID system) and a local system for the detection and transmission of Weather and road conditions information.

This invention thus comprises a method and a device for preventing Accidents with motor vehicles. In this case, a motor vehicle with a differential GPS or DGPS Navigation system and an inertial navigation subsystem equipped. Part of the system may be an array of infrastructure stations located at various points along the Route allow the vehicle to recognize its own position. These stations are in the Usually attached at intervals of about 80 kilometers on the roadway, but can also be less common or installed more frequently. This ultimately depends on what is described below Requirements. Thanks to these stations, the vehicle itself can become a DGPS station Correct errors of the GPS system and the position of the vehicle based on the primary Detect control system. In addition, these stations provide enough information for that the vehicle the carrier frequency to determine its absolute position with accuracy of a few centimeters as long as there is a line of sight to a satellite. In addition, the vehicle, for example, information about the edges of the roads and Roadways and on the position of the vehicle available, so that the vehicle control system constantly determine the vehicle position relative to the edges of the road and / or the roadway can. After the initial implementation, the driver drives his vehicle without sacrificing presence to be aware of an accident prevention system. However, if he falls asleep or for other reasons There is a risk that he will leave the road at high speed, recognizes that System that the vehicle approaches one of the roadsides. Then either a Acoustic alarm signal issued or it is prevented that the vehicle leaves the road, if it meant an accident. In some cases, the system automatically reduces the Speed of the vehicle and bring it to a stop on the edge of the road.

A first improvement of the main invention is in the equipment of the vehicle with an instrument based on a radar, laser radar, optical or infrared system or a similar technology the presence, position and speed of others, on the Road vehicles which are not equipped with the accident prevention system. The accident prevention system according to the invention can not all for the reasons discussed above Avoid accidents with such vehicles, but provides a level of safety, in our view above all of the current state of the art known systems. Some improvements Compared to the current state of the art result from the fact that with the system equipped vehicle knows the position of the road edges and lane boundaries, not only in their own environment, but also in the vicinity of nearby vehicles. Consequently, the vehicle equipped with the system can recognize that an approaching Vehicle has already left its corridor, and it can warn the driver respectively one Trigger evasive maneuvers. In systems based on the current state of the art, the Position of the vehicle relative to the road not known, with a much lower Discrimination option is connected.

A second improvement of the invention is to provide a Communication with nearby, similarly equipped vehicles, which is the permanent Exchange of position data with these vehicles allows. Because each vehicle's position and in order to know the speed of all potential vehicles for a collision, can reduce the risk of vehicle collisions and finally, if all vehicles with The system according to the invention are equipped, even completely eliminate.

A third improvement involves the integration of software into the system so that the Vehicles drive on special vehicle corridors and the driver takes control of the vehicle to the vehicle-based system and possibly a street computing system. Thereby It is then possible that the vehicles drive at high speed close to each other and so that the vehicle throughput of a road can be significantly increased. Of course then one has to Any vehicle using such a corridor, equipped with the system according to the invention his. This in turn means for the vehicle owners an incentive to their vehicle also with a equip such a system to use the controlled corridors and thus the To shorten travel time.

State-of-the-art systems required elaborate changes to the Roads to such a controlled high speed of closely behind each other Allow vehicles. These changes require that the system of a strong Infrastructure is supported. The present invention does not require any in its simplest form Changes on the road. Instead, it relies primarily on the GPS or similar Satellite system. The information about roadsides and lanes are either in the stored in-vehicle memory or be transferred to the vehicle while driving. Also the permissible speed is given to the vehicles in the restricted corridor transfer. Consequently, each vehicle moves at the same speed. Because all vehicles Knowing the position of all other nearby vehicles may slow down a vehicle, for example due to engine damage, taken appropriate action to prevent an accident. It is not necessary that the vehicles are in groups drive, as proposed in some systems according to the current state of the art and is required. Instead, each vehicle can be independent of another in the corridor retracting and leaving the corridor at the speed set by the system driving, leaving the corridor may be associated with the need for the system to inform accordingly.

Another improvement involves the transmission of additional information about Weather conditions, accidents, etc. to the vehicle equipped with the system so that its Speed can be limited to a level that, for example, given the Road conditions is safe. On wet roads and outside temperatures below freezing the danger of black ice formations. Even in such cases, the vehicle from the Road information system in order to avoid driving with excessive, to prevent dangerous speed.

Hereinafter further objects and advantages of the invention:

Presentation of a system partly based on the Global Positioning System (GPS) or a equivalent system and that it is an in-vehicle electronic system allows the vehicle position with an accuracy of one meter (or less) too determine.

Presenting a system that is an electronic system in-vehicle allows the position of the road edges and / or lane boundaries near the Vehicle with an accuracy of one meter (or less) to determine.

Presenting a system that is an electronic system in-vehicle allows the position of the roadsides and / or lane boundaries relative to the vehicle with to determine an accuracy of about 10 centimeters.

Presentation of a system with the risk of accident of a single vehicle due to an improper exit of the road at high speed essential is reduced.

Presentation of a system whose implementation requires no changes to roads and the controlled driving of vehicles on a road at high speed allows so that the traffic flow on the crowded streets can be increased.

Presentation of a collision avoidance system, consisting of a sensor system based on the Presence of at least one other vehicle near the system equipped vehicle and an instrument for detecting the position of the vehicle other vehicle relative to the lane boundaries and thus check the fact whether the other vehicle deviated from the correct position on the road and the accident risk increased and, where appropriate, initiation of the necessary measures Reduction of this risk.

Presentation of a system that allows vehicles that are close to each other to To each other their position and / or their speed can report, in order thereby the risk to reduce a collision.

Presenting an instrument that maps exact road maps to an on-road map Vehicle can be transmitted.

Presentation of an instrument with the weather, road conditions and similar information can be transmitted to a driving on a road vehicle and presentation of a Instruments inside the vehicle that can use this information to reduce the risk of To reduce accidents.

Presentation of an instrument and device that serve to power a vehicle certain places on a street knows exactly where its heading, if it passes through or over a particular infrastructure based subsystem, which causes the Electronic systems of the vehicle is possible to correct even satellite errors, so that the Vehicle itself for a short time becomes a DGPS station.

Use of state-of-the-art navigation assistance systems, such as WAAS and LARS, and others current or future available systems to ensure accuracy of the determination of Vehicle position of less than one meter.

Use of the OpenGIS ™ cartographic database structure to open to the invention To make systems usable with exact maps.

Excluding accidents at intersections, which are due to the fact that a driver a red traffic light or a stop sign disregarded.

Excluding accidents at intersections, which are due to a driver despite Oncoming traffic turned off.

In contrast to some state-of-the-art systems should be at the Implementation of this invention and in particular when all vehicles with a equipped system according to the invention, an automatic braking of the vehicle rarely necessary should be, and interference with the steering or the intensity of the accelerator pedal should be in the be sufficient to prevent accidents in most cases. Braking means, in most cases, that the accident was not expected.

It is important to understand that this is a process control problem. The process is designed so that a failure is impossible and consequently excludes all accidents should be. Examples of events that could cause problems for the system include, for example a deer running into the front of the vehicle, a box falling down from a truck, on the roadway of falling rocks and a catastrophic system failure on the vehicle. Continuous improvements to the procedure must therefore be made before these events can be eliminated substantially. Every single driver and every single control and Control system of a vehicle are part of the system. Does the driver notice that such Event occurred, he must have the possibility to stop the process to an emergency situation prevent or mitigate their effects. All vehicles equipped with the system can therefore relay the message that the process has been stopped and therefore For example, the vehicle speed should be significantly reduced until the vehicle Danger point has happened or the problem no longer exists. In other words, the driver is Part of the process.

This invention is a method and apparatus for exclusion of accidents by accurately determining the position of a vehicle, through accurate knowledge of the Location of the road and by a communication of the vehicles among themselves as well as between the Vehicles and the infrastructure that supports the traffic. Accidents happen, if not Circumstances are driven too fast or the vehicles leave their corridor. With this invention, these and other causes of accidents can be eliminated. On multi-lane Roads prevents implementation of the invention changing into another lane due Lack of consideration of the blind spot in the rearview mirror, so that with this problem can be overcome. The vehicles drive in any case along a corridor, with the Width of this corridor of a lane, the entire road or an intermediate value according to the road conditions and the traffic volume.

The implementation of the invention occurs both through the application of an inertial Navigation system (INS) or a DGPS, sometimes under extension of the carrier frequency. Due to the fact that the signals from at least four GPS or GLONASS satellites are not always present and there are errors related to the receipt of several Route information can come from a particular satellite is not a hundred percent reliance possible to the DGPS systems. The crucial part of the system is therefore the INS. In that Measurements on how to launch more satellites and open additional earth stations will become this System further improved. In addition, a significant improvement occurs when WAAS and LAAS systems are implemented and improved so that they can also be used Agricultural machinery and aircraft can be used.

Experts in this area will see further improvements. The ones described above Features should serve the illustration and not the definition.

Brief description of the drawings

Fig. 1 shows a GPS satellite system with the 24 satellites orbiting the earth.

Fig. 2 shows the transmission of position information by four GPS satellites to a motor vehicle and to a base station, which in turn transmits the corresponding differential correction signal to the vehicle.

Figure 3 shows a WADGPS system with four GPS satellites transmitting position information to a motor vehicle and a base station, which in turn transmits the corresponding differential correction signal to the vehicle.

Fig. 4 is a logic flow diagram showing the combination of the GPS system with the Intertial Navigation System.

Figure 5 is a block diagram of the system and method for accident prevention, warning, and control of a motor vehicle according to the present invention showing system sensors, transceivers, computers, displays, input and output devices, and other important elements.

Fig. 6 is a block diagram of a picture analysis computer of the type which may be employed in a system and method for accident prevention according to the present invention.

Fig. 7 shows a vehicle traveling on a road in a fixed corridor.

Fig. 8 shows two vehicles running side by side on a road and between which there is a communication link.

Fig. 9 is a schematic diagram showing a neural network of a type useful for use in the image analysis computer of Fig. 5;

Fig. 10 is a schematic diagram showing the structure of a node processing element in the neural network of Fig. 9;

Figure 11 shows the use of a precise positioning system with three micropower pulse radar transmitters or three RFID ports in a configuration that allows a vehicle to accurately determine its position.

Fig. 12a is a flow chart of the method of the invention for preventing accidents by lane departure.

Fig. 12b is a flow chart of the method according to the invention for preventing accidents due to the crossing of boundary lines.

Fig. 12c is a flow chart of the method of the present invention for preventing accidents due to overrun of hold signals.

Fig. 13 shows an intersection with a stop sign on the subordinate road with the danger of a frontal side impact and a rear impact.

FIG. 14 shows a poorly visible traffic light junction at which there is the danger of a frontal frontal collision.

Fig. 15 shows an intersection at which there is a danger of a head-on-front impact when a vehicle misses the oncoming traffic.

Fig. 16a is a side view of a vehicle equipped with a cartographic device according to the invention.

Fig. 16b is a front view of a vehicle equipped with a cartographic device according to the invention.

Fig. 17 is a schematic perspective view of a data acquisition module according to the invention.

Fig. 17a is a schematic diagram of the data acquisition module according to the invention.

Fig. 18 shows the view of a road from the perspective of the video cameras accommodated in both the data acquisition modules.

Detailed description of the invention

The present invention uses GPS satellite technology for position detection, including the MIR and RFID transmitter triads, the kinematic vehicle position and Trajectory parameters for a system and method for preventing vehicle collisions to make usable. The inventions described herein are not limited to the specific GPS and PPS Limited devices disclosed with the preferred embodiments, but are for use in all and any such satellite-based position-sensing devices, Systems and procedures are designed as long as these devices, systems and procedures input signals which can be analyzed by a computer, so that an accurate quantification the vehicle position and the kinematic motion parameters in real time is possible. Consequently, it is assume that the GPS devices shown in this document and generally mentioned and Process, unless otherwise specified, represents any and all apparatus which are suitable to recognize such parameters of position and kinematic motion.

Likewise, for example, the present inventions generate surveillance image data that can be analyzed by a scanning or imaging system or method. The herein The inventions described can not be limited to the specific, in the preferred embodiments described sampling and image capture devices remain limited, but instead intended for use with all applicable electronic detection devices, as long as the corresponding device can generate an output signal from a computer is to analyze the recognition and categorization of objects. Consequently, it can be assumed that the scanning and image capture devices shown in this document and generally mentioned, Unless otherwise stated, represent all and any devices that are suitable to one to scan certain area or capture images from it. Accordingly, the words are "Scanning" and "image capture" broad and general interpreted in this document.

In addition, various computer and control devices are disclosed, which execute various control and regulation operations. The special shape of the computer is for the invention meaningless. In this preferred embodiment, the applicants share the Calculation and analysis operations on various collaborative computers and On microprocessors. However, with appropriate programming, as professionals can known in this field, the inventions also with a single high performance computer be implemented. It is therefore not the intention of the applicants, their invention to a restrict certain form of a computer.

In addition, examples are given in this publication. It is not the intention of Applicant, within the scope of the invention, the use of structures, materials or To exclude acts that are not expressly named, but nonetheless to Execution of a claimed function can be used.

The above and other objects are achieved with the present invention. She poses Systems and methods for avoiding the collision of motor vehicles and for warning and Control based on satellite-based GPS position detection systems and by precise positioning systems were added, the centimeter-accurate position determination permit the determination of vehicle behavior, positional coordinates and kinematic Allow movement parameters of a vehicle. The GPS position and computer systems are in Video scanning, radar, laser radar, speed and / or accelerometer as well Gyroscopes integrate and provide not only accurate information about the location of a vehicle, but also about objects that pose a potential collision hazard and / or others Hazards. With the help of modern technologies of image processing, the Video information signals quantified. Depending on the identified dangers warning and control and Derived control signals.

The above-described outputs from the sensors become in-vehicle neural Net as well as in neural fuzzy calculation algorithms used to obtain optimal precision of the To reach warning, control and regulation signals and thus collisions with other vehicles or to avoid objects or hazards found on the road. In a preferred embodiment will be neuronal fuzzy control algorithms for development coordinated braking, acceleration and steering control signals used to each Optimally control the vehicle to minimize the effects of potential collisions to be able to. All vehicles are equipped with video, radar, laser radar, GPS positioning and Lane data is transmitted indicating the movement of the vehicle in question and all those in its vicinity describe vehicles.

The neural fuzzy calculation algorithms are also dangers and others Consider obstacles that pose a potential hazard to a particular vehicle could. All objects, obstacles and / or other vehicles that are at any Place in front of or behind a particular vehicle or on its sides are in the Fuzzy control algorithms in the calculation of the optimal control and warning signals considered.

Description of the GPS system

Referring to Figure 1, the currently operating Global Positioning System with its 24 satellites 2 represents a true revolution in vehicle navigation throughout the world. The satellites orbit the earth on six lanes 4 . To achieve the full navigation potential, however, the GPS must be extended, on the one hand to improve the accuracy, but on the other hand, the time until a driver information on an existing malfunction of a GPS satellite (the so-called integrity problem) To shorten.

The Global Positioning System (GPS) is a satellite-based navigation and time signal Transmission system developed by the US Department of Defense. The GPS is from civilian and military users at sea, in the air and on land. Part of the GPS is the standard positioning service (SPS). This service offers civil users a Positioning accuracy of 100 meters. The Precise Positioning Service used by the military is the Accuracy even 20 meters. Both services can be used worldwide without special devices become.

With a differential operation of the GPS should be the accuracy and integrity of the system be improved. One or more high-quality GPS receivers are known Monitoring sites positioned to check the incoming GPS signals. This Reference station (s) estimate (estimate) the slightly varying components of the satellite measurements and correct any GPS satellites that have a line of sight connection. The corresponding Correction signal is transmitted to all DGPS users who are within range of the Radio facilities are located.

The system described here achieves its high accuracy through the combination of the Inertial guidance system that allows accurate detection of positional changes, and multiple data acquisition by the GPS system. Expressed differently: As time approaches the calculated position becomes more and more the real position. The inclusion of the DGPS is associated with an increase in accuracy by at least ten times what (a sufficient Number of DGPS stations) is sufficient in some cases, without Carrier frequency corrections must be made. Another significant improvement System accuracy to the required level is achieved when the vehicles through the Establishment of an appropriate infrastructure of stations at the respective locations to theirs own DGPS station.

In the case of multipath interference, several signals are transmitted to a particular receiver, one of these signals, for example, from the reflection of a building or the ground can result. Since multipath disturbances are geometrically based phenomena, They can by appropriate precautions on the highways and a suitable Antenna construction to be overcome. Also outgoing from other vehicles Multipath disturbances can be excluded, because the positions of these vehicles are known. An important feature of the DGPS system is that the errors of the GPS satellites change slowly over time, so that it is sufficient from time to time accordingly Correction signals to the user to transfer. Through an implementation of Reference signal receivers installed at a distance of 25 to 120 km are to be tested with local DGPS System accuracies of 10 cm to 1 m achievable, which in RtZF systems an insignificant Deviation means. Even better results are achieved if suitable in the infrastructure Transmitter be integrated.

