Patent Description:
The present disclosure additionally is directed to a data processing apparatus.

The present disclosure further relates to a computer program and a computer-readable storage medium.

In a traffic system, especially in an urban traffic system, it is important for general safety reasons that vehicles which are currently not in use are parked in a safe manner. In this context, for example marked parking spaces can be considered as safe parking spaces. Among other things, this is due to the fact that marked parking spaces are usually chosen such that vehicles parked thereon are not hindering traffic circulation in adjacent areas of the roadway.

However, not all parking spaces are marked parking spaces and it may be generally allowable to park a vehicle in a non-marked parking space. In this context, it is the driver's responsibility to respect rules and laws relating to parking on non-marked parking spaces. On a more general level, the driver needs to make sure that the vehicle which is parking on a non-marked parking space is not hindering other traffic participants. This increases both the safety of the other traffic participants and the safety of the parked. However, making sure that the vehicle is not hindering other traffic participants and at the same time respecting relevant rules and laws puts a certain burden on the driver.

It is an objective of the present disclosure to solve or at least alleviate this issue.

A method for detecting and providing non-marked parking space information and/or road data information to vehicles is known from <CIT>. In this prior art document, the details of the spaces which are provided to a requesting vehicle may include the location of the space, the size of the space, the parking restrictions which apply to the space and if available, images of the parking spaces and images of the road data.

According to a first aspect, there is provided a method for detecting a non-marked parking space for a vehicle on a roadway, as set out in appended clam <NUM>.

This method respects the fact that certain infrastructure features may define a no-parking safety zone. This means that within a certain distance from such infrastructure features, parking is not allowed. The infrastructure features defining such no-parking safety zones and the corresponding safety distances may be defined by law or other public regulations. For example, parking may be prohibited within a distance of <NUM> from a pedestrian crossing or cycle crossing or a junction. According to the prior art, a driver of a vehicle who intends to park the vehicle on a non-marked parking space is obliged to know all infrastructure features defining a no-parking safety zone and the corresponding safety distances. Moreover, in prior art solutions, the driver needs to visually estimate a distance between the vehicle he or she is driving and the infrastructure feature. Using the present method takes off this burden from the driver. Using the method automatically provides an information to the driver indicating a distance between the infrastructure feature and the vehicle. This allows the driver to know whether the relevant safety distance is respected or not. This saves time and effort for the driver. Moreover, using the method is a lot more precise than visually estimating distances. A further effect of the enhanced precision is that non-marked parking space may be used in an efficient manner since a safety margin or estimation error with respect to the safety distance can be kept small. Altogether, road safety is enhanced for both a vehicle being parked on the non-marked parking space and other traffic participants traveling on roadway portions adjacent to the non-marked parking space.

According to the invention, the infrastructure information additionally comprises a safety distance information describing a safety distance defining the no-parking safety zone. Thus, in this example, the driver does not need to know the safety distance being associated with a specific infrastructure feature. This saves further time and effort for the driver.

It is noted that in the present method, estimating the distance between the location of the infrastructure feature and the vehicle is dynamic. This means that this estimation is regularly updated depending on a current position of the vehicle.

In an example, the infrastructure feature is at least one of a pedestrian crossing, a cycle crossing, a cycle passage, a cycle path, a pedestrian path, and a junction. Pedestrians and cyclists may be summarized as a vulnerable road users. It is, thus, important for other vehicles, especially cars, buses and trucks, to keep a safety distance from roadway portions that are specifically dedicated to cyclists and pedestrians. This enhances road safety for vulnerable road users. The same applies to a junction. In the region of a junction, it is important for all traffic participants to have a good overview of the traffic situation. Using the present method, safety distances being associated with the above-mentioned infrastructure features may be easily respected.

In an example, the infrastructure information is provided by a navigation system of the vehicle. Alternatively, the infrastructure information is provided by a computer vision system of the vehicle comprising at least one camera unit being mounted on the vehicle. In other words, the infrastructure information forms part of a map information which is used by the navigation system. Alternatively, the computer vision system of the vehicle is configured to detect infrastructure features defining the no-parking safety zone. In this context, the computer vision system may be configured to detect at least one of a pedestrian crossing, a cycle crossing, a cycle passage, a cycle path, a pedestrian path, and a junction based on an image captured by the camera unit. In both alternatives, the infrastructure information is provided in an efficient and reliable manner.