One type of long-range DGPS (WADGPS) system spans the entire United States and achieves an RMS accuracy of less than 50 cm. This system is described by Bertiger et al in "A Prototype Real-Time Wide Area Differential GPS System ", Proceedings of the National Technical Meeting, Navigation and Positioning in the Information Age, Institute of Navigation, January 14-16, pp. 645-655. An RMS error of 50 cm is immaterial to the RtZF system. In the Implementation of this invention can significantly improve with more accurate monitoring devices Accuracies are achieved. This applies in particular to the determination of the distances to Roadside and to the lane boundaries. Another WADGPS system is the OmniSTAR system whose accuracy is said to be 6 cm (1 σ).

The DGPS system overcomes common mistakes. This is especially true for those Errors due to the reference signal and the remote receivers (not on Multipath interference and receiver noise). Most often these errors occur when the Receiver are positioned close to each other (distance less than 100 km). With DGPS systems, based on C / A code PLC signals, differential position accuracies between 1 and 10 meters can be reached.

Using the commercial CNET system, accuracies of about 30 cm possible, provided that the base stations are not more than 50 km away from the vehicle. To cover the CONUS system would under these conditions about 1000 base stations needed. The same accuracy can be achieved by using another method: Then, as described above, the vehicle would have to be its own DGPS system whose Coordinates change every 50 km.

Unfortunately, with respect to the sources of error mentioned above, a rapid decorrelation occurs, when the distances between the reference station and the vehicle increase. Of a "conventional DGPS system" is spoken when the distances are so small that errors not significant. Single or multiple reference DGPS systems are used when should be emphasized that it is a single or multiple reference stations. If the coverage area increases and at the same time the number of inpatient referral recipients should be reduced, models of spatial and temporal variance of the residual error be developed. One way to achieve these goals is the Wide Area Differential GPS system (WADGPS).

Pseudolites are artificial, satellite-like structures attached to the surface of the earth and with which the accuracy of the DGPS system can be improved. Such structures could be part of the RtZF ™ system.

The Wide Area Augmentation System (WAAS) is designed to replace the Instrument Landing System which is currently still used nationwide at the airports. The WAAS system offers one Accuracy of 1 to 2 meters and is used to control the landing of aircraft. Is the vertical position of the observation subject known (as in automobiles on the street of the Case), this accuracy can be significantly improved. Consequently, the WAAS System for many purposes of this invention can be used to obtain accurate position data from To deliver motor vehicles. The accuracy of the WAAS system is further enhanced by the fact improves that each WAAS receiver is equipped with an atomic clock, which is through the Inclusion of carrier phase data enables high accuracy. At some locations will be to achieve accuracies of less than one meter.

The WAAS system is based on a network of around 35 ground reference stations. The signals GPS satellites are used both by aircraft receivers and by the Ground reference stations received. Each of these reference stations is closely monitored so that errors in the GPS Signals are detected. This information then becomes a widely-used main station forwarded. This master station calculates the correction algorithms and estimates the System integrity. These data are converted into a message format and sent to a ground station from where they are forwarded to a geostationary communication satellite. From there, the correction information will be on board the aircraft Transmit receiver that makes the necessary corrections. In addition, the act Communication satellites as additional navigation satellites of the aircraft, the additional Transmit navigation signals for position determination.

The FAA plans to implement a network of local, differential GPS stations that will support their Transfer information to the aircraft. This system is called Local Area Augmentation System (LAAS). The LAAS system offers an even higher complement to the WAAS system Coverage for the areas around large airports.

For the purposes of the RtZF ™ system, both the WAAS and LAAS systems would be used useful, but are probably inadequate, unless the information in others mathematical systems such as the OmniSTAT ™ WADGPS System used. In addition to aircraft, there are many places where a reception of LAAS or WAAS information is impossible or (even more important) in which the GPS Signals do not provide the necessary accuracy and reliability. That's why it is It is possible that the first RtZF ™ systems are based on WAAS and LAAS systems, but in the Measures in which the system approaches the goal of total accuracy become road-based Systems preferred that allow a vehicle to specify the exact position. On In this area, however, extensive development work takes place, so that all systems always still considered potentially suitable for implementation in the RtZF ™ system and only in the course of time will the most cost-effective crystallize out.

An extremely accurate variant of the GPS system is the Carrier Based Differential GPS system. This form of GPS system uses the 1.575 GHz carrier component of the GPS signal, on which the pseudo random number code (PRN code) and the data component are superimposed. The current versions of the Carrier Based Differential GPS system include systems for Position determination for the carrier component of a GPS signal, which on the at two different antennas measured phase shift, a base station or a pseudolite and based on the vehicle. This technology requires that you first determine how many integral wavelengths of the carrier component at a particular time between two antennas are present. This value is called integer ambiguity resolution. There are different approaches to this resolution. Some examples are in the US patent Nos. 5,583,513 and 5,619,212. With these systems, accuracies of less than one meter, in some cases even less than one centimeter. In the US patent No. 5,477,458, a DGPS system is disclosed whose accuracy is around 5 cm and whose Base stations are located in a radius of about 3000 km. Do you work with such System, only a few base stations are needed to cover the mainland US. adversely This system still affects the lack of availability of accurate signals from the vehicle regardless of its position on the road as well as more accurate signals from those in the area Vehicles and objects off. Nevertheless, the principle of using the carrier frequency for accurate Determining the position of a vehicle even in the expressway systems described below be used, with extreme accuracy is achieved. Also with the use of the below described PPS system, in which a vehicle becomes its own DGPS system, the Problem of ambiguity of the carrier phase eliminated, because the number of cycles can be calculated determined (assuming the exact position is known). If the lock on a Satellite does not fail for more than a few minutes, ambiguities are in relation to the PPS station located vehicle excluded.

There are no other sources of information to increase the accuracy of the Position determination can be used. The use of a GPS system with four satellites allows the three-dimensional, time-dependent determination of the vehicle position. Of these dimensions is the vertical the least well known. However, the vehicle "knows" itself, where it is on the The vertical dimension is not only the least important, but it is already known from the road map and the intertial guidance system.

Another help is provided by markers that are placed along the roadside and at which are visual, passive or active transponders, reflectors or other technical Solutions acts. They are all based on the principle that a vehicle passing by the marker is the vehicle Identify the identity of the marker and retrieve it from a database from its exact location. If there are three or more such markers on the roadside, their exact position can be determined Triangulation can be determined. Although placing such markers on all roads is below Circumstances can not be practicable, then it is a positioning on particularly congested Areas or locations known to be in line of sight with the GPS satellites blocked, makes sense. Below, a variant of this concept will be discussed.

Although initially preferred to use the GPS navigation satellites as the base technology is, the invention is not limited thereto. Instead, with it is the use of all procedures intended by which determines the position of a motor vehicle relative to the earth's surface exactly can be. In addition, the positions of the roadsides and the other vehicles must determined relative to the Earth's surface and all relevant information in a control and Control system will be evaluated, to initially significantly increase the number of traffic accidents reduce it and later exclude it altogether. The optimal mix of technologies that the The most cost-effective solution can only become apparent over time and in the course of the further Crystallize system development. All forms of information and all types of communication come into consideration, including direct communication with stationary and mobile Satellites and communication with fixed ground stations using infrared, radar, Radio and optical beams and other components of the electromagnetic spectrum. Here are some more examples:

Mobile stations may use a pseudo-GPS system instead of or in addition to satellites form. The exact position of a mobile communications tower does not necessarily have to be known initially. When the GPS satellites are monitored from the tower over a sufficiently long period of time their position can be computationally determined, since this computational value always statistically closer to the exact position. Consequently, every mobile tower with a very small Cost to a well-functioning DGPS base station to be developed. The Transmission of the DGPS corrections to the motor vehicles is for example by means of a Subcarrier frequency via a VHF radio possible. An infrared or radio transmitter attached to the road can transmit the information about the course of the roadside. The use of a CD ROM or other mass storage to be activated at the beginning of a controlled road, is possible to transmit the roadside data to the vehicle. It is intended that finally via a satellite at periodic intervals, possibly every five minutes, one Overview is transmitted with data that the entire CONUS system with the latest updates for contains all map segments. If a particular vehicle does not have the latest Information for the region in which it is currently located, it can with the help of the on-board Mobile phones to retrieve the appropriate cards, for example via the Internet. Emergency information is processed in a similar manner. That means in practice: falls in Tree on the road, all nearby vehicles will be in as soon as possible in Knowledge set.

Especially at the beginning is to be expected that the DGPS or GPS system and their different variants have a plurality of holes, so that the vehicle is not accurate Aid for determining the own position data is available. The below described inertial navigation system helps to fill these holes. His accuracy however, is for a period of significantly less than an hour and a distance of less than 80 km before it has to be corrected again. That may not be enough to close the gap until the DGPS system becomes available again. It will therefore The RtZF system also intends to use low cost systems along the road are positioned and allow a vehicle to accurately determine its position. As An example of such a system is the use of three Micropower Impulse radar units (MIR Units) developed, for example, by Lawrence Livermore Laboratory.

MIR systems operate with very low power consumption and periodically emit a very short spread spectrum radar pulse. The cost of a MIR system is about $ 10, even for small quantities. If three such MIR transmitters, 151 , 152 and 153 , as shown in Fig. 11, placed along the road and triggered at the same time or with a known delay, when passing a vehicle equipped with a corresponding receiver system, the time of receipt of the pulses and to determine the position of the vehicle relative to the detected transmitters. The point at which all three pulses arrive simultaneously corresponds to the point at which the vehicle is equidistant from all three transmitters. With the help of a map this point can be determined exactly. Three devices are enough, because only two dimensions have to be determined. It is assumed that the vehicle is on the road and consequently its vertical position is known. Otherwise, four MIRs are needed. It is not necessary for the signals to include identification information because the vehicle is not so far away from the transmitters that their positions could be confused. In this method, accurate data is transmitted to the vehicle each time the vehicle approaches and drives past such triple MIR system. The triangle MIR PPS system or alternatively used other system may also be equipped with a GPS receiver and thus determine the exact position, as described above for mobile towers. Once the location is determined, the GPS receiver can be disabled. In this case, the triangle MIR-PPS system or alternatively used other system may be placed at any location and transmit the exact position data to the passing vehicles. An alternative method is to leave the GPS receiver with the moment GPS data is received from satellites on the PPS system, so that even vehicles that are not sufficiently close to the PPS system can accurately determine their position. A similar system based on the use of RFID ports will be discussed below.

Of course, all of these determinations and positional determinations can be made in a process of approaching the MIR facility; The vehicle does not have to wait until all the data has been received. In addition, the system can be configured so that the signals never arrive at the same time, but always provide the same accuracy. Prerequisite is that the vehicle has a sufficiently accurate clock. Referring to Fig. 11, it can be seen that there is a possibility that the transmitters 151 and 152 recognize the lateral position of the vehicle, while the transmitters 151 and 153 serve to detect the longitudinal position of the vehicle. The three transmitters 151 , 152 and 153 need not be positioned at the edges of a lane. Instead, they can run in multiple lanes and also need not be at ground level, but merely have to be positioned so that passing trucks can not interfere with the transmission of the jets emitted by cars. Particularly in areas of high traffic density, it may be desirable to encode the pulses and work with more than three transmitters to provide further protection against signal blocking or multipath interference.

The power consumption of MIR transmitters is low, so that by a simple Solar cell configuration sufficient supply of most (if not all) CONUS Locations is guaranteed. Based on this exact position data, the vehicle can as its own DGPS station and determine the corrections necessary for the GPS system. It can In addition, they determine the extent of the problem of integer ambiguity and thus the exact number of wavelengths between the vehicle and the satellites or between the Detect the vehicle and the MIR station.

MIR is one of the technologies used to determine exact location data can. As further examples the use of an RFID connection is mentioned, which in the Interact with a polling station the distance between the connection and the radar or one detects another reflector, so that the transit time can be measured.

When a vehicle passes a Precise Positioning Station (PPS), for example, the one above described Mir triad, the vehicle can also transmit this information to other vehicles in the Transferred environment. If the distance between two communicating vehicles also can be determined by the transit time method, the passing vehicle to a Satellite equivalent or a mobile pseudolite. Finally, many transmit Vehicles share their positions with many other vehicles along with details of the accuracy of these Information, this information can improve the accuracy of any vehicle own position data are used. This increases with a growing number of vehicles Also, the accuracy of the entire system until an extremely accurate positioning system for all vehicles has evolved. Because in such a system a multiplicity of sources for Position data is combined, it is against failures of one or more such sources tolerant. That is, the RtZF ™ system complies with the Internet in that it is not closed can be and a big approach to the goal of perfection is to be noted. Some of the Problems associated with this concept will be discussed in more detail below.

Especially with increasing maturity of system implementation and commissioning of complete infrastructure, it can happen that a particular vehicle system is not is operational. This can be caused, for example, by obstacles that provide a clear line of sight prevent a sufficient number of GPS satellites, for example, when a vehicle is in enters a tunnel. The decommissioning of the system can also be due to lack of Roadside information, for example, due to construction, or the fact that the road was not monitored and therefore also no information recorded and to the vehicle could be forwarded. A variety of other causes is conceivable. Consequently, it is considered that any vehicle equipped with such a system also includes a warning light, which warns the driver when he is in a position where the system is inoperable. If it comes to this on one of the lanes equipped with the system, the Reduced speed of the vehicle until the system becomes operational again.

In case of a system failure over a short distance, the vehicle can still be exactly his Detect position when using at least one laser gyroscope, micro-machined angle sensors or equivalent devices and one or more accelerometers , collectively referred to as the Inertial Navigation System (INS). Generally have such INS systems via three gyroscopes and three accelerometers.

The larger the number of sensors on a vehicle, the information on the Vehicle position, transmit to speed and acceleration, the more complicated it is System, so that the use of a neural network or a neural fuzzy system necessary can be used to ensure optimal evaluation of the information obtained. This Circumstance becomes even more important when from the outside next to the GPS-related data more Information becomes available. For example, it is possible to use a vehicle with other vehicles, in where similar systems are installed, communicate and determine their position. Can the Vehicle itself determine the position of the other vehicle, for example by Laser radar systems that emit scanning pulses, as described below, and thus the determination of Relative position of two or more vehicles is possible for all these vehicles Positioning to be optimized. The additional input of all this data into the system would probably a neural network or a combination of neural network and fuzzy Require logic system.

One way to visualize system operation is to look at the Vehicle and the roadside imagine as if a "force field" around the vehicle A collision with another vehicle or an obstacle while driving prevented along the road. It would not be possible for a driver to drive his vehicle leaves the corridor assigned to him. This is achieved by a control and regulation system, the steering, the gas pedal and possibly also the brakes on the basis of Knowledge of the vehicle position, the roadside course and the others nearby Vehicles controls. In a preferred embodiment, the position of the vehicle thereby becomes determines that first the GPS-L1 signal to determine the position with an accuracy of around 100 meters is used. Thereafter, by the DGPS system and correction signals, the either transmitted via VHF or from earth-synchronous or low earth orbiting satellites (LEO Satellites) or downloaded from the street-mounted transmitters, the position with an accuracy of less than 10 centimeters. Finally, the vehicle determines through a MIR system or similar system its exact position and thus the GPS corrections, the carrier cycle ambiguity is eliminated and the INS system is set up. If so is not enough, the phase of the carrier frequency provides the required position data with a Accuracy of a few centimeters. Any gaps may be due to dead reckoning Consideration of the vehicle speed, the steering angle and the speed of the wheels and / or the inertial guide. If there is no line of sight to satellites, Pseudolites or an equivalent system will be installed on the road. To recognize Obstacles become a pulsed infrared scanning laser radar system or an equivalent system used. Communication with other vehicles takes place through short-range radio systems or by spread spectrum pulse radar systems, such as that provided by Time Domain Incorporated . described

Communication with other vehicles - collision prevention

The MIR system can also be used for vehicle-to-vehicle communication unless there is direct line of sight. One advantage is that you get through one Range limitation can determine exactly when a particular vehicle is responding. About that In addition, it is possible in this constellation due to the short transmission time that simultaneously many vehicles communicate with each other.

Description of the system: requirements

The communication between vehicles for the purpose of collision avoidance can not based solely on technologies that require a line of sight, as well as vehicles, too If there is currently no line of sight, a few moments later, a collision may occur cause. On the other hand, a communication between vehicles with line of sight is not required if they are more than 1 kilometer apart. That's why it contains everyone Vehicle sent message according to an embodiment of this invention information, which clearly indicates where the vehicle is and what type the vehicle is. Possible categories include, for example, emergency vehicle, construction vehicle, truck (classified according to Height and weight), cars or oversized trucks. This allows the main vehicle all vehicles which are not potential hazards, even if these vehicles are themselves in the immediate vicinity (albeit on the other side of the guardrail).

With the use of an Ethernet protocol are the requirements of the network which covers all vehicles at the moment in the vicinity of the main vehicle are located. Alternatively, a network may be used that is configured so that the Main vehicle to a certain other vehicle transmitted a message and the corresponding Reaction waits. From the reaction time can then be the relative position of other vehicles determine - another way of determining position. That means: the more vehicles are on the road equipped with the system, the greater the accuracy of the entire system and the more secure the system becomes, as described above.

The only condition for the prevention of accidents under the agreement of a Vehicle from the road or the impact on an obstacle is an accurate knowledge of Position of the vehicle and the roadsides. To avoid collisions with other vehicles It is necessary that the positions of other vehicles nearby are constant to be updated. However, the mere knowledge of the position of the vehicle, which is a potential danger represents is not enough. Important for deciding the right preventive measure accidents are also the speed, the size and the direction of travel. If all Vehicles are equipped with the system according to the invention, the mediation of all takes place necessary information via a communication connection, such as a radio connection. In addition to the signaling of its absolute position data, each vehicle sends a message, its mass, speed, direction of travel and other relevant data. This has the added benefit of having emergency vehicles facing others in their vicinity vehicles can be identified as such and that the leaders of these other Vehicles are enabled to respond appropriately. The same system can also be used to provide information about accidents and other hazards from vehicle to vehicle transferred to.

In a preferred method of communication between vehicles that part of the used electromagnetic spectrum, the only communication via line of sight allows. In most cases, it can only come to a collision between vehicles, the are within sight of each other. This system has the advantage of being "Communication network" includes only vehicles that are located nearby. Here is an example: If a truck blocks the Continued by another, this information is from the blocked truck to the follower vehicle transfer. An improvement of this system is achieved when using a rotating aperture which only allows communication over a restricted angle, thereby reducing the risk of overlapping messages. In such a System, each vehicle can send its messages in all directions, but only one receive certain angle. This also offers the advantage that at least the relative Direction in which the other vehicle is to the main vehicle, "automatically" known is. Such a rotating infrared receiver may be in its operation with the human Eye are compared. This means that it reacts sensitively to rays at a certain angle and then focuses in a certain direction (always only in one), namely the one from which the Rays come. An uninterrupted recording is not necessary. Of course it is with appropriate configuration of the software also possible that a transmitter, the signals in a Emitted angle of 360 degrees, also receives signals at an angle of 360 degrees.

Another preferred embodiment is based on short-range radio links Distances so that a vehicle position data from all nearby vehicles can receive. An example of such a system is the DS / SS system. In such systems there is a possibility that position information received from other vehicles leads to an exclusion of the vehicles in question from further communication, since these Vehicles, for example, use a different road or for other reasons no way direct contact with the main vehicle.

For the communication between the vehicles as well as between vehicle and road were already developed many suggestions. Currently, a DS / SS communication system in the 2.4 GHz INS Tape range recommended. Experiments have shown that the appropriate communication at Distances of up to 200 meters have an accuracy of 100 percent. At a Speed of 200 km / h and a braking value of 0.5 g is the braking distance of one Vehicle 30 meters. In other words: the communication accuracy of 200 meters is sufficient for all Detecting vehicles that pose a potential hazard to the main vehicle.

A related method is the use of a MIR system in one Communication mode. As the width of the pulses typically used by MIR systems contributes is less than a nanosecond, transfers from many vehicles are possible without that there is a risk of interference.

Anything other than the MIR system has the possibility of having several Vehicles try to send a message, causing a "data collision" comes. When all communicating vehicles are considered part of a local area network can be used to solve this problem the standard Ethernet protocol. When using This protocol is at the moment of a data collision each sending vehicle via such Informed collision event and informed that it is his messages to a randomized to transfer later. There are several vehicles nearby and If there is a risk of data collision, the coordinates may last from those in the environment were received as well as the speed of these vehicles stored and to be used to make a forecast about their next positions, even if it's too certain data losses came.

If you want to use a line-of-sight-based system, you can use an infrared or MIR system recommended. In an infrared system, the same time to check the Environment on parked vehicles, pedestrians, animals, etc. can be used as further explained below, both systems can use the same hardware.

If a point-to-point communication can be established between the vehicles, As described in U.S. Patent 5,528,391, a collision detection system is based an ethernet is not needed. For example, if the receiver of a vehicle is always only for the Messages from each sender must be ready to receive, is a much higher Bandwidth possible, because there are no interruptions.

If two vehicles transmit their positions to each other, it is by one Range limitation or sending a "ready to send" signal and the time-related detection the answer possible to determine the distance of the vehicles from each other. It gets away from it assumed that the characteristics of the communication link between the vehicles are known, which is the case when there is a line of sight connection. Is located between the two vehicles, for example, a row of trees, there is a risk of falsification of Measurement result, when the radio waves propagate through a tree. Is the Communication frequency sufficiently low, so that the penetration of a tree is possible, as in the above described example, there is a delay of the waves. Is the frequency, on the other hand? much higher, so that they are blocked by the tree, they can take another path still reach the second vehicle. In both cases, an unrecognizable error occurs on. When a range of frequencies is sent, as in the case of a spread spectrum pulse the case is, and the first incoming pulse contains all the frequencies sent, it is Probably that there is a line of sight between the two vehicles and the right one Distance is determined. If one of the frequencies is transmitted with delay, the Range calculation considered inaccurate and discarded. Again, there is the possibility of the Results of many sending and receiving operations to improve the accuracy of the Distance calculation to use. Other methods for determining the distance are based on radar Reflections, RFID connections, etc.

In the accident prevention system according to the invention, the information about a threatening collision also come from a vehicle that is still quite far away from that Vehicle is closest to the main vehicle. That's a substantial one Improvement compared to prior art collision avoidance systems, which can only react to a few nearby vehicles. Furthermore The system described herein allows simultaneous monitoring of multiple vehicles. comes For example, on the highway to a rear-end collision, this information can be shared with others Vehicles are transferred, even if they are still at a significant distance to Accident site. For state-of-the-art systems, there is one such possibility not. Thus, the system described herein may also be part of the system which is described in U.S. Patent 5,572,428.

The network analogy can be extended if all vehicles receive all received data as receive and transfer a single block of data. In this way will ensuring that all vehicles receive all the important information, albeit from many different sources. Especially with a participation of many vehicles in the data exchange is the Amount of transmitted data in relation to the bandwidth of the infrared, radio or optical Method of data transmission relatively low. Of course, in certain cases, a receiver and be re-sending part of the road infrastructure. This is for example in one Hairpin bend in the mountains conceivable where the oncoming traffic is not visible.

In some cases it may be necessary to have communication between two vehicles takes place to determine the best possible evasive maneuver. This can be the case, for example be in a situation with multiple vehicles one due to a ruptured tire except Control came. In such a case, the planned from a second vehicle Evasive maneuvers are transmitted. The second vehicle then calculates whether due to the planned Dodge maneuvers of the first vehicle collision can be prevented. If not, it will turn on the first vehicle transmitted appropriate information, so that it is the evasive maneuver changes. In addition, the second vehicle may be the first on its own evasive maneuver teaching. When different vehicles communicate with each other in this way, can determine the optimum driving line for all vehicles and thus reduce the risk of accidents become.

If a vehicle gets stuck in a traffic jam in heavy traffic and it wants the road change, can simultaneously with the operation of the turn signal an appropriate message to others Vehicles are transmitted, which then reduce their driving speed and the flashing Vehicle can allow the change of the lane. This is especially at motorway junctions and branches of great importance.

Data exchange with motorway maps

The initial equipment with maps on which for the KONUS system the roadsides and Lane limits are specified, should be installed as possible in the manufacture of the vehicle become. After that, the vehicle electronics themselves check section by section to see if they are up to date Living area and the adjoining environment the latest information. One way of checking this information is to have a satellite in regular Intervals informed the vehicle systems about the latest updates. The duration of the transfer Such information is relatively low and ranges from a few seconds to a minute. Between these periodic update information you can get more information about emergencies such as accidents, fallen trees, etc. If the periodic Update information should be transmitted every five minutes and the motion options If the vehicle is restricted during download operations, the security of the system may be compromised still be maintained: in this case, the mobile phone system of the vehicle logs For example, on the Internet and can download from there the missing data. A An alternative to this is provided by LEOs and other satellites, which transmit the correction data directly.

There is also the possibility that the map data on the highway from a transmitter be transmitted directly. In this case, the vehicles always receive only the ones needed Information that is always up-to-date. Temporary data transmission stations should at least before construction sites or traffic jam prone sections as well as at all positions be installed, where the existing maps are out of date. With such a Emergency data transfer could alert all approaching vehicles to the need be made to reduce the speed and drive carefully. Of course This could also translate minimum and maximum speed requirements become.

There is more information for a driver or the control system of a Motor vehicle are of particular use. These include, for example, weather-related Road information. This information can be determined by road sensor and via a permanent installed system to all vehicles in the area concerned. Alternatively, recent studies have shown that, for example, roadway frostbites to be accurately predicted by local weather stations and to everyone in the area concerned located vehicles can be transmitted. If such a system is missing, the degree of friction should be the road surface is measured directly on the surface of the road surface and not on the vehicle. Such Information is needed in advance for the speed to be adjusted accordingly can be initiated or evasive action. The same road-based or local Meteorological transmitter system can also be used to provide the driver with special Traffic situations, delays due to construction sites, etc. to warn them that their Speed can adjust accordingly.

Maps

All temporary and permanent information about the road must be implemented in the map database. These include, for example, information on speed limits, the equipment of the road with guardrails, the width of individual lanes, the width of the entire road, the width of the marginal strip, the character of the terrain outside the road, details of guide posts and trees, and other roadside objects which precise location of the position-sensing system devices, etc. The speed limit for certain locations on the maps should be coded to accommodate timing and / or weather-related restrictions. In other words:
Speed limits are variable and change from time to time depending on the specific conditions. It is intended that the vehicles are provided with a map data preview capability that the passenger can always see and the driver can see when his vehicle is automatically controlled. In addition, other information may be displayed, such as traffic conditions, weather conditions, advertising, the location of restaurants and gas stations, etc.

Creating a map with the road and lane boundaries can easily be done by a specially equipped vehicle to be made, which has a high-precision Position measuring system features. In some cases, the installation of one or more local DGPS base stations may be necessary to allow traffic with a positional accuracy of a few centimeters can be monitored. In such situations, the vehicle drives the road along while transmitting signals to the roadsides and lane boundaries from the vehicle become. This is best done with laser pointers and cameras. With the pointing devices Connected transmitters measure the angle of incidence of the respective device and determine by Triangulation the distance of the measuring vehicle to the road or lane edge marking. Because the Vehicle position is known exactly, the edges and road markings can be determined exactly become. It can be assumed that the mapping is a permanent process, so that all roads in a certain area are always displayed again. In this way Changes are recorded that are to be passed on to other monitoring and control systems. In addition, the reliability of the maps is improved, because the probability of a human error is minimized. Changes trigger an investigation to determine is why they were not found earlier. This is at the same time a control of Cartography work given.

The method described above is based on human skills and the Attention of the performer of the works. It is therefore prone to errors. A preferred method is the photographing the roadside and the use of the laser pointer for Determination of the course of the roadsides relative to the hands and to determine the inclination a road through triangulation. In this case, several laser pointers are used, the above, attached to the bottom and sides of the camera. The reduction of the amount of data takes place later with the help of devices that automatically track the lanes and the reflected ones Capture light points of the laser pointer. Another way to support the Mapping is the use of certain chemicals in the pavement markings Color detected by the computer software when digitizing the camera shots. For this it may be necessary to specify the area from which shots are taken, for example Illuminate by infrared or UV light.

If the journey runs smoothly straight ahead, the cartography vehicle can track the lane and Capture roadside data even at moderate driving speed. On winding roads On the other hand, more data per kilometer must be recorded, and it is only a minor one Speed possible. In any case, the inclusion of road information Semiautomatic done, so that with a considerable expenditure of time and resources not too is calculated. It can be assumed that this way all the interstate highways Mapping the US in less than a year.

These mapping works should be complemented by accurate, digital photogrammetric systems and checked, for example, are able to the altitude of a road with a Accuracy of less than 50 cm. Currently, work is underway, the Earth's surface with a Accuracy of one meter to map. With these maps, the accuracy of through Road trips created maps are checked.

Another possible system improvement and expansion of the mapping system can be achieved by displaying the traffic signs in the vehicle interior. This can be done by a already existing in the vehicle overhead display or an LCD display done. This display based on the traffic signs recorded in the map database. Another improvement would be the inclusion of traffic signs with variable meaning. These could be attached to the vehicle transmit a message with the content of the ad, which then appears on the in-vehicle display is issued.

If the mapping of a road is completed, the availability of a Visual connection to GPS satellites as well as the presence of multipath reflections by fixed Structures and structures are determined. On the basis of this information can then be determine whether at certain points of the road the construction of a precise local Positioning system or other infrastructure. At this stage, the systems should go through Cars are tested, so that the validity of the maps can be detected, but also Errors are reported.

safety

Estimates assume that there are around 100,000 vehicles on the roads, whose drivers do not want an identification. Many of these vehicles were stolen. Is used as The described system supplemented by the level of a vehicle identification, this could for clarification contribute to vehicle theft. On the other hand, there is also the danger that the thieves could try to disable the system in the stolen vehicle. This will prevents the full feasibility of the system, increases the risk on the roads and also the Not possible to achieve the goal associated with building the RtZF system. Consequently, that must System be equipped with a self-diagnostic function, and the operational readiness of the system must be a prerequisite for using the roads in question.

Detecting objects without RtZF system

Vehicles equipped with an inventive RtZF system must Detect vehicles in which such a system is not installed. The same applies to Pedestrians, cyclists, animals and other sources of danger that could cross the path of the vehicle.

description

With radar-based systems, it is often problematic to have sufficient resolution the vehicles to get sent back images, so that other vehicles, bridges, etc. not always be perfectly recognized. That's why everything becomes common in adaptive cruise control systems Immobile ignored. This would be self-evident in the practice of the present invention lead to accidents. The cause of this problem is that with radar systems no satisfactory resolution can be achieved, unless one uses a very large antenna. There this is not practical for motor vehicles, can be radar systems only a minimal Achieve collision avoidance.

Optical systems can provide better resolution. Here is the disadvantage again in that the receiving area must be illuminated by bright light or laser. In the Working with laser systems, however, there is a risk of eye damage in uninvolved pedestrians or motorists. At the very least, the laser beams will jam or disturb other drivers Harassment. The problem of endangering the eyes and harassing others may be avoided by being in the infrared region of the electromagnetic spectrum works, provided the appropriate frequency is sufficiently far from the visible frequency away. The resolution is sufficient when using infrared systems, so that Pattern recognition systems in the reflected image different objects, such as vehicles, can be recognized. Another advantage of infrared systems lies in the area of Object recognition. All objects emit rays and reflect infrared light. The hot engine or the Tires of a passing vehicle are therefore recognizable signals. So is an area in the environment of a vehicle with passive and active infrared devices observed in Comparison to, for example, radar systems more information can be obtained. Also fog interferes with the results of infrared measurements less than the results of systems with other frequencies; However, the performance of radar systems will not be in this regard reached. Snowfall also weakens the performance of infrared systems; in the However, the correct frequency ranges are fivefold higher than those of the human eye.

An example of such an instrument sufficient for the purposes of this invention is disclosed by Sumitomo Electric made. The Sumitomo product has been proven to recognize the foliage of trees at a distance of about 300 meters. The product operates at a wavelength of 1.5 Micrometers.

These considerations inevitably lead to a philosophical discussion of the pros and cons Disadvantages of radar systems with their greater visibility and infrared laser radar systems with their lower visibility, but greater resolution. And the question arises: at what point should driving in unfavorable weather conditions be prohibited? If the goal of a Complete freedom from accidents should be achieved when driving in dangerous weather conditions not permitted with motor vehicles. This may make it necessary before the Entering these conditions to block roads and highways. In the implementation of such Transport policy may be advisable to use a system that has accurate pictures of on the road obstructs more than twice the visibility are. Then could be dispensed with the use of a radar system.