In a further example, the infrastructure information is provided by a user input. This means that the driver can generate a user input if the vehicle is currently at a location corresponding to a location of an infrastructure feature defining a no-parking safety zone. The driver can for example push a button or make a speech command or a make gesture command if he or she visually detects such an infrastructure feature and is travelling approximately at the same location as the infrastructure feature. The user input starts a distance counter. Consequently, starting from the location at which the user input has been generated, the distance travelled is estimated using the present method. In this special case, the driver needs to know that the infrastructure feature defines a no-parking safety zone. Furthermore, in this example, the driver needs to know the safety distance information describing a safety distance defining the no-parking safety zone of this specific infrastructure feature. Thus, using the information on the estimated distance as provided by the present method helps the driver in that the driver may easily know when the vehicle has left the no-parking safety zone.

In an example, the method further comprises receiving a steering angle information and estimating the distance between the location of the infrastructure feature and the vehicle based on the received steering angle information. The steering angle of the vehicle provides an information on the traveling direction of the vehicle. The traveling direction has a direct influence on the distance between the location of the infrastructure feature and the vehicle. Thus, using the steering angle information allows to precisely estimate this distance.

In an example, the method further comprises receiving at least one of a vehicle location information and a vehicle speed information and estimating the distance between the location of the infrastructure feature and the vehicle based on the at least one of the received vehicle location information and the vehicle speed information. In this context, the vehicle speed integration may be integrated in order to estimate the distance. This integration may be calculated in a regular manner, for example every <NUM> milliseconds. Consequently, the distance between the location of the infrastructure feature and the vehicle can be calculated in a precise manner.

In an example, the method further comprises receiving an image captured by a camera unit installed on the vehicle and estimating the distance between the location of the infrastructure feature and the vehicle based on the received image. To this end, an image processing technique may be used. The camera unit installed on the vehicle may be a front camera or a rear camera. Also this alternative, the distance between the location of the infrastructure feature and the vehicle can be estimated in a precise manner.

In an example, informing the user about the estimated distance comprises displaying at least one of a number indicating the estimated distance, a number indicating a difference between the estimated distance and the safety distance, an image showing a space between the vehicle and the infrastructure feature, and an indicator informing the user about a relationship between the estimated distance and the safety distance. In this context, a number indicating a difference between the estimated distance and a distance threshold may be called a counter. The indicator may be a color indicator. In all of the examples, the driver is able to know whether the vehicle is located inside the no-parking safety zone or outside the no-parking safety zone. Consequently, the vehicle may be parked in a safe and precise manner.

In an example, informing the user about the estimated distance comprises triggering an acoustic signal. For example, a sound may be played if the estimated distance exceeds a predefined value such as the safety distance. Thus, the driver is informed about the fact whether the vehicle is located inside the no-parking safety zone or outside. Since this is done in an acoustic manner, the driver may perceive this information independent from a direction in which the driver is looking.

In an example, the method further comprises triggering a light projection indicating the safety distance. In other words, the light projection indicates a location of the no-parking safety zone. Thus, it is simple for the driver to determine whether he or she has reached and allowable non-marked parking space, i.e. a parking space outside the no-parking safety zone.

In an example, the light projection is only used in connection with forward parking. When forward parking, a light projection is easily visible by a driver.

In another example, the light projection is only used if a surrounding lightness is below a predefined lightness threshold. In simplified words, the light projection is only used if the vehicle is located in an environment which is sufficiently dark. This enhances the visibility of the light projection.

In an example, the method further comprises receiving at least one of a user input starting information and a gear status information and triggering the start of the method based on the at least one of the user input starting information and the gear status information. In other words, the method may be started by a user input. In this context, the user may for example press a button. Alternatively, the method may be started once the drive gear or the reverse gear is engaged. In the latter alternative, engaging the reverse gear or the drive gear is seen as an indicator that the driver intends to start a parking maneuver.