Laser radar scanning

On the digital map can also be defined which field the laser radar system should query. For example, such systems capture the distance to an object in the scanned field. It detects all objects that are on the road or in the area adjacent to the road. The pixel of the laser pulse may be smaller than 2.5 cm, for example, at 300 m. The scanning system must be designed so that it examines the entire road at such a speed that the proper motion of the vehicle can be neglected. An alternative to this is provided by a separate target system, which operates at much lower speeds, but which are nevertheless sufficiently high to be able to compensate for changes in the travel angle. Such a target system is also required for lanes with gradients and slopes. Therefore, you have to work with two sampling methods: a slow one for larger angle changes and a fast one for smaller angles. The large angle system must be motor driven, while the base of the smaller angle system can be formed by a sound wave system, such as a lithium niobate (LiNbO ₃ ) system, which can be used to control a crystal having a large refractive index, such as, for example Tellurium dioxide offers.

Alternatively, two systems can be used: A radar system to search large Surfaces and a laser radar for visualization of small areas. At least one of these Systems must be limited in its range.

The laser radar scanning system can be set up together with a spread width limitation that is, as soon as the system recognizes an object, the area can be narrowed so that to the receiver only information about this object and others, within the same range of for example, 1.80 to 2.20 m located objects are transmitted to the receiver. This is it is possible to separate vehicle images from other images by means of a pattern recognition system. Once the image of a particular object has been detected, the spread is widened again, for example, around 0.60 to 150 meters, and the process is repeated for another object. In this way, all objects that are in the observation field of the vehicle, individually recognized and mapped. The field of observation must, of course, the entire Include an area in which objects may be located that pose a risk of collision for the vehicle represent. Known and marked on the map specifics of the road in question can be considered Help are used for the scanning system, so that the inclination and roll angle of a vehicle can be considered.

Before all vehicles are equipped with the RtZF system described above, they can be Avoid accidents completely. However, a reduction in the risk of accidents can be achieved for example, by using a laser radar system similar to that described by Shaw is similar (US Patent No. 5,529,138), but where significant changes are made have to. Shaw has correctly recognized that the dimensions of a radar beam are too large to make one Distinguishing the different objects that are in the lane of a main vehicle on one Street can be located. Laser radar systems offer a resolution that conventional radar systems can not have. The laser radar systems according to this invention However, the collection of much more data than expected by Shaw. From one However, one could speak of adequate data collection, if all three-dimensional objects in the Observation field are recognized. Leave the dimensions of these objects in the X and Y planes Of course, determine in knowledge of the angle that forms the laser beam. The size of the Longitudinal or Z axis can be determined by the duration of the transmission of the laser beam up to a certain point on the object and the reflection back to the projector or through the Detect phase shift.

At least two methods are available for measuring the longitudinal dimensions of each of the Pixels within an image are available. In one method, a laser radar pulse transmitted with a pulse width of one nanosecond in the observation area. After the reception of the reflection and after determining the transmission time, a new pulse with emitted a slightly different angular orientation. In this case, the laser thus acts as Scanning device for the observation field. In this case, a single detector is sufficient, because this detector "knew" which pixel was illuminated. The distance to the reflection point would be calculated by the transmission time, whereby the distance to all points within sight of the Object is to be determined.

Alternatively, it is also possible to illuminate the entire observation area and a Focus on a CCD or CMOS device. By checking the Transmission time of all pixels in succession can be the distance to the point in question on the vehicle determine. A variant is the use of a garnet crystal as a pixel shutter as well only a single detector. In this case, the garnet crystal would let the light through pass a pixel and a detector.

Of course, experts in this field will find further methods of Mapping a distance to a particular reflection point. at Laser scanning devices, the power consumption of the laser is much lower than that of the Lighting devices. However, such devices are complicated by the Need to change the direction of the laser beam within a sufficiently short period of time have to. Such a system would work something like this: The entire surface before the Main vehicle, possibly an angle of 180 degrees in the horizontal, is measured by means of a radar or Laserradarsystems scanned for objects. Once one or more objects have been detected, will the scanning significantly reduced, so that basically only the object in question and a certain area in its vicinity are detected by the laser radar. By a Spread width limitation, which is based on the object dimensions, the entire background and under Any interference caused by other objects will be eliminated. To this In this way a very clear picture of the object under observation and its position can be taken. By the use of a recognition system based on a neural network, the identity of the Object (for example, a traffic sign, a truck, a car, etc.) safely determine. is If the object is recognized, its mass and thus the intensity of a possible impact can also be detected be estimated.

Once a potential collision is detected, the appropriate information can be sent to the Driver will be forwarded. If this of the warning is not sufficient attention can deprive him of control of the vehicle and transfer it to the system become. That such a transfer of control actually takes place is more likely unlikely, as there are often situations in the road, where the collision potential can not be ascertained with complete certainty. Consequently, this system is up to the equipment of all vehicles with RtZF system as a temporary solution.

The use of a laser radar system in a scanning mode requires certain Instruments for changing the direction of emitted light pulses. A method of use an ultrasonic wave for changing the refraction angle of a tellurium crystal becomes above disclosed. A variety of other possibilities are conceivable, for example the use of a spin Mirror, as used in laser scanners and printers. This mirror controls for example, horizontal scanning while vertical scanning by a stepper motor is made. Alternatively, one or more piezoelectric materials be used, which cause the laser radar transmitter to a certain Pivot point turns. A rotating system, as described by Shaw, for example, is on least desirable, since in such systems a good electrical connection between the Laser and the vehicle is very difficult to obtain when the laser comes with a very large Angular velocity turns. Another promising variant is MEMS mirrors for Deflection of the laser beam.

Although the system described above for avoiding collisions or at least for Issue of warnings due to a risk of collision is provided in times in which not all vehicles are equipped with the RtZF ™ system, its use is still after desirable. In addition, it can be used to search for animals and other objects that be on the street or cross. These can be, for example, animals, one of a kind Truck falling box or persons who carelessly cross the street. Of course it is Also the collection of motorcycles, bicycles and other vehicles possible.

A major problem with all previous collision prevention systems on the Basis of radar or laser radar systems, is that it is impossible to determine whether the detected vehicle is on or off the road. In the system According to the present invention, the course of the road is thanks to maps with a Accuracy of less than one meter exactly known, so that the system, for example, all Vehicles that can ignore by a physical barrier from the lane of the Observation vehicle are separated. This is of course a situation as they often are on highways occurs. A car parked to the side of the lane of the main vehicle can not even then be confused with a car parked in the lane of the main vehicle when the road describes a curve. Therefore, the inventive system for the automatic Speed control can be used. Unlike radar systems, it is not necessary that in the lane of the main vehicle vehicle must move to be recognized be so that rear-end collisions by the impact of a high speed to a Clogging approaching vehicle can be avoided.

If a system with a wider beam is used, so that a larger area in front of the Main vehicle can be illuminated to subsequently the corresponding image on a CCD or CMOS system, a comparison can be made between the passive infrared signal and the Make reflection of the active infrared beam of a laser radar device. Become metal objects for example, perceived by a passive infrared beam as cold. This can be done distinguish metallic from non-metallic objects, such as foliage or a deer. The Width of the beam can be adjusted, and thus a specific object can be exactly illuminated become. When using this system are essential compared to other systems slower pivoting operations of the scanning possible. Of course, there is also the Possibility to combine both systems and in this way the recognition system one to provide maximum amount of information.

The spread width limitation makes it possible to isolate objects from their environment, unless it is a road section. In many cases, one can be appropriate programmed neural network use this data to identify objects. The advantages This last-described procedure consists in that the position of a vehicle for its detection is meaningless.

If in the future the control of vehicles by the system according to the invention possible is significantly higher speeds are achievable. Then, however, all vehicles have to use a system-controlled road equipped with the RtZF ™ system as above described. It is possible to perform an optical Fourier transformation of the observation objects under Use of a light diffraction system. Then the result of this Transformation to be compared with the transformation library of all potential objects. Through a system, as used in military targeting, it is then possible identify multiple objects and focus the system on each one to determine what degree of threat emanates from him.

ITS and adaptive cruise control The problem: traffic congestion

Worldwide, an increase in congestion is expected. To solve the problem intelligent highway systems are becoming increasingly important. It is valued, that about $ 240 billion will be invested in such systems over the next 20 years. All currently Systems planned in this field are based on a combination of vehicle-mounted systems Sensors and sensors and other devices mounted on or in the street. Such systems are expensive to install, expensive to maintain and also expensive, and they will therefore (if at all) only be used on the main highways. Even though These vehicles bring some benefits in terms of safety, they are even in the Highways where they are used may be limited to a certain number of Lanes remain limited.

With the RtZF ™ system according to the invention, those according to the current state of the art existing disadvantages are overcome, because this system makes no changes to the Motorway necessary. The position information, as already described above, by a Mapping of the roadsides and lanes is detected by means of a procedure that has a Mapping all major roads throughout the country at very low cost. Consequently, the system can contribute to a reduction of congestion and help life at all important roads and not just on special high-speed roads.

description

• - Verbesserung der Sicherheit im Binnentransport,
• - Erhöhung der Kapazität und Effizienz des Binnentransportsystems,
• - Verbesserung der persönlichen Mobilität sowie der Bequemlichkeit und des Komforts des Binnentransportsystems,
• - Verminderung der ökologischen und energetischen Auswirkungen des Binnentransportsystems.

According to US Pat. No. 5,506,584, the following goals are pursued with the US DOT IVHS system:

• - improving safety in inland transport,
• - increasing the capacity and efficiency of the inland transport system,
• - improving the personal mobility, comfort and comfort of the inland transport system,
• - Reduction of the environmental and energy impacts of the inland transport system.

The RtZF ™ system of the present invention achieves all of these goals at a fraction of the cost associated with state-of-the-art systems. The safety benefits have already been discussed above. Capacity increases are achieved by forcing vehicles to use certain corridors on which they can travel at higher speeds. This is possible from the moment a DGPS is available for the carrier phase or the highways are equipped with precise positioning systems as shown in FIG . Another improvement is that the vehicle speed can be set from the highway. All that is required is to transfer some extra bytes of information, which can be done along with the transmission of the roadside data, with very little initial cost. To compensate for the speed control system tolerances, the scanning laser radar system or the other system used to monitor vehicle traffic without RtZF ™ can also be used as an adaptive cruise control system. In practice this means that when a faster vehicle approaches a slower one, it will automatically decelerate keeping a safe distance to the preceding, slower vehicle. Although it is not planned to use the system specifically for the formation of vehicle trains, this is the result in some cases. This automatically achieves the maximum vehicle density and thus the maximum vehicle throughput with an exceptionally simple system.

The Intelligent Highway System (ITS) requires certain precautions to be taken prevent vehicles that are not equipped with the system from using them Use roadways. In most cases, the construction of a barrier system is necessary because a vehicle, which mistakenly uses the limited lane can cause serious accidents. That's why should the vehicles in the entry area or at a type of toll station then be checked, whether the RtZF ™ system is working properly and the latest map of the region concerned is installed. Only vehicles will become an unrestrictedly functional RtZF ™ system finally the driveway allowed. The speed on the limited use lanes will determined according to the weather conditions and, as described above, automatically to the Transfer vehicle information system.

If the ITS system is used, the driver must have the option of emergency signaling have, for example, by switching on the hazard warning lights. This makes it possible that the Vehicle when the speed drops below a certain limit leave the lane and can be parked on the edge strip. Once the driver such a Turns signaling device reduces the road information system (or the network of vehicle-based control systems) the speed of all nearby vehicles until the Danger no longer exists. This road information system does not have to be connected to the road his. Also, the construction of a special infrastructure on the road is not required to one to be able to put such a system into operation. The term "road information system" is in this font for a system, which through the network of nearby vehicles and the communication system between the vehicles is operated. By vehicle-based Finally, error forecasting systems can completely rule out emergency situations.

Improvements to the vehicle

Even on "intelligent" highways, emergency situations can occur. An assessment however, the frequency or severity of such situations is difficult. The industry had to leave the Experiences with airbag systems recognize that a system can be proven by the Salvation of many lives, but it will not be tolerated if there are deaths caused. Consequently, the ITS system must operate with a very high reliability that the Accident-freeness comes close. Because the "brain" of the system lies in every single vehicle that is itself Under the control of its respective driver, malfunctions are not complete excluded. These must then be able to be corrected by the system without causing accidents comes.

The distance of the vehicles is a decisive criterion. It is also important that each one Vehicle fitted with an RtZF ™ system automatically with all other neighboring vehicles can communicate and thus in an emergency situation, the immediate issue of a warning is possible. Finally, by installing a comprehensive vehicle diagnostic system, as disclosed in U.S. Patent 5,809,437, it is possible to detect potential hazards and thereby exclude with high reliability.

Although the ITS system is designed for special lanes and high speed the invention offers the possibility to set a lower level of automatic control, so that the driver himself controls the RtZF ™ system, as long as the appropriate infrastructure for Available. In this case, the vehicle can use "normal" lanes. At the same time However, it also remain in its position in the limited-use roadway, so that Collisions are avoided until a decision must be taken, which is the intervention of the Driver is necessary. At this moment, the driver is informed accordingly. He takes over then not in control of the vehicle, the vehicle is properly at the edge of the road Brought to a halt.

For all cases in which the steering control of the vehicle is perceived by the RtZF ™ system if a steering control algorithm using neural networks or neural fuzzy Systems are developed. This applies in particular to the emergencies discussed above, if it is known that that the driver often makes wrong decisions or at least reacts slowly. Algorithms that are developed by other, non-patterned recognition technologies general does not have the required universality and complexity and imply also the risk of making wrong decisions. (Nevertheless, the use of such systems not excluded by the invention). Although the throttle giving and braking system is the use of one on neural networks or neural fuzzy systems based algorithm even more important.

In the ITS system, the driver inputs his destination so that the system knows in advance where the highway should be left. Alternatively, there is the possibility that the driver for Announcement of his desire to leave the highway, only has to press the turn signal to to inform the system and the other vehicles accordingly.

Other features and functions Overcoming the blind spot

When using the RtZF ™ system according to the invention, it is also possible to use special Devices for overcoming the blind spot can be dispensed with. Alternatively, there is also the possibility that during a partial installation of the complete RtZF ™ system, of which in the initial period, compatibility between the RtZF ™ system and the Patent 447 system for overcoming the blind spot.

Upto-driving of the driver

The RtZF ™ system according to the invention also offers a solution to the problem of Upto-driving of the driver. As a result, it is no longer necessary to work with sleep sensors that mentioned in many US patents. These systems were due to their lack of Reliability not yet implemented. The RtZF ™ system detects the results of wrongdoing of the driver, for example because of old age, intoxication, heart attacks, drug use or the fact that he fell asleep.

Emergencies: Car Jacking, Crime

Another improvement concerns the fact that with the system car jacking (robbery of Vehicles) can be prevented, because it works similar to the Lojack ™ system: if it is too a vehicle theft, the whereabouts of the vehicle can be monitored. Will one Emergency button pressed, the data of the location of the vehicle and the vehicle ID transfer.

Dimming the headlights

Since the vehicle equipped with a RtZF ™ system the current position of all others, in If the vehicle is familiar with nearby vehicles with the RtZF ™ system, the system can also determine when the headlights are to be faded off. Since the environment in front of the vehicle is queried, are in addition, the existence and approximate position of all not equipped with the RtZF ™ system Vehicles known. This is an example of a future system improvement. The RtZF ™ - System leads to constant improvements without affecting the existing systems on the vehicle Changes need to be made.

Overturning the vehicle

Vehicle overturning accidents should be effectively avoided by the RtZF ™ system become. In rare cases of such accidents, the RtZF ™ system may be used recognize these events, because the position and orientation of the vehicle are constantly monitored. Since the geometry of the road is known, the inertial properties of the vehicle can be reduced with load and, consequently, his inclinations are to be raided. Also for these cases: Da The geometry of the road is known, the speed of the truck can be limited and Accidental vehicle overturning accidents can be prevented.

Anticipatory sensors: Intelligent airbags, development of the system

The RtZF ™ system can also serve other security systems Vehicle to improve. Since location and speed of other vehicles are known, can the RtZF ™ system is general in cases where an accident is inevitable predict and using, for example, the technology of the neural network estimate the severity of the accident. Even with a limited implementation of the RtZF ™ - Systems, the intelligent airbag technology can be significantly improved when put together with a collision avoidance system as in US Patents 5,314,037 and 5,529,138 and US Pat anticipatory sensor algorithm based on a neural network is used. A Further enhancement can be achieved by encoding the signal from those using a RtZF ™ system equipped vehicles by size and weight data can be achieved. That allows for an inevitable accident an accurate prognosis of its severity, and the triggering The intelligent airbag system can be tailored exactly to the upcoming event. A such device may be implemented as an RFID port and connected to the number sign become.