In an example, the method further comprises receiving at least one of a user input abandoning information, a vehicle parking status information and a vehicle speed information exceeding a speed threshold and abandoning the method based on the at least one of the user input abandoning information, the vehicle parking status information and the vehicle speed information. Thus, the method may be abandoned based on a corresponding user input. Additionally or alternatively, the method may be abandoned if the vehicle is found to have parked. In a further alternative, the method is abandoned if the vehicle travels at a speed exceeding a predefined speed threshold. In all of these examples, the execution of the method is not necessary anymore.

The method may be at least partly computer-implemented, and may be implemented in software or in hardware, or in software and hardware. Further, the method may be carried out by computer program instructions running on means that provide data processing functions. The data processing means may be a suitable computing means, such as an electronic control module etc., which may also be a distributed computer system. The data processing means or the computer, respectively, may comprise one or more of a processor, a memory, a data interface, or the like.

According to a second aspect, there is provided a data processing apparatus comprising means for carrying out the method of the present disclosure, as set out in appended claim <NUM>. Thus, the fact that certain infrastructure features may define a no-parking safety zone may be respected. This means that within a certain distance from such infrastructure features, parking may not be allowed. According to the prior art, a driver of a vehicle who intends to park the vehicle on a non-marked parking space is obliged to know all infrastructure features defining a no-parking safety zone and the corresponding safety distances, using the present data processing apparatus takes off this burden from the driver. Using the data processing apparatus automatically provides an information to the driver by which the driver can easily know whether the relevant safety distance is respected or not. This saves time and effort for the driver. Moreover, using the data processing apparatus is a lot more precise than visually estimating distances. A further effect of the enhanced precision is that non-marked parking space may be used in a more efficient manner since a safety margin or estimation error with respect to the safety distance can be kept small. Altogether, road safety is enhanced for both a vehicle being parked on the non-marked parking space and other traffic participants traveling on roadway portions adjacent to the non-marked parking space.

According to a third aspect, there is provided a computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method of the present disclosure, as set out in appended claim <NUM>. Thus, the fact that certain infrastructure features may define a no-parking safety zone may be respected. This means that within a certain distance from such infrastructure features, parking may not be allowed. According to the prior art, a driver of a vehicle who intends to park the vehicle on a non-marked parking space is obliged to know all infrastructure features defining in no-parking safety zone and the corresponding safety distances. Using the present computer program takes off this burden from the driver. Using the computer program automatically provides an information to the driver by which the driver can easily know whether the relevant safety distance is respected or not. This saves time and effort for the driver. Moreover, using the computer program is a lot more precise than visually estimating distances. A further effect of the enhanced precision is that non-marked parking space may be used in a more efficient manner since a safety margin or estimation error with respect to the safety distance can be kept small. Altogether, road safety is enhanced for both a vehicle being parked on the non-marked parking space and other traffic participants traveling on roadway portions adjacent to the non-marked parking space.

According to a fourth aspect, there is provided a computer-readable storage medium comprising instructions which, when executed by a computer, cause the computer to carry out the method of the present as set out in appended claim <NUM>. Thus, the fact that certain infrastructure features may define a no-parking safety zone may be respected. This means that within a certain distance from such infrastructure features, parking may not be allowed. According to the prior art, a driver of a vehicle who intends to park the vehicle on a non-marked parking space is obliged to know all infrastructure features defining a no-parking safety zone and the corresponding safety distances. Using the present computer-readable storage medium takes off this burden from the driver. Using the computer-readable storage medium automatically provides an information to the driver by which the driver can easily know whether the relevant safety distance is respected or not. This saves time and effort for the driver. Moreover, using the computer-readable storage medium is a lot more precise than visually estimating distances. A further effect of the enhanced precision is that non-marked parking space may be used in a more efficient manner since a safety margin or estimation error with respect to the safety distance can be kept small. Altogether, road safety is enhanced for both a vehicle being parked on the non-marked parking space and other traffic participants traveling on roadway portions adjacent to the non-marked parking space.

The traffic situation comprises a roadway <NUM> with two lanes <NUM>, <NUM>.

A pedestrian crossing <NUM> is crossing the roadway <NUM>. In the present example, the pedestrian crossing <NUM> is represented as a zebra crossing. It is understood, that the pedestrian crossing <NUM> be of any other type of a pedestrian crossing.

Moreover, a vehicle <NUM> is traveling on the roadway <NUM>.

The vehicle <NUM> comprises a data processing apparatus <NUM>.

The data processing apparatus <NUM> comprises a data storage unit <NUM> and a data processing unit <NUM>.

The data storage unit <NUM> further comprises a computer-readable storage medium <NUM>.

On the computer-readable storage medium <NUM>, there is provided a computer program <NUM>.

Both the computer-readable storage medium <NUM> and the computer program <NUM> comprise instructions which, when executed by the data processing unit <NUM> or, more generally speaking, a computer, cause the data processing unit <NUM> or the computer to carry out a method for detecting a non-marked parking space for the vehicle <NUM>.

Consequently, the data storage unit <NUM> and the data processing unit <NUM> may be considered as means <NUM> for carrying out the method for detecting a non-marked parking space for the vehicle <NUM>.

The vehicle <NUM> additionally comprises a camera unit <NUM> which is communicatively connected to the data processing apparatus <NUM>.

Moreover, the vehicle <NUM> comprises a light projection unit <NUM> which also is communicatively connected to the data processing apparatus <NUM>.

For the present explanations, it is assumed that for the roadway <NUM> and the vehicle <NUM> traveling thereon, legislation defines a no-parking safety zone SZ around pedestrian crossings <NUM>. The no-parking safety zone SZ may be defined by a safety distance SD around the pedestrian crossing <NUM>. The safety distance SD is for example <NUM>. This means that it is not allowed to park a vehicle within a range of <NUM> around the pedestrian crossing <NUM>.

In the following, the method for detecting a non-marked parking space for the vehicle <NUM> is explained.

In the present example, the execution of this method is triggered in that a user input starting information is received at the data processing apparatus <NUM>.

The user input starting information may be generated by the user pushing a button on a touchscreen which is associated with the execution of the present method. In the example of <FIG>, the user input starting information may be generated by pressing the right button in the top row.

The user of the vehicle <NUM> presses this button if he or she intends to park the vehicle <NUM> in a non-marked parking space.

In a first step S1 of the method, an infrastructure information II is received.

This infrastructure information II describes an infrastructure feature, in the present case the pedestrian crossing <NUM> defining the no-parking safety zone SZ. In this context, the infrastructure information II comprises at least a location information LI describing a location of the infrastructure feature, i.e. of the pedestrian crossing <NUM>, and a safety distance information SDI describing a safety distance defining the no-parking safety zone SZ. As has been explained before, the safety distance is assumed to be <NUM> in the present example.

In the present example, the infrastructure information II is provided by a computer vision system of the vehicle comprising the camera unit <NUM>. This means that the camera unit <NUM> captures images of the surroundings of the vehicle <NUM>. These images are analyzed by an infrastructure feature recognition method being carried out by the data processing apparatus <NUM>. This means that the date the storage unit <NUM> comprises another computer-readable storage medium <NUM> on which a further computer program <NUM> is provided. Both the further computer-readable storage medium <NUM> and the further computer program <NUM> comprise instructions which, when executed by the data processing unit <NUM> or, more generally speaking, a computer, cause the computer to carry out the method for detecting an infrastructure feature in an image received from the camera unit <NUM>.

The camera unit <NUM>, the further computer-readable storage medium <NUM> and the further computer-program <NUM> form part of the computer vision system.

The method for detecting the infrastructure feature in an image received from the camera unit <NUM> is also configured to provide a corresponding location information LI. Moreover, the further computer-readable storage medium <NUM> comprises a list of safety distances for a plurality of relevant infrastructure features.

Thus, based on an image captured by the camera unit <NUM>, a type of an infrastructure feature may be determined and a safety distance may be associated to the determined infrastructure feature. Consequently, the associated no-parking safety zone SZ is fully defined.

In a subsequent second step, a distance D between the location of the infrastructure feature and the vehicle <NUM> is estimated.

To this end, the received location information LI of the infrastructure feature is used.

Moreover, a vehicle location information, a vehicle speed information and a steering angle information are received.