From the above discussion, it can be seen that with the RtZF ™ system many Solve problems associated with the safety of the vehicle, its control and the ITS system related. Even such technologies as radio-controlled steering and driving come along the RtZF ™ system according to the invention improves because it automatically corrects errors in these Systems and prevents accidents.

Further advantages and improvements

One of the possible problems that can occur with the RtZF ™ system is that in Big cities such as New York essentially block the signals from GPS satellites if not a multitude of local pseudolites or precise position-recognition systems be used. In addition, the problem of multipath interference becomes clear here noticeable. A solution for such areas offers the LORAN system as a backup system. The Accuracy of the LORAN system can be compared with that of the DGPS system. Of course that would be Using precise location detection systems on the roadsides a better or more complementary Solution. Certain improvements are also made by the use of the method described in US Pat. 5,874,914 and other patents to Krasner (SnapTrak) to SnapTrack system to reach.

The use of geosynchronous satellites as a replacement for base station on the ground within one DGPS system, in which carrier phase improvements to an accuracy of less than one Meter is also a likely improvement of the RtZF ™ system used in Inner city areas can have noticeably positive effects.

Another improvement, which stationed with special satellites and / or on the ground Pseudolites can be achieved, compared to the better control of the GPS system To return information. If you consider that this system is used annually in the US alone up to Save 40,000 lives are the cost of commissioning such dedicated stations easy to justify. Here's an example: Suppose a modulated wave is 10 000 km long, another is 1000 km long, etc., to 1 cm. It would not be a problem then, the absolute distance from one point to another. Also with other types of modulation can Of course, the desired goal can be achieved: the existing with respect to the carrier integer To eliminate uncertainty that is discussed in many US patents and other writings. This is not intended as a recommendation, but serves to illustrate the fact that after the meeting of the Decision to transmit information to all vehicles that allow this to coincide with their position To determine an accuracy of 10 cm, many technological systems already exist that will make it possible. The cost, by avoiding deadlier and heavier Accident savings exceed the cost of acquiring such technologies Many times over.

Improvements on the roads

Among the improvements that are possible on the roads through the use of the RtZF ™ system become, belongs the traffic control. The vote of the traffic lights can now automatically based on the relative flow of traffic, because the position of all vehicles, which are located near the traffic light, is known. Are all vehicles with the RtZF ™ system equipped, many traffic lights become superfluous, because the flow of traffic over an intersection can be controlled exactly. Collisions are avoided.

Since the system is now aware of the traffic conditions, improved RtZF ™ Systems instruct the driver not to drive or can these systems alternate routes determine if certain roads (for example, due to accidents or because of Over-frosting) are not passable. Some may decide, in bad weather or to forego traffic congestion entirely on the journey. It is important that the sensors recognize both unfavorable weather conditions and traffic disruptions. This information are automatically available and do not require the separate retrieval of weather reports often inaccurate or arrive late. Also the fees for the use of certain roads can be dependent on the weather, the traffic volume, the time of day and so on. They let themselves so dynamically control.

The system is suitable for the allocation of motorway capacities on the basis of time and the traffic. Since the vehicles can be identified, it is possible all Vehicles automatically with variable fees to occupy. This also means: the automatic Charging systems currently in place will be overhauled in the future as well be like today the toll booths.

Finally, it is important to point out that the RtZF ™ systems have no "Sensor fusion systems" are. The sensor fusion is based on the idea that one of the different sensors collected data so that can combine the combined information more meaningful than the summaries of the individual results. The technical Most perfect sensor fusion systems are based on artificial neural networks that sometimes combined with fuzzy logic systems to form a neural fuzzy system. Such Systems are probabilistic. Consequently, there is always a certain proportion of cases in which the The decision made by the network is wrong. Such sensor fusion systems are therefore for the Not suitable for achieving the goal of the invention designated as "accident-free".

Improvement of the maps

If the location of the roadsides and carriageway boundaries, as well as other information about the road transferred to the driver, only a very small additional bandwidth is still required to provide more information, such as the location of any business in which the Drivers interested, maybe gas stations, restaurants, etc. The transfer of such information could be done on a subscription basis. This concept has been partially discussed in the above Patent '482 and is partially already in the existing map databases implemented.

Of course, communicating information to the driver can be visual or verbal respectively. The use of navigation systems is still through the system according to the invention more meaningful, because now also the exact position of a goal can be determined. The system works that way configure the driver of a vehicle merely a phone number or a phone number, for example Enter address to achieve that the vehicle automatically and safely to the desired Address finds. Even the use of a mobile phone number is possible for this purpose, provided that the mobile phone is equipped with the GPS position detection system SnapTrak, which is in next Future of Qualcomm should be offered.

Further uses

The RtZF ™ system is even capable of replacing other sensors currently used in automobiles be used or their use is provided. These include, for example, tilt, roll and tilt sensors. This information is provided through the use of carrier-phase GPS systems and installing additional antennas on a vehicle. Are such systems included Installed motor vehicles, they are also used in many other areas, such as Monitoring and control of motor vehicles and aircraft landing operations, all of benefit from improvements in technology and infrastructure. The development of the Motor vehicle safety and ITS systems leads to the implementation of a national system, in Each user can inexpensively acquire the necessary facilities to interact with Centimeter accuracy to be able to determine at what position on the earth's surface he himself located. Many other uses will undoubtedly follow.

The initial commissioning of the system

• 1. Ausgabe einer Warnmeldung an den Fahrer, wenn die Gefahr besteht, daß das Fahrzeug von der Fahrbahn abkommt.
• 2. Ausgabe einer Warnmeldung an den Fahrer, wenn die Gefahr besteht, daß eine Begrenzungslinie oder eine andere Fahrbahnmarkierung überfahren wird.
• 3. Ausgabe einer Warnmeldung an den Fahrer, wenn dieser eine angesichts der Geometrie der Straße sichere Geschwindigkeit überschreitet.
• 4. Ausgabe einer Warnmeldung an den Fahrer, wenn die Gefahr besteht, daß dieser ein Stoppzeichen überfährt ohne anzuhalten.
• 5. Ausgabe einer Warnmeldung an den Fahrer, wenn die Gefahr eines Überschlagens des Fahrzeugs besteht.
• 6. Ausgabe einer Warnmeldung an den Fahrer, bevor ein anderes Fahrzeug von hinten auf das eigene Fahrzeug auffährt.
• 7. Die an der Autobahn aufgestellten Verkehrszeichen werden auch im Fahrzeug angezeigt.
• 8. Die Ausgabe einer Warnmeldung wird protokolliert.

With the initial start-up of the RtZF ™ system, the following functions are put into operation:

• 1. Issuing a warning message to the driver when there is a risk of the vehicle coming off the road.
• 2. issuing a warning message to the driver when there is a risk that a boundary line or another lane marking will be run over.
• 3. Issue a warning message to the driver if he exceeds a safe speed given the geometry of the road.
• 4. Issuing a warning message to the driver if there is a risk that he will pass a stop sign without stopping.
• 5. Issue a warning message to the driver if there is a risk of vehicle overturning.
• 6. Issue a warning message to the driver before another vehicle approaches the vehicle from behind.
• 7. The traffic signs posted on the motorway are also displayed in the vehicle.
• 8. The output of a warning message is logged.

Detailed description of the drawings

Fig. 1 shows the current GPS satellite system with the 24 satellites 2 orbiting the earth. Each of these satellites moves around the earth on a special orbit 4 . Such a GPS satellite system can detect the position of each object with different accuracy, as explained above.

FIG. 2 shows an arrangement of the four satellites 2 (designated SV ₁ , SV ₂ , SV ₃ and SV ₄ ) of the GPS satellite system shown in FIG. 1 which transmit position data to receivers of a base station 20 , for example to an antenna 22 . The base station in turn transmits a differential correction signal to a vehicle 18 via transmitters, for example a second antenna 16 , connected to it.

Fig. 3 shows an arrangement of the four satellites 2 (denoted SV ₁ , SV ₂ , SV ₃ and SV ₄ ) of the GPS satellite system shown in Fig. 2 which transmit position information to the receivers of the base stations 20 and 21 , for example an antenna 22 . The base station in turn transmits a differential correction signal via its associated transmitter, such as a second antenna 16 , to a geocentric or low earth orbiting (LEO) satellite 30 , which in turn transmits the differential correction signals to the vehicle 18 . In this case, at least one of the base stations 20 , 21 performs a mathematical analysis of all the signals received from a certain number of base stations covering the area concerned, and develops for the entire area a mathematical model of those contained in the GPS signals Error. For example, a group of 30 base stations operated by OmniStar are distributed across the US mainland. Taking into account the data from all these stations, the errors in GPS signaling can be estimated for the whole area. This results in an accuracy of the position determination of 6 to 10 cm in the entire range. These corrections are transmitted to geocentric or LEO satellites 30 , from where they are relayed to motor vehicles on the roads. This system is known as Wide Area Differential GPS or WADGPS.

Fig. 4 is a logic diagram of the system 50 according to the invention that the GPS and DGPS processing system 40 shows the combination 42 with an inertial reference unit (IRU) or an inertial navigation system 44. The GPS system comprises a unit for processing the information received from the satellites 2 of the GPS satellite system, the information from the satellites 30 of the DGPS system and the data from the inertial reference unit (IRU) 44 . The inertial reference unit 44 includes accelerometers as well as laser or MEMS gyroscopes.

The system shown in Fig. 4 is a minimal RtZF ™ system that can prevent accidents due to road congestion, other lane crossing, or crossroads. These accidents account for more than 50 percent of fatal accidents in the US.

The map database 48 interacts with the navigation system 46 and issues a warning to the driver if there is a risk that he will leave the road, cross a boundary line, overrun a stop sign or a red traffic light. The maps of the database 48 have a precision of 2 cm (1 sigma), that is, they contain data on the roadsides and lane boundaries of the road in question, the location of the stop signs and traffic lights, other traffic control devices, and other traffic signs. Another sensor, not shown, informs the vehicle whether the traffic light to which it is approaching is switched to red, yellow or green. The navigation system 46 is connected to the GPS and DGPS processing system 42 . By this simple system, the driver can be warned when detected by a connected to the navigation system 46 warning system 45 of the above events. The driver alert system 45 may output an alarm, a light signal, a buzzer, or other audible sound. Preferably, however, it is implemented as a simulated threshold ("sleeping policeman") for avoiding the crossing of the boundary line and the impending agreement from the roadway and a combination of visual and audible alarms for driving over stop signs and traffic lights.

Fig. 5 is a block diagram of the advanced system and method of accident prevention of the present invention. Pictured are system sensors, transceivers, computers, displays, input and output devices, and other important elements.

As shown in Figure 5, the accident prevention system is implemented by a plurality of microprocessors and electronic circuits 100 which interconnect and transmit signals between the various subsystems. The GPS receiver 52 is for receiving GPS radio signals as shown in FIG . The DGPS receiver 54 receives the differential correction signals from one or more base stations either directly or via a geocentrically stationary or LEO satellite. The inter-car communication subsystem 56 transmits and receives information between the nearby vehicles. This communication is generally via broadband or ultra-wideband systems or over radio channels with certain frequencies. The realization of this communication can be done by different methods, such as Frequency Division Multiple Access (FDMA), Time Division Multiple Access (TDMA) or Code Division Multiple Access (CDMA), so that simultaneous communication between a plurality of vehicles becomes possible. Of course, other forms of communication between the vehicles are conceivable, for example via the Internet. This communication includes such information as the exact position of a vehicle, the signals last received from the GPS satellites to which line of sight connection, further road condition information, distress signals, hazard warnings, vehicle speed and the proposed route, as well as many other information related to Improving the safety of the vehicle road system could be useful.

The cameras 60 are generally used to interrogate the environment near the host vehicle for such functions as blind spot control, safety alerts, anticipatory detection of impact situations, determination of visibility, lane tracking, and determination of other visual information that enhances the safety of the vehicle. Improve road system. In general, the cameras are sensitive to infrared and visible light. Sometimes, however, passive infrared cameras are also used, for example for detecting persons or animals on the road in the direction of travel. Frequently, the infrared or visible light systems are mounted on the main vehicle.

The radar 62 is primarily used to interrogate the environment further away from the vehicle, which is out of sight of the cameras. He issues the first warning of potential obstacles in the direction of travel on the road. In addition, the Radar 62 is used in poor visibility to warn of obstacles that are not visible because of rain, fog, snow, etc. In addition, systems based on pulsed, continuous waves and micropower pulse radar systems can be used. In addition, a Doppler radar may be used to detect the relative velocity between a detected object and the host vehicle.

The laser radar 64 is primarily used to illuminate potentially dangerous objects in the vehicle's travel path. Since the vehicle is traveling on precisely mapped roads, the exact location of the objects detected by the radar and camera systems can be determined by spread width limitation and scanning laser radar systems, as described above, or by phase technologies. The driver warning system 66 warns the driver and other persons of potential dangers by means of visual and acoustic messages. In addition to activating a warning system inside the vehicle, this system can also activate visual and audible systems that warn people, animals and other vehicles of an imminently hazardous situation. In such cases, the warning system may call the headlights and taillights, the horn and / or an inter-vehicle or Internet-based communication system to inform other vehicles, a traffic control station or other base station. This system is particularly important in the early stages of implementation of the RtZF system. Later, when more and more vehicles are equipped with the system, problems occur less frequently, so that there is less cause for issuing alerts.

The map database system 68 , which may be installed on an external memory module, contains all cartographic information (eg, the road edges) with an accuracy of 2 cm, as well as the location of stop signs, traffic lights, guidance marks, etc., as previously described in detail , The basic map data may be stored in a read-only magnetic or optical memory having a read-write memory connected thereto in which the map updates are detected. Alternatively, it is also possible to store the map information on a rewritable medium that can be updated by information from the infrastructure communication system 58 . This update may be made during the operation of the vehicle or at a time when the vehicle is parked at the side of the road or in a garage.

Three servos are used to control the vehicle in later stages of the implementation of the RtZF ™ system. These include the brake booster 70 , the steering amplifier 72 and the accelerator 74 . For controlling the vehicle, deterministic algorithms or algorithms based on fuzzy logic systems, neural networks or (preferably) neural fuzzy systems may be used.

For example, as a control system for the inertial system, a speed sensor 76 based on a wheel-mounted sensor can be used. Other systems are also preferably used for this purpose, such as the GPS / DGPS system and accurate position detection systems.

The inertial navigation unit, sometimes referred to as an inertial reference unit or IRU, includes one or more accelerometers 78 and one or more gyroscope devices 80 . Typically, three accelerometers are needed to determine the acceleration in width, length, and vertical direction. Three gyroscopes are required to determine the pitch, roll and tilt angles.

The digital subsystem 82 includes a suitable display driver and an overhead or other display system that forwards the system information to the driver. This information is either non-critical in nature (for example, depicting the position of a vehicle on a map) and is selected for display by the driver, and / or includes warning and other emergency messages received from the subsystems of the vehicle or other vehicles Facilities of the infrastructure are passed on. As an example of the latter type of message is called the Unterspülung a street in the direction of travel.

In general, the display is based on the use of symbols representing the position of the Main vehicle relative to obstacles or to other vehicles. Sometimes you can instead of the image, another ad may be displayed. This is especially the case if the object can not be identified.

A general storage unit 84 , which may include read-only memory (ROM), random access memory (RAM), or a combination of both, is shown. This storage module, which may be either concentrated in one location or distributed throughout the system, provides the information storage resources for the system.

In advanced RtZF ™ systems with precise positioning devices, subsystem 86 provides the capacity to exchange information with infrastructure positioning devices based on micropower pulse radar technology, RFIR technology, or equivalent systems.

In some locations where there is a risk of deteriorating road conditions due to inclement weather, sensors connected to the infrastructure can be integrated into the road or attached to the roadside. Subsystem 88 is designed to exchange information with such road-based systems. An example of such a subsystem is an RFID connection with a temperature sensor. This device may be battery operated or may (and this is the preferred variant) draw its energy from the vehicle mounted interrogator or source installed on the host vehicle as the vehicle passes the device. In this way, the vehicle can measure the temperature of the road surface and receive a warning in advance as the temperature approaches areas in which, for example, icing of the road is possible. In addition, a vehicle-mounted infrared sensor can be used to determine the temperature of the road and the presence of ice or snow.

To completely avoid accidents with automobiles must be on the vehicle Diagnostic system be mounted, which is a warning message in case of possible failures of system components outputs. Such a system is described, for example, in U.S. Patent No. 5,809,437.

In some implementations of the RtZF ™ system, the traffic light systems are provided with transmitters that emit a signal when "red". This signal can then be received by any vehicle approaching the traffic light. Prerequisite: The vehicle is equipped with the correct sensor as shown as number 92 . Alternatively, it is also possible to align a camera on the traffic lights, because these are detected in the cartographic database, so that the system is activated at the given time and can determine the color of the traffic light display.

The use of atomic clocks in automobiles is probably too expensive. But also the accuracy of other clock systems has recently been significantly improved, so that it is now possible to supplement this system by a sufficiently accurate clock as subsystem 94 . Since the clock can be provided by any GPS transmitter, the degree of inaccuracy is accurately measured, so that even the exact time of the clock is possible even if the clock itself is not running exactly. As the vehicle has an accurate timekeeping function, the number of satellites requiring visual contact can be reduced from four to three.

Power is supplied to the system via subsystem 96 . Various control units are also allowed, as illustrated in subsystem 98 .

The control processor (s ) 100 and circuit board subsystem 100 , to which all components 52-98 are connected, perform such functions as GPS ranging, DGPS corrections, image analysis, radar analysis, laser radar scan control, analysis of received information , generation of alerts, communication of the cartographic data, vehicle control, calibration and control of the inertial navigation system, display control, accurate position calculation, road condition forecasts and all other functions necessary to ensure the proper functioning of the vehicle according to the design to ensure.

Fig. 6 is a block diagram of the outside monitoring system of the main vehicle. The cameras 60 are primarily intended for the observation of the immediate vehicle environment. They are used to detect objects that pose the most danger to the vehicle, that is, those closest to the vehicle. These objects include blindfolded vehicles and other objects, objects and vehicles that approach from any direction and are at risk of impacting the host vehicle, as well as objects in front of or behind the main vehicle at risk that the main vehicle impacts on them. These functions are commonly referred to as blind spot monitoring functions or anticipatory impact sensors.

As discussed above, the cameras 60 may utilize naturally occurring visible or infrared radiation or may be supplemented by sources of visible or infrared light applied to the host vehicle. The cameras 60 preferably operate in a high dynamic range of over 60 db, more preferably over 100 db. Examples of such commercially sold cameras are those manufactured by Photobit Corporation of California and IMS Chips Company of Stuttgart.

These cameras are based on CMOS technology. They are characterized by the important Property that the pixels can be addressed independently. Consequently, the Control processor decide which pixels to read at a certain time. In order to the system can focus on specific objects and optimizes the available bandwidth use.

The video processor circuits 61 may be used in the vicinity of and in conjunction with the cameras 60 , so that the number of information transmitted to the control processor can be minimized. The video processor circuits 61 may also perform the function of feature data extraction so that not all values of all pixels need to be transmitted to the neural network for identification. The feature data extraction includes such tasks as determining the edges of an object in the viewing area, and more particularly comparing and subtracting one area from another so as to exclude unimportant background images and allow concentration on those objects illuminated by the infrared rays, for example from the main vehicle. These and other technologies can significantly reduce the amount of information to be transmitted to the neural network.

The neural network 63 receives the feature data extracted from the camera images by the video processor extraction unit 61 and uses this data to identify the object in the image. The neural network 63 was trained before its use on an image library, which may include one million images. Fortunately, the images seen by the vehicles are substantially the same regardless of the type of vehicle, so that the neural network 63 does not generally need to be trained for each type of main vehicle.

Although the neural network 63 has been described in detail above and will be described in more detail below, other pattern recognition technologies may be used. One such technology is based on exploiting the Fourier transform of the image. Either optical correlation techniques or a neural network trained on the Fourier transforms of the images are used instead of the images themselves. In one case, the optical correlation is achieved on a purely optical basis, with the Fourier transform of the image being made by refraction technologies. The resulting image is projected onto a display, such as a garnet crystal display, while simultaneously displaying a library of Fourier transforms. By comparing the total amount of light that passes through the display, an optical correlation can be determined very quickly.

The laser radar system 64 is typically used in conjunction with a scanning unit 65 . The scanning unit 65 typically consists of two oscillating mirrors through which the laser beam is scanned for scanning the two-dimensional angular field. Alternatively, the scanning device can be embodied as a solid-state unit which operates with a crystal which has a high refractive index and which is driven by an ultrasonic vibrator, as explained above, or rotating mirrors. The ultrasonic vibrator creates elastic waves in the crystal that break the laser and change its direction.

The laser beam can be modulated so that the distance to the object, which is the light reflected, can be determined. The laser light hits an object and becomes the same Scanning system reflected back where it passes through a PIN photodiode or through another Speed photodetector is passed. Since the direction of the laser light is known, is also the Angular orientation of the reflected object known, and since the laser light is modulated, the distance to the reflected point. By varying the modulation frequency of the Laser light, the distance can be determined with high precision.

Alternatively, there is the possibility of the flight time of a short laser light burst determine and thus directly determine the distance of the object that reflected the light. By Each of the technologies can be a three-dimensional map of the surface of the reflected object be made. Objects that are within a certain distance to the main vehicle can be easily filtered out. This can be done electronically through the so-called spread width limitation or mathematically based on the dimensions of the Area. Through this technology, it is easily possible on the basis of Distance from the main vehicle to the image of a particular single object of other objects separate.

Since the vehicle knows its own position exactly and in particular registers on which Lane it drives, also the location of a reflective object can be determined and determined in particular whether this reflective object is in the same lane as the main vehicle. The Determination of this issue is possible because the main vehicle access a road map and the reflective object can be placed virtually anywhere on this map For example, to determine his position on the road.

The laser radar system generally operates near the infrared region of the electromagnetic spectrum. The intensity of the laser beam is relatively high compared to the radiation in the neighborhood. This means: Even in unfavorable visibility, as in fog, snow or heavy rain, allow the penetration force of the laser beam and its reflection in the Comparison to the human eye observations over a greater distance. According to the Design of the RtZF ™ system, it is recommended that the speed of the main vehicle so is limited, that the vehicle comes to a stop after braking, the maximum of half the visibility corresponds. This makes it possible that the laser system dangerous objects that are can be located outside the human sight, observe and recognize and consequently one adequate level of security is ensured.

The radar system 62 serves primarily as a supplement to the laser radar system. It proves to be particularly useful in poor visibility conditions and a limited penetration force of the laser radar. The radar system may also be used to provide a rough cartographic overview of the objects in the vicinity of the vehicle. Radar systems in automobiles are mostly used for adaptive cruise control, with the radar determining the distance and (in some cases) the speed of the immediately preceding vehicle. The control of the radar system 62 via the control processor 100th

The display system 82 has already been discussed. It can be either overhead or in any other suitable form.

The control processor 100 may be mounted on a particular vehicle bus or bus structure 110 so as to ensure information exchange between the control processor and other vehicle systems.

Fig. 7 shows the implementation of the invention in which a vehicle 18 travels on a road in a fixed corridor in the travel direction X. Each corridor is bounded by lines 14 . When the vehicle travels in a corridor and breaks off in the direction Y so that it moves along a line 22 (for example, because the driver has fallen asleep), the on-board system according to the invention activates a warning. To be more precise, the system continuously detects the position of the vehicle, for example through the GPS, DGPS and PPS systems. In addition, the course of the lines 14 defining the corridor is stored in the system. When a processor detects that the vehicle is traversing one of the lines 14 , the system may (depending on the configuration) issue an alarm to warn the driver of the drift or, if necessary, even correct the steering of the vehicle to return it to the position indicated by Return lines 14 corridor defined.

Fig. 8 shows the implementation of the invention in which two vehicles 18 and 26 travel on a road in a corridor defined by the lines 14 and each vehicle is equipped with a system according to the invention. The system in the vehicle 18 or 26 receives data informing it about the position of the other vehicle. As a result, accidents are avoided, which may be due, for example, that the vehicle 18 moves in the direction of arrow 20 . For this purpose, for example, a direct wireless broadband communication or other connection (for example via the Internet or a base station) may be set up, each vehicle transmitting the best estimate of its absolute position and an estimate of the degree of accuracy of that determination. If, for example, one of the vehicles has recently passed the station of a precise position detection system, it knows its position with an accuracy of 2 cm. In addition, each vehicle sends the last satellite messages it has received. This makes it possible for each vehicle to precisely determine its position relative to the other vehicle because the level of error in the signals is the same for both vehicles. As the vehicles are in proximity to each other, the carrier phase error may also be determined so that each vehicle knows its position with respect to each other with an accuracy of less than 2 cm. If the system is installed in more and more vehicles and the information exchange takes place between these vehicles, each vehicle can determine its absolute position with increasing accuracy. This is especially true when one of the vehicles their own position with high accuracy is known (for example, this is the case shortly after passing a PPS station), because then know all other vehicles their own position with approximately the same accuracy. This level of accuracy can be maintained on every vehicle as long as its line of sight to the satellites is not broken. On the other hand, if there is a temporary interruption of this connection, the INS system fills in the resulting gap and, depending on the precision of the system, the accuracy of about 2 cm is maintained. This is true even if the satellite connection is interrupted for up to about five minutes.

A five minute break in the satellite link is in areas where the Signals are disturbed by building or the geological nature of the site, not too expect. In buildings, this problem can be overcome by installing PPS stations become. The same applies to geological barriers with the exception of remote areas where one extremely high accuracy of positioning is probably not required. In tunnels are the cost of additional PPS stations compared to the cost of construction and Maintenance of the tunnel very low.

Fig. 9 is a schematic representation of a neural network of a type useful for image analysis. The data representing the particular features from the images taken by the CMOS cameras 60 are relayed to the neural network circuit 63 , and this circuit is trained from this data. To describe in more detail, the neural network circuit 63 detects the correlation function by multiplying the feature data obtained at the individual data points by the CMOS cameras 60 by a corresponding weighting coefficient according to the usual method in the neural network.

In this embodiment, 141 data points are connected to 25 level 1 nodes. The relationship between the individual data points is determined by a corresponding training of the neural network and the process of determining the weighting coefficient. In some implementations, each of the level 1 junctions is assigned a corresponding threshold. If the sum of the measured data exceeds this threshold, all Level 1 nodes will output a signal to the Level 2 nodes. In other cases, the output of a value or signal to level 2 will always be without a threshold.

Level 2 comprises a total of 20 nodes connected to the 25 level 1 nodes. Again, through a training process and the weighting process, a correlation between the data values is established, as described above and in the neural network discussion above. Each of the 20 level 2 nodes can in turn be assigned a threshold (if threshold values are used). Again, if the sum of the measured data exceeds this threshold, all level 2 nodes will output a signal to the level 3 nodes.

Level 3, in this example, includes three nodes, and the level 2 nodes are interconnected via those of level 3 , so that there is a mutual correlation between all data, as described above.

The value of the individual linkage points is determined by multiplying the weighting coefficients and summing the results one after the other. Thus, the training process mentioned above is to determine a weighting coefficient Wj such that the value (ai) corresponds to a predetermined initial value.
ai = Σ Wj.Xj (j = 1 to N) + W ₀ ,
where Wj is the weighting coefficient,
Xj the data,
N the number of patterns and
W _{0 are} the bias weights attributable to each individual node.

Based on the results of the training process, the neural network circuit 63 generates the weights and bias weights for the coefficients of the correlation function or algorithm.

After the neural network 63 has been trained on a suitable number of patterns of training data, the training result is measured from the test data. If the number of correct answers given by the object identification unit based on this test data is unsatisfactory, the neural network circuit 63 is further trained and the test is repeated. To train the neural network 63 , approximately 200,000 feature patterns are generally processed and all weights are determined. A similar number will then be used to review the developed network. In this simple example, only three result outputs are shown. For example, they may represent a car, a truck, and a guide post or tree. For a detector for the timely recognition of the conditions in a blind spot that may be sufficient. The number of result outputs depends on the desired number of object classes. However, too much expense can lead to an overly complex neural network design. In such situations, other technologies, such as modular neural networks, can simplify the process. Here's an example: If a person looks at a tree, they may ask the question, "What kind of tree is that?", But never "What kind of tiger is that?". The reason: The human mind works with modular neural networks, in which the object to be recognized is first assigned to a general category, before an ever closer subcategorization takes place. In the case of object recognition by neural networks, this principle is frequently used and contributes to considerable simplifications.

In the above example, the image first became feature data extraction before the feature data was input to the neural network. In some cases, in particular, as the processing continues, the entire image becomes the further one Transfer processing to the neural network. This will generally be a larger neural network needed. Alternative methods use data that makes the difference between two Frame and the input data to the neural network. This is especially useful when the object of interest is movable and is in an image, the one contains immobile scenery that is not of interest. This technology can too then used when the entire scenery moves: then the relative speed used as a filter to remove unwanted pixel data. Of course, there are also deviations from this description, and will become apparent from the above skilled in the art obviously. Alternatively, the image may also be based on the definition of an area be filtered out, whereby the number of pixels to be analyzed also significantly reduced can be.

In another implementation, the scenes are differentiated on the basis the lighting. For example, when working with infrared light, the Lighting can be turned on and off, and then the captured images differentiated. Lighting can only be used to illuminate an object of interest Extract the object in question from the background by applying this technology become. A particularly useful method is to change the scan lines in one Picture the lighting on and off. After that it is possible to have contiguous lines to differentiate and send the resulting image to the neural network for identification.

The neural network can be used as an algorithm on a general purpose microprocessor or computer special DSP unit with parallel processing, the ASIC circuit of a neural network or be implemented a special multi-program processor. The processing speed is much higher when using multi-program processors. This will also make it possible entire image and not just some feature data for analysis. Of course, there is one too Combination of feature and pixel data.

Neural networks have certain known defects that have already been eliminated many scientists were tried. For example, if data is a specific object represent, transfer and make these data fundamentally different from those objects With which the neural network was trained, it can be used to output an unexpected Result, which in some cases leads to system failure. To this and other, solve problems associated with neural networks, scientists have gone the way the system to expand certain other forms of computer intelligence, such as a Fuzzy logic that leads to the construction of a neural fuzzy system. With the further development The RtZF ™ system also makes such refinements to increase system accuracy implemented. It follows that: At the moment, the solution to the problem is pure neural networks However, it is beyond doubt that hybrid neural networks, such as modular Ensemble and fuzzy networks.

A typical processing element for a neural network known to those skilled in the art is illustrated in Figure 10, wherein the input vectors (X1, X2, ..., Xn) are fed via weighting elements 120 (W1, W2, ..., Wn) Sum nodes 130 are linked. The result output of node 130 is passed through a nonlinear processing element 140 (typically a sigmoid function) and generates an output signal Y. The offset or bias inputs 125 may be added to the inputs via a weighting circuit 128 . The output from the summing node 130 output signal is passed through the non-linear element 140 , whereby the amount of the result output Y is compressed or limited.

Neural networks used in accident prevention systems such as the invention are trained to withstand road traffic such as personal and Trucks and pedestrians, recognize. The corresponding weights become automatic corrected due to the error signal measurements until the desired output values are generated. Different learning algorithms can be used. The backpropagation algorithm proved to be particularly successful along with the delta bar rule.

Fig. 11, the implementation illustrated the invention using a precise positioning system (PPS) 151, 152, 153, in which a vehicle pair 18, 26 is traveling along a road, and each in a fixed, indicated by the lines 14 corridor. In addition, each vehicle is equipped with a system according to the invention and in particular PPS receivers. Below, two versions of the PPS system will be described. This invention is not limited to these two examples, but both examples are illustrative of the underlying principles. The vehicle 18 has two receivers 160 , 161 , which are part of the implementation of the Micropower Impulsradarsystems (MIR) according to the invention. The MIR transmitters are attached at points 151 , 152 and 153 , respectively. They are connected to each other via a control cable (not shown) (possibly also a wireless connection between them), so that each device transmits a short radar pulse in one precise clock relative to the other. These pulses can be sent simultaneously or with a known delay. The control electronics of the vehicle 18 are aware of the existence and location of the three MIR transmitters from the cartographic database. The transmitters 151 , 152 and 153 may transmit a coded or an uncoded pulse. In the case of a coded pulse, the PPS system of the vehicle can check whether the three transmitters are actually those indicated by the cartographic database. Since the vehicle knows the location of the transmitters with reasonable accuracy and is unlikely to be in close proximity or proximity to each other, the coded pulse is not necessarily needed. On the vehicle 18 , two receivers 160 and 161 are shown. For the implementation of the MIR system only a single receiver is needed, because the determination of the position of the vehicle is clearly based on the time of arrival of the three MIR pulses. A second receiver can be used as redundancy and also allow the vehicle to determine the angular position of the MIR transmitters as another check of system accuracy. This may be done because the relative timing of the arrival of a pulse from one of the transmitters 151 , 152 , 153 may be used to determine the distance to each of the transmitters and (by geometric methods) to determine the angular position relative to the vehicle 18 . If the pulses are coded, the orientation of the MIR units 151 , 152 , 153 can also be determined.

Prerequisite for the operation of the micropower pulse units is a battery or a other power source. Because the units can be wired together to the timing of the three To be able to positively control impulses, one single battery is enough to power all three Units off. This battery can also be connected to a solar panel, so that a maintenance-free system operation is guaranteed. Since the MIR units only a very small Power consumption, they can be operated with a single battery for many years become.