Based on this information, the distance between the location of the infrastructure feature and the vehicle <NUM> may be reliably estimated. More precisely, starting from the vehicle location information, the vehicle speed information is regularly integrated. Moreover, the steering angle information gives an indication of the traveling direction of the vehicle <NUM>.

It is noted that in an alternative, the distance between the vehicle <NUM> and the infrastructure feature, i.e. the pedestrian crossing <NUM> may be estimated based on the received image as captured by the camera unit <NUM>.

Altogether, a distance D between the location of the infrastructure feature and the vehicle <NUM> is known.

Thereafter, in a third step, the user of the vehicle <NUM> is informed about the estimated distance D. This offers the possibility to compare this distance to the safety distance SD.

In this context, a number indicating the estimated distance may be displayed on a central screen within the vehicle (cf. Additionally, a color indicator may be used for informing the user about a relationship between the estimated distance D and the safety distance SD.

In the present example, the distance being displayed on the central screen is presented in red color as long as the estimated distance D is smaller than the relevant safety distance SD.

In case the estimated distance D exceeds the relevant safety distance SD, the displayed distance is represented in green color.

Consequently, the driver knows exactly when the vehicle <NUM> has left the no-parking safety zone SZ and, thus, can park the vehicle <NUM> in a safe and allowable manner.

It is understood that also other manners of informing the user about the estimated distance D are possible. For example, instead of the number indicating the estimated distance D, a number indicating a difference between the estimated distance D and the safety distance SD may be displayed on the central screen.

Optionally, an image showing a space between the vehicle <NUM> and the infrastructure feature, i.e. the pedestrian crossing <NUM> may be added.

It is also possible to inform the user about the estimated distance D by triggering an acoustic signal. For example, a sound may be played if the vehicle leaves the no-parking safety zone SZ.

Additionally, in the present example, the vehicle <NUM> comprises a light projection unit <NUM>. Using the light projection unit <NUM>, a light pattern is projected on the roadway <NUM> such that the light pattern indicates a location of the no-parking safety zone SZ. Thus, the driver can easily see where it is allowed to park the vehicle <NUM> and where not.

In the present example, the method is abandoned once the vehicle <NUM> has terminated the parking maneuver.

In this context, a vehicle parking status information may be received at the data processing apparatus <NUM>. The vehicle parking status information may be provided by a gearbox of the vehicle, e.g. if the gearbox is put into state "P".

Alternatively, the method may be abandoned following a user action, e.g. by the user pushing a button. The button will generate a user input abandoning information which is provided to the data processing apparatus <NUM>.

<FIG> shows a vehicle <NUM> according to another example.

The vehicle <NUM> of <FIG> may replace the vehicle <NUM> of <FIG>. In the following, only the differences between the vehicle <NUM> of <FIG> in the vehicle <NUM> of <FIG> will be explained.

The vehicle <NUM> of <FIG> does not comprise a camera unit. Instead, the vehicle <NUM> is equipped with the navigation system <NUM>.

On the navigation system <NUM>, there is stored a map information comprising a representation of the roadway <NUM> and the pedestrian crossing <NUM>. Also an information on a safety distance SD associated with the pedestrian crossing <NUM> is provided on the navigation system <NUM>. Thus, in contrast to the example of <FIG>, the infrastructure information II is provided by the navigation system <NUM>.

Even though the above examples have been explained in connection with an infrastructure feature being a pedestrian crossing, it is understood that the same method may be executed in connection with other infrastructure features. This may be the case for a cycle crossing, a cycle passage, a cycle path, a pedestrian path, and a junction. The above explanations apply mutatis mutandis to an execution of the method in connection with these infrastructure features.

Claim 1:
A method for detecting a non-marked parking space for a vehicle (<NUM>) on a roadway (<NUM>), comprising:
- receiving an infrastructure information (II) describing an infrastructure feature defining a no-parking safety zone (SZ), the infrastructure information (II) comprising at least a location information (LI) describing a location of the infrastructure feature and a safety distance (SD) information,
- estimating a distance (D) between the location of the infrastructure feature and the vehicle (<NUM>) based on the received location information (LI), and
- informing a user of the vehicle (<NUM>) about the estimated distance (D) and the relationship between the estimated distance (D) and the safety distance(SD).