Although the MIR systems are relatively inexpensive (price per piece about $ 10), the installation costs are much higher compared to the RFID solution discussed below. In addition, the MIR system is much more complex than the RFID system; however, its accuracy can be checked by any vehicle that uses it. The system can become even more sophisticated and complex when it is connected to a GPS receiver and the exact clocks of the GPS satellites are used as the benchmark for sending the radar pulses. This allows the clocks to be placed on the passing vehicles so that they are in sync with the GPS clocks. Since the MIR system knows the exact location of the GPS satellites, any errors in the GPS signals can be automatically corrected. In this case, the MIR system becomes a differential GPS base station. In most implementations, this additional complexity is not required because the vehicle itself receives the GPS signals and also gets its own location accurately from the transmitter triad 151 , 152 , 153 .

A much simpler alternative to the MIR system is reflective RFID ports. These ports, when polled by a polling receiver 160 , 161, reflect a modified RF signal, with the modification serving as the termination identifier. Such connections are described in many patents on RFID technology. The cost of their production is less than a dollar a piece. The implementation of the RFID system requires a precise placement of these ports on known objects of the infrastructure. These objects may be specific points on the highway, posts, signs, building walls, masts or structures that have been specially constructed for this purpose. In principle, any rigid and presumably unchangeable structure can be used to mount RFID ports. In Manhattan, building walls, street lamps, traffic lights, and other existing structures are ideal locations for attaching such terminals. A vehicle 18 approaching a triad of such RFID ports represented by boxes 151 , 152 , 153 transmits an interrogation pulse from interrogation units 160 or 161 . This pulse is reflected from each port within the range and the reflected signal is received by the same interrogator 160 , 161 or other devices on the vehicle. Again, a single interrogator is sufficient.

An electronic circuit (not shown) connected to the interrogator 160 or 161 determines the exact distance between the vehicle and RFID ports 151 , 152 and 153 , respectively, based on the transmission time of the signals. Again, a second interrogator 161 could be used, which could only be a receiver, transmitting the redundancy data to the main interrogator 160 and making a second measurement of the distance to the individual RFID ports. Based on the offset of the two receivers 160 , 161 , the relative angular position between the individual RFID ports and the vehicle interior may be determined by further redundant data, such as the position of the vehicle relative to the ports.

Using the PPS system, a vehicle with an accuracy of 2 cm or less can determine its relative position to the MIR or RFID ports. Since the exact location of these devices is recorded in the cartographic database, the vehicle can accurately determine its position on the earth's surface. With this information, the vehicle can then use its carrier wave phase to maintain accurate knowledge of the current location until the connection to the satellites is lost. In a similar manner, transmission of this information from the vehicle 18 to the vehicle 26 is possible. This means that even a vehicle that has not yet passed the PPS triad can significantly improve the accuracy of knowing its own position.

Each vehicle will shortly after passing a PPS Triad for the duration of the persistence the satellite connection itself to a differential GPS station. As between the vehicles a Communication takes place, all nearby vehicles can also accuracy significantly improve the knowledge of one's own position. The result: an extremely redundant and consequently highly reliable system that meets the requirements of a "Road to Zero Fatalities ™" system equivalent. It is expected that the US and other states after commissioning this Systems will launch more GPS satellites or other satellites. This leads to a further strengthening of the system and adding further redundancy, eventually leading to Development of a highly integrated composite system, whose reliability is of value of 100 percent and that (as well as the Internet) can not be shut down.

With the development of the system, the problems due to street canyons, Tunnels and other objects that obstruct the line of sight to the satellites through the Installation of a variety of MIR systems, RFID connectors and other devices solved transmit the similar position data.

Although the system has been described on the use of cars, it can of course in all vehicles, including trucks, trains and even planes for Determining their position on the runway can be used. Useful would be about it In addition, a combined application with mobile phones and other technical devices by People are borne. The combination of PPS system and mobile phone allows the Determine whereabouts of the mobile phone carrier with centimeter accuracy, which, for example when giving an emergency call on the relevant mobile phone is of great importance. The Attachment of the corresponding RFID ports is possible without much effort, for example on the inside and outside of buildings.

The range of the RFID ports is using the currently available Technologies limited to about 10 meters. Objects that provide a perfect line of sight between hamper the RFID connection and the interrogator, lead to a shortening of this distance. For some applications where longer distances are desirable, the Performance of the RFID connectors are reinforced by batteries. In this case, the Interrogate to the terminal a pulse, with which the connection is activated, and exactly to one preset later time thereafter, the terminal transmits an identification message. In In some cases, the interrogator himself can also use the energy to activate the RFID control loop invest. Then the connection would again be in transponder mode (unlike Reflection mode).

Due to the above explanation, those skilled in the art will also refer others Think devices that are interrogated by a vehicle driving down a street can. Examples of such devices are radar reflectors, mirrors, other types of Transponders and other types of energetic reflectors. All these devices come with contemplated by this invention; the invention is not limited to the examples described limited.

Each communication device may be coupled to an interrogation unit, in which a MIR or RFID PPS system according to the above description is used. Currently Different devices based on the Bluetooth communication protocol are developed. All of these Bluetooth-enabled devices can also be equipped with a PPS system, which allows a positive determination of the position of the Bluetooth device. This Activation technology allows a base station to communicate with a Bluetooth device whose Position is unknown and that after addressing its exact position data back to earth can send. As long as the Bluetooth device is within range of the base station, you can its position can be determined exactly. That means: The current location of each mobile Goods in a factory, of air cargo intended for loading, of laptops, Cell phones, PDAs and even glasses or car keys can be accurately determined when attached to them a Bluetooth device is attached. However, this invention is not limited to Bluetooth devices, but includes all devices that can communicate with other devices.

The possibility of determining the position of an object yields many more Options. This includes finding the device, the possibility of transmission of information to the device and thus its owner, for example, the nearest Restaurant, or organizing guided tours and the transmission of other information Tourists.

Fig. 12a is a flow chart of a method according to the invention. The absolute position of the vehicle at point 130 is determined, for example, by a GPS, DGPS or PPS system and compared at point 134 with the road edges whose location is retrieved from a memory 132 . Based on the comparison at point 134 , it is determined at step 136 whether the vehicle's absolute position is approaching an edge line or whether the vehicle is traversing it. If not, the position of the vehicle is again determined, for example at a preset later time, and the process continues. If such approach or jerk is detected, an alarm or warning system is activated or the system takes control of the vehicle (step 140 ) to navigate to the curb or other safe location.

FIG. 12b is a further flow representation of the method according to the invention similar to FIG. 12a. Again, in step 130, the absolute position of the vehicle is determined (using, for example, a GPS, DGPS, or PPS system) and compared at step 142 with the course of the boundary line (or any other line identifying the lane boundary). This data is retrieved from the storage unit 132 . Based on the comparison in step 144 , it is determined whether the absolute position of the vehicle is approaching an edge line or whether the vehicle is traversing it. If not, the position of the vehicle is again determined, for example at a preset later time, and the process continues. Upon detection of such approach or traverse, an alarm tone is sounded or the system takes control of the vehicle (step 146 ) or its steering to navigate to the curb or other safe location.

FIG. 12c is a further flow diagram of the method according to the invention similar to FIG. 12a. Again, in step 130, the absolute position of the vehicle is determined (using, for example, a GPS, DGPS or PPS system) and compared to the position of a traffic light in step 150 . This data is retrieved from the storage unit 132 . Based on the comparison in step 150 , it is determined whether the absolute position of the vehicle is approaching the traffic light. If not, the position of the vehicle is again determined, for example at a preset later time, and the process continues. If an approach to a traffic light is detected, the sensor determines whether it is switched to "red" (for example with the aid of a camera). If the traffic light is set to red, an alarm tone sounds or the system takes control of the vehicle (step 154 ) or its braking to navigate to the curb or other safe location. Based on these teachings, those skilled in the art can devise a similar flowchart that refers to other situations (eg stop signs, vehicle speed control, collision avoidance, etc.).

FIG. 13 shows a junction between a main road 170 and a side road 172 . The user of the road 170 has the right of way. To control the traffic on the side street 172 there was a stop sign attached. The vehicles 18 and 26 travel along the road 172 , and the vehicle 25 travels along the road 170 . In such situations, an accident occurs very often when the driver of the vehicle 18 overlooks the stop sign 174 , drives to the intersection while driving laterally into the vehicle 25 or this vehicle strikes sideways.

Using the findings of this invention, the vehicle 18 is aware of the existence of this stop sign. If the driver tries to cross the intersection without stopping the vehicle, the system will sound a warning tone. Ignored this warning, the system automatically stops the vehicle 18 and prevents it from traveling on the crossing area.

Another frequent accident situation occurs when the vehicle 18 stops, but then continues without paying attention to the vehicle 25 and causing an accident in this way. In a fully developed RtZF ™ system, since the vehicle 18 is aware of the vehicle's existence and position 25 and can calculate its speed due to communication between the vehicles, the system may regain control of the vehicle 18 if the warning is ignored , This again prevents the vehicle 18 from entering the intersection and causing an accident.

If the vehicle 25 is not equipped with the RtZF ™ system, the vehicle 18 still recognizes the presence of the vehicle 25 via the laser radar, radar, or camera system. Again, after recognizing the position and speed of the vehicle 25 in the vehicle 18, the appropriate measures are taken to prevent an accident.

In another scenario, the vehicle 18 stops properly at the stop sign, however, the vehicle 26 continues to drive without regard to the stationary vehicle 18 . The laser radar, radar and camera systems are then activated to warn the driver of the vehicle 26 . Ignored by this warning, the system installed in the vehicle 26 automatically stops the vehicle before it can drive onto the vehicle 18 . It follows that in the scenarios described above, the "Road to Zero Fatalities ™" system and method of the invention prevent the emergence of frequent accidents at intersections.

FIG. 14 shows an intersection at which traffic is controlled by traffic lights 180 . If the vehicle 18 does not react in time to a traffic light switched to "red", the system described above issues a warning message. If ignored, the system takes control of the vehicle 18 and thus prevents it from entering the intersection and colliding with the vehicle 25 . In this case, either the traffic light 180 emits a signal indicating the current display, or a camera is mounted on the vehicle 18 so that the traffic light position can be monitored from the vehicle. In the illustrated case, the buildings 182 obstruct the view between the vehicle 18 and the vehicle 25 . This means: An accident can be prevented before the drivers can recognize the danger due to the visibility conditions.

FIG. 15 shows an intersection at which the driver of a vehicle 18 is about to turn left into the travel path of the vehicle 25 . This accident can be prevented if both vehicles are equipped with the RtZF ™ system, since then both vehicles ( 18 and 25 ) will have knowledge of each other's position and speed. If, unlike the vehicle 18, the vehicle 25 is not equipped with the system, the laser radar, radar or camera-supported subsystem prevents the vehicle 18 from driving into the travel path of the vehicle 25 . This is another example of the prevention of common cross-over accidents by this invention.

The systems described above can be based on an infrastructure based on Sensor and warning systems are extended. Camera, laser and laser radar systems as they are attached to Vehicles are attached, can also be installed at intersections to the incoming Warn traffic about the likelihood of a collision. In addition, simple Sensors are used, which detect the signals from incoming vehicles Radar signals, thermal radiation, etc. On this basis can be Operate warning systems that provide oncoming traffic about possible dangerous situations inform. Thus, many of the teachings of this invention can be applied to vehicle systems as well infrastructure-based facilities.

An important part of this invention is the digital map. It contains important Information about the road on which the vehicle is traveling. The digital map covers in the Rule Information on the position of the roadsides and margins, slope and Surface texture of the road, to the character of the land in the vicinity of the road, to Trees, guide posts, guardrails, signs, lane markings, etc., as in this document other bodies has already been discussed in more detail. This data and information will be sent to you uniform manner detected and used according to the invention. The procedure for Capture of this information and its conversion into a cartographic database is part of Invention. In the following, the collection of data for the maps will be discussed. It must be stressed that the procedure for collecting the data and for forming a digital map is also used in other inventions can be applied.

To create maps with an accuracy of 2 cm (one sigma), local differential GPS system can be used. Are temporarily active local differential stations from such companies as Trimble Navigation. This local differential stations can be at a reasonable distance from each other along the cartographically displayed road, usually every 30 kilometers. A local one The differential GPS station determined its position only a few hours after installation. Consequently, sufficient number of stations are required to do the mapping Cover the area for four hours, for example. This can be for the sake of efficient Cartography 10 or more of such differential stations are needed.

In these works, a cartography vehicle 200 as shown in Figs. 16A, 16B and 17 is used. This vehicle retrieves its position data from GPS satellites and the corresponding corrections from local differential stations. With such a system, the accuracy of 2 cm desired for the mapping database can be achieved. As a rule, at least two GPS receivers 226 are mounted on the cartography vehicle 200 . Each GPS receiver 226 is part of a data acquisition module 202 and connected with this module 202nd These modules 202 also include a GPS antenna 204 , an inertial precision measurement unit (IMU) 206 , a front-facing video camera 208 , a down-and-out linear group camera 210, and a scanning laser radar 212 . The relative position of these components shown in Fig. 17 is not intended to limit the scope of the invention.

A processor with a circuit board 224 is coupled to the GPS receivers 226 , the IMUs 206 , the video cameras 208 , the linear cameras 210, and the scanning laser radar units 212 . The processor receives its vehicle position information from the GPS receivers 226 and optionally from the IMUs 206 . The processor receives the road information from the two linear cameras 210 or from the two laser radar units 212 . From this information, the processor forms a database. Information about the road may also be transmitted from one or both video cameras 208 and included in the database.

The cartographic database can be of any desired structure or architecture. Preferred examples of the database structure are attributable to the type which can be found in the U.S. Pat. Nos. 6,144,338 and 6,247,019.

The data acquisition modules 202 are substantially identical to each other. Each is mounted on the roof of the vehicle or on an extension assembly 214 which extends beyond the front bumper. The extension assembly 214 includes a bracket 216 that extends from the roof of the vehicle forward to the individual data acquisition modules 210 , a bracket 218 that extends from the front bumper up to the data acquisition modules 202 , and a crossbar 220 that extends between the data acquisition modules 202 and provides additional support. Since all elements of the data acquisition system are placed side by side, their exact location can be accurately determined by the IMU and the differential GPS system.

The front-facing video cameras 208 are facing the road, as shown in FIG . Thanks to these cameras 208 , the database creation team is able to examine the general environment of the road and highlight any deviations from normal. In addition, these cameras can read traffic signs and other information, all of which feed into the database. The cameras 208 may be conventional color video cameras, high speed video cameras, wide angle or telephoto cameras, infrared cameras, or combinations of such systems. In certain cases, special features can be specifically detected with special filters. For example, it has been found that roadside markings are often more recognizable at certain frequencies (especially in the infrared range). In these cases, filters may be placed in front of the lens or elsewhere along the optical transmission path blocking unwanted frequencies and allowing only desired frequencies to pass through. In many cases, the use of polarizing lenses has also proved useful. As a rule, natural light is used for the process of mapping. However, in certain applications, particularly in tunnels, artificial lighting in the form of floodlights or spotlights may be used, with the corresponding beams of light being in the desired ultraviolet, visible or infrared range of the electromagnetic spectrum or covering multiple frequencies. For certain cases where the illumination of a particular part of the scene with a bright spot is desired, laser scanning systems can also be used. For certain reasons, a laser rangefinder may be used in conjunction with the front-facing cameras 204 to determine the distance to certain objects in the field of view of the camera.

The video camera system itself can be used with suitable software such as for example, currently owned by Lamda Tech International Inc. of Waukesha, Wisconsin, is offered to determine the bulges of the road. The cameras and the corresponding ones Devices according to this invention therefore primarily complement the Linear camera and laser radar data acquisition systems, which are described in more detail below.

The data acquisition modules used for mapping typically include a Linear camera and a scanning laser radar. In some applications, however, can also on one or the other unit will be omitted.

The linear camera 210 is a device which typically includes a linear CCD, CMOS, or other photosensitive device having, for example, 4000 pixels. A suitable lens provides a field of view for this camera, typically from the center of the vehicle to the horizon. This camera takes a one-dimensional image that covers the entire road, starting at about the middle of the road and continuing to the horizon. This linear group camera 210 thus covers an angle of slightly more than 90 degrees. Typically, this camera works by utilizing natural lighting and effectively produces a continuous image of the road, typically capturing a linear image or a set of pixels for each inch (2.54 cm) of movement of the vehicle. Consequently, a complete two-dimensional representation of the road is created by the cartography vehicle. Since working with two measuring units, there is a viewing angle of 180 degrees. As a rule, the camera captures full-color images, so that the mapping team has a complete view of the road, viewed perpendicularly from the vehicle. This view is detected in a substantially vertical plane. This camera is unable to read the text for traffic signs, thus requiring the use of the front-facing cameras 208 . The images taken by these cameras can be further processed with automated software to locate the roadside, lane markings, the surroundings of the road and the roads and all areas where a misdirected vehicle can drive. The full-color rendering allows the characterization of the land to be done automatically with minimal human intervention.

The scanning laser radar 212 is typically designed to cover a scan angle of 90 degrees or less, so that a rotating mirror can perform at least four scans per minute. The scanning laser radar 212 can be coordinated or synchronized with the linear camera, so that each device in principle covers the same field of view, with one limitation: the camera typically covers more than 90 degrees. Of course, the scanning laser radar may be designed to cover an angle greater or less than 90 degrees, depending on the specific requirements. The radar can operate in any frequency range, from ultraviolet to far-infrared. As a rule, it is operated for safety reasons in the harmless to the eyes of the infrared spectrum. The scanning laser radar 212 may be implemented as either a pulse modulated or a tone modulated laser, as known in the art. In the tone modulated regime, the laser light is generally modulated with at least three frequencies to exclude distance ambiguities.

For each scan, the laser radar 212 determines the distance from the scanner to the ground for up to several thousand points in a vertical plane that extends from the middle of the lane to the horizon. In this way, all distances and elevations of all parts of the road and their surroundings are measured with this device. The exact location of the characters that were detected with the front-facing cameras 204 can now, for example, be determined automatically and easily. Thus, the scanning laser radar offers the highest degree of accuracy in mapping.

Scanning laser radar systems are widely used in the mapping of aircraft and in particular helicopters used, for example, they were used for mapping of Parts of railways used in the US. This is the first known application of the sampling Laser radar system for mapping roads, the radar being mounted on a vehicle is driving on a street.

Ideally, all systems described above are attached to the cartography vehicle. Although there is considerable redundancy between the linear camera and the scanning laser radar, the latter operates in an optical frequency range and consequently does not permit an automatic frequency range Characterization of the road and its surroundings.

As with the front-facing cameras, it is often desirable for both the Scanning laser radar as well as for the linear camera to use filters and polarizing lenses. In particular, reflections emanating from the sun affect the laser radar system, provided that is not working with suitable filters, with the exception of the respective operating frequency all Filter out frequencies.

Laser radars are often referred to as colidars or lidars. All these systems, the enable range selection from a sampling system, including radar systems considered equivalent for purposes of this invention.

A particularly important addition to the system described above is through the use Accurate position detection technologies that work independently of GPS. On Such a precise position detection system, also known as a calibration system, allows it in the In general, a vehicle has its own position independent of IMU or DGPS systems exactly recognizes.

An example of the application of this technology is the use of a radar and Reflector system, in which the radar transceivers are mounted on the vehicle and radar waves Send reflectors installed on the roadside. The position of the reflectors is either exactly known or become during the process of data collection by the mapping system certainly. The radar transceivers transmit a pulse or frequency modulated radar signal to the Reflectors installed on the road are usually corner reflectors Return the signal to the radar transceiver. This allows the radar system the precise Determining the distance between transceiver and reflector after the time of flight or Phase method.

In one possible implementation, each vehicle is equipped with two radar devices equipped to operate in a spectrum between 24 and 77 GHz. Each radar unit will be on Vehicle attached and outward, slightly forward and up towards the roadside positioned. Along the road rods are placed at an appropriate distance, where Each of a variety of corner cube radar reflectors is attached, which may be vertical are aligned. The most deeply attached to a rod reflector is positioned so that the Vehicle radar illuminates the reflector when the vehicle is closest to the pole located lane. The reflector most attached to a pole is positioned that the vehicle radar illuminates the reflector when the vehicle is in the bar at furthest away lane. The frequency of setting up bars is going through such considerations as the availability of light poles and other existing ones Structures, the likelihood of loss of connection to GPS satellites that Traffic density, the accuracy of the IMU system and similar criteria. First rough calculations have shown that a distance of about 400 m seems acceptable.

If the exact positioning of the reflectors has been previously determined and is already in one Road map database, the vehicle can use this information to its exact position on the road. In the more typical case, the radar reflectors are installed, and the Cartography vehicle will take its exact position via the differential GPS signals and the IMU unit transmitted. In this way, for the cartography vehicle a much higher accuracy than for other vehicles that use the system afterwards. This makes it possible that the Cartography vehicle also cartographically record the situation in tunnels and the location of Radar reflectors can detect the later of other vehicles to determine their exact Position are to be used when no GPS signals and no differential GPS signals available are. Similarly, such radar reflectors may be at a reasonable distance outside be placed in the tunnel and in this way an exact position determination by the Tunnel available vehicle, until again GPS signals and differential GPS signals available. Such a system can also be found in densely built streets of cities and at all others Places are used where the GPS signals can be blocked or from others Reasons are not available. Since the cost of radar reflectors are very low, it is It can be assumed that they will be frequently used in the future on the 6.5 million road kilometers of the USA come.

The use of radar systems and reflectors for accurate positioning is just one of many configurations that are to be considered for this purpose. As further examples are Road markings, RFID connectors, laser systems, laser radars and reflectors, in the street embedded magnetic contacts, magnetic bands, etc. called. The radar and reflector technology distinguishes itself from some other systems primarily by the fact that its effect also in unfavorable weather conditions is not seriously impaired, that it also works, if the reflectors are covered by snow, that no elaborate maintenance is necessary and that also cost and durability aspects speak for such systems.

The radar transceivers used are typically on each side of the vehicle attached and are directed at an angle between 30 and 60 degrees upwards. Your orientation typically occurs so that they extend beyond the vehicle roof, so that a sufficient vertical height can be achieved when, for example, a truck is passed. Of course, other assembly and alignment systems can be used.

The radar reflectors are usually on a pole, a building, an overpass or attached to another suitable structure. They can be designed to contain a code return. Then in some of these reflectors information must be stored that has a exact assignment of the relevant reflector to a reflector stored in the database enable. This can be achieved in a variety of ways, for example through the Use of multiple remote radar reflectors in a specific geometric configuration are mounted in a radius away from the vehicle. The presence or absence of a reflector, for example, by the return of a binary code be specified.

The system works as follows: A vehicle that drives along a road emits in the Near the reflector rods radar pulses with a frequency of, for example, one pulse per Millisecond. These radar pulses are coded so that each vehicle accurately recognizes which of them reflected information is due to one's own impulses. Approaching the vehicle a reflector rod, it begins to receive reflections. This process is from the Speed of the vehicle depends. By observing a series of reflections can the software of the vehicle either the reflection with the maximum amplitude, the average all reflections or a value other than that to be considered. Furthermore the radar pulse is modulated so that due to the phase of the returned signal a Calculation of the distance to the reflector can be made. Consequently, a vehicle that along a road and passes a pair of reflector rods, its position in the longitudinal direction determine. The basis for this is the angle of the radar devices and the maximum echo, such as described above. In addition, the vehicle can use this information on the basis of measured distance of radar and reflector determine its lateral position on the road.

At each reflector rod a variety of reflectors is mounted, the mounting location by the intersections of the radar beam of two vehicles is formed in the reflector at drive next to or in the front of the reflector furthest away. The distance of Reflectors on the pole are determined by the diameter of the radar beam (in pixels). For example, in a typical situation, it may be necessary for the attachment of the Radar reflectors begins 4 m above the earth's surface and ends at 12 m, with the distance between the each reflector is one meter. For the first demonstrations is of it assume that the existing structures are used. The corner cube radar reflectors are very cheap, so that the investment costs for the infrastructure is low, as long as existing Structures can be used. In inner cities it is also possible to build buildings etc. to use for the attachment of reflectors.

To summarize this aspect of the invention: It will be an inexpensive concept of Installation of an infrastructure that allows a vehicle a radar pulse sent and receives a reflection, this reflection as a reflection of the vehicle Radar emitted pulse is to identify and contains information that is accurate Allow distance measurement. Consequently, the vehicle can determine which position it is laterally and occupy longitudinally on the road.

Although the invention in the drawings and the foregoing description can be illustrated and are explained, but both the drawings, as well as the description as an illustration (not however, as a limitation). It is assumed that only the preferred Embodiments have been illustrated and described and that all changes and modifications, which are within the scope and spirit of the invention, are to be considered protected.

Claims (30)

A device which can be mounted on a vehicle while the vehicle is traveling, enabling the cartographic representation of a road, comprising:
a first data acquisition module mounted on a first side of the vehicle;
a second data acquisition module mounted on a second side of the vehicle;
each of said modules being provided with a GPS receiver and an antenna enabling the determination of the position of the vehicle, and each of said modules having a linear camera mounted so as to form one-dimensional images of a surface at a first or second one Provide side of the vehicle, said linear cameras provide images of a vertical plane which is perpendicular to the road, so that a view of the road in a direction perpendicular to her direction and can be derived from this view information about the road; and
a processor associated with said modules which forms a cartographic database of the road by correlating the position of the on-road vehicle with the information about the road. 2. Apparatus according to claim 1, characterized in that said camera in each of said modules at least one linear CCD, CMOS or other photosensitive Arrangement contains. 3. Apparatus according to claim 1, characterized in that said linear camera in each said module includes a lens having a field of view from an approximate center of the Vehicle to the horizon, said linear cameras being arranged that they take one-dimensional pictures of the entire street, starting with about the Center of the lane in which the vehicle drives, and extending further to the horizon. 4. Apparatus according to claim 1, characterized in that each of said modules above Also included is a scanning laser radar that waves down in a direction perpendicular to the road emitted plane and receives reflected radar waves, resulting in information about the distance between the said laser radar and the ground and thus information surrendered across the street. 5. Apparatus according to claim 4, characterized in that each of said modules and the said laser radar devices coordinated with said linear camera or synchronized are and cover a common field of vision. 6. Apparatus according to claim 1, characterized in that each of said modules also includes a video camera that provides images of an area in front of the vehicle, wherein also pictures of the surroundings of the street, including traffic signs and others Information displays and information about the road are delivered. 7. Apparatus according to claim 6, characterized in that it also has an instrument artificial lighting, which is activated at least when it is detected that that the natural lighting for taking pictures by the said video camera not enough. 8. Apparatus according to claim 6, characterized in that it also has a Scanning laser rangefinder comprising, with at least one of said video cameras is connected and to determine the distance between the camera and certain Objects in the pictures taken by said at least one video camera serves, this distance conveys information about the road. The apparatus of claim 1, further comprising means for securing said Module on the vehicle comprises, wherein said fastening device is a holder for Attaching all said modules to a roof of the vehicle, a mounting bracket all said modules on a front of the vehicle and a bracket for connecting the said modules comprises each other. 10. A device that can be mounted on a vehicle while the vehicle is traveling, enabling the cartographic representation of a road and comprising:
a first data acquisition module mounted on a first side of the vehicle;
a second data acquisition module mounted on a second side of the vehicle;
each of said modules being provided with a GPS receiver and an antenna enabling the determination of the position of the vehicle, and each of said modules having a scanning laser radar mounted so as to wave downwards in a direction perpendicular to the Emitted level and receives reflected radar waves, which gives information about the distance between the said laser radar and the ground and thus information about the road; and
a processor associated with said modules which forms a cartographic database of the road by correlating the position of the on-road vehicle with the information about the road. 11. The device according to claim 10, characterized in that each of said modules also includes a linear camera mounted to receive one-dimensional images of a Surface on a first or second side of the vehicle, said camera Provides images of a vertical plane that runs perpendicular to the road so that there is a view the road in a direction perpendicular to the road direction, from the turn Information about the road are derived. 12. The device according to claim 11, characterized in that said linear camera in each of said modules at least one linear CCD, CMOS or other contains photosensitive arrangement. 13. The apparatus according to claim 11, characterized in that said linear camera in each of said modules includes a lens having a field of view from an approximate center allows the vehicle to the horizon, said linear cameras arranged so are that they take one-dimensional pictures of the entire road, starting with about the center of the lane in which the vehicle drives, and extending further to the horizon. 14. The device according to claim 11, characterized in that each of said modules and the said laser radar are coordinated or synchronized with said linear camera and cover a common field of vision. 15. The apparatus according to claim 10, characterized in that each of said modules also includes a video camera that provides images of an area in front of the vehicle, wherein also pictures of the surroundings of the street, including traffic signs and others Information displays and information about the road are delivered. 16. The apparatus according to claim 15, characterized in that it also has an instrument artificial lighting, which is activated at least when it is detected that that the natural lighting for taking pictures by the said video camera not enough. 17. The apparatus according to claim 15, characterized in that it also has a Scanning laser rangefinder comprising, with at least one of said video cameras is connected and to determine the distance between the camera and certain Objects in the pictures taken by said at least one video camera serves, this distance conveys information about the road. 18. The apparatus of claim 10, further comprising a device for securing the said modules comprises on the vehicle, said fastening device a A bracket for attaching all said modules to a roof of the vehicle, a bracket for attaching all said modules to a front of the vehicle and a bracket for Connecting said modules comprises each other. 19. A method for mapping a road, comprising the steps of:
Arranging a first data acquisition module on a first side of the vehicle;
Arranging a second data acquisition module on a second side of the vehicle, each of the modules including a GPS receiver, an antenna and a linear camera oriented to image, in a vertical one-dimensional plane, an area of a first and a second side, respectively the vehicle delivers;
Driving the vehicle on the road while continuously registering the position of the vehicle using the GPS receiver and the antenna, and taking pictures of the vertical planes perpendicular to the road from the linear cameras; and
Formation of a cartographic database of the road by correlation of the position of the vehicle on the road with the information about the road, which emerge from the images of the linear cameras. 20. The method of claim 19, further comprising the step of arranging a lens in Connection with each of the linear cameras, so that there is a field of view, which is approximately from a center of the vehicle to the horizon, where the video cameras are one-dimensional Take pictures that cover the entire street, starting at about the middle of the street, on which the vehicle drives, and extending further to the horizon. 21. The method of claim 19, further comprising the steps of:
Arranging a scanning laser radar in each of the modules; and
during the operation of the vehicle emitting waves down in a plane perpendicular to the road and receiving the reflected radar waves, resulting in information about the distance between the laser radar and the ground and thus information about the road used to form the cartographic database can be. 22. The method of claim 21, further comprising the step of coordinating and Synchronization of the laser radar devices and the linear cameras in the individual modules so that they form a common field of vision. 23. The method of claim 19, further comprising the steps of:
Arranging a video camera in each of the modules so that images of an area in front of the vehicle including traffic signs and other information displays can be captured; and
while driving with the vehicle taking pictures through the video cameras, which provide information about the road, which can be used to form the cartographic database. 24. The method of claim 23, further comprising the step of arranging a scanning Laserradar rangefinder in conjunction with at least one of the video cameras, so that the distance to certain objects in the of at least one video camera recorded images can be determined. 25. A method for mapping a road, comprising the steps of:
Arranging a first data acquisition module on a first side of the vehicle;
Arranging a second data acquisition module on a second side of the vehicle, each of said modules including a GPS receiver, an antenna, and a scanning laser radar oriented to emit waves down perpendicular to the road and to receive reflected radar waves;
Driving the vehicle on the road while continuously registering the position of the vehicle using the GPS receiver and the antenna, and acquiring information about the distance between the laser radars and the ground by emitting and receiving radar waves; and
Forming a cartographic database of the road by correlating the position of the vehicle on the road with the information about the distance between the laser radars and the ground. 26. The method of claim 25, further comprising the steps of:
Arranging a linear camera in each of the modules positioning the linear cameras so as to provide one-dimensional images of a vertical plane of a surface on a first and a second side of the vehicle, respectively; and
Driving the vehicle and taking one-dimensional images through the linear cameras, whereby the information resulting from the images can be used to form the cartographic database. 27. The method of claim 26, further comprising the step of arranging a lens in Connected to each of the linear cameras, so that a field of view of about the middle of the vehicle to the horizon, where the video cameras are one-dimensional images of capture the entire road, starting with about the middle of the road on which the vehicle is drives, and extends further to the horizon. 28. The method of claim 26, further comprising the step of coordinating or Synchronization of the laser radar and the linear cameras in each of the modules comprises, so that these cover a common field of vision. 29. The method of claim 25, further comprising the step of:
Placing a video camera in each of the modules so that images of an area in front of the vehicle can be captured, including traffic signs and other informational displays; and
during the driving of the vehicle, capturing images by the video cameras and thereby providing information about the road that can be used to form the cartographic database. 30. The method of claim 29, further comprising the step of arranging the laser radar Rangefinder in conjunction with at least one of the video cameras, so that the Distance to certain objects in the pictures taken by at least one video camera recorded can be determined.