KR20210082422A - Apparatus for determining position of vehicle and method thereof - Google Patents

Abstract

The present invention relates to a vehicle positioning apparatus capable of precisely positioning the current location of a vehicle and a method thereof. According to the present invention, the vehicle positioning apparatus comprises: a first sensing unit detecting driving state information of a vehicle; a global navigation satellite system (GNSS) module acquiring location data of the vehicle; a first core unit generating a first driving trajectory of the vehicle on the basis of the driving state information detected by the first sensing unit, and estimating the current location of the vehicle on the basis of the generated first driving trajectory; a second sensing unit detecting driving environment information of the vehicle; and a second core unit generating a second driving trajectory in which the vehicle has traveled, performing map matching on the driving environment information detected by the second sensing unit to generate map matching data, and fusing the location data received from the GNSS module, the second driving trajectory, and the map matching data to generate fusion positioning information. The second core unit performs time synchronization between the driving environment information and map data used for map matching to perform map matching.

Description

Positioning device and method of vehicle {APPARATUS FOR DETERMINING POSITION OF VEHICLE AND METHOD THEREOF}

The present invention relates to an apparatus and method for positioning a vehicle, and more particularly, to an apparatus and method for positioning a vehicle for positioning a current location of an autonomous vehicle.

An autonomous vehicle refers to a vehicle that autonomously determines a driving route by recognizing the surrounding environment through external information sensing and processing functions while driving, and driving independently using its own power. An autonomous vehicle can drive itself to its destination by preventing collisions with obstacles on the driving path and adjusting vehicle speed and driving direction according to the shape of the road without the driver operating the steering wheel, accelerator pedal, or brake. have. For example, acceleration may be performed on a straight road, and deceleration may be performed on a curved road while changing a driving direction in response to the curvature of the road.

The positioning system applied to autonomous vehicles is based on road map information built using GPS (Global Positioning System) and various sensors (Radar, LiDAR, Camera, etc.) The current location of the vehicle is determined through sensor data obtained through the sensor. In order to secure the stability of autonomous driving, it is important to accurately determine the current location of the vehicle. For this purpose, DGPS (Differential GPS) and RTK-DGPS (Real Time Kinematic-DGPS) are used to improve the location accuracy of GPS. also do In addition, in order to correct the inevitably occurring error in GPS location data, a map matching technology that compares sensor data with a road map built in advance is sometimes applied.

In a positioning system applied to such an autonomous vehicle, the real-time and safety of vehicle location information must be guaranteed because it directly affects the vehicle's control output at the current time. However, there is a problem in that the real-time performance of the positioning system and the stability of the position information output period cannot be secured because it is necessary to process a large amount of data such as data from various sensors, high-precision maps, and GPS position data.

Background art of the present invention is disclosed in Korean Patent Publication No. 10-2017-0098071 (published on August 29, 2017).

The present invention was devised to solve the above problems, and an object according to an aspect of the present invention is to process a vast amount of data such as data from various sensors, high-precision maps, and GPS location data, so location information accuracy of a positioning system It is an object of the present invention to provide a vehicle positioning device and method for improving the problem of reducing the vehicular positioning system and securing the real-time performance of the positioning system and the stability of the position information output period.

A vehicle positioning device according to an aspect of the present invention is based on a first sensing unit detecting driving state information of the vehicle, a GNSS module acquiring position data of the vehicle, and driving state information detected by the first sensing unit to generate a first driving trajectory in which the vehicle travels, a first core unit for estimating a current location of the vehicle based on the generated first driving trajectory, and a second sensing unit for detecting driving environment information of the vehicle and generating a second driving trajectory in which the vehicle travels, performing map matching on the driving environment information detected by the second sensing unit to generate map matching data, and location data received from the GNSS module; A second core unit for generating fusion positioning information by fusing the second driving trajectory and the map matching data, wherein the second core unit performs time synchronization between the driving environment information and map data used for map matching to perform the map matching.

In the present invention, the first core unit generates the first driving trajectory by accumulating DR data generated by performing dead reckoning (DR) on the driving state information detected by the first sensing unit to generate the first driving trajectory, and The second core unit may generate the second driving trajectory by accumulating the DR data received from the first core unit.

In the present invention, the second core unit operates asynchronously based on a preset local timer, and removes the time asynchrony between the driving environment information and the map data determined through the local timer. It is characterized in that time synchronization between the driving environment information and the map data is performed.

In the present invention, the second core unit synchronizes the map data with the driving environment information based on the second driving trajectory to perform the time synchronization.

In the present invention, the first core unit is characterized in that the current position of the vehicle is estimated by correcting the fusion positioning information generated by the second core unit using the first driving trajectory.

In the present invention, the first core unit generates a real-time timer (RT Timer) using the position data obtained by the GNSS module, and estimates the current position of the vehicle using the generated real-time timer. do it with

In the present invention, the first core unit determines the time required to receive the fusion positioning information from the second core unit through the real-time timer, and the fusion positioning by a time delay equal to the identified required time The current position of the vehicle is estimated by compensating for an error of information using the first driving trajectory.

The method for positioning a vehicle according to an aspect of the present invention includes the steps of: a first core unit generating a first driving trajectory in which the vehicle travels based on driving state information of the vehicle; a second core unit; 2 Generating a driving trajectory and performing map matching on the driving environment information of the vehicle to generate map matching data, the second core unit, the position data received from the GNSS module for acquiring the position data of the vehicle; generating fusion positioning information by fusing the second driving trajectory and the map matching data, and estimating, by the first core unit, the current location of the vehicle based on the first driving trajectory and the fusion positioning information In the step of generating the second driving trajectory and map matching data, the second core unit performs time synchronization between the driving environment information and the map data used for the map matching to perform the map matching. characterized in that

In the present invention, in the step of generating the first driving trajectory, the first core unit generates the first driving trajectory by accumulating DR data generated by performing dead reckoning (DR) on the driving state information, In the generating of the second driving trajectory and map matching data, the second core unit generates the second driving trajectory by accumulating the DR data received from the first core unit.

In the present invention, the second core unit operates asynchronously based on a preset local timer, and in the step of generating the second driving trajectory and map matching data, the second core unit may include: Time synchronization between the driving environment information and the map data is performed in order to remove a time asynchrony between the driving environment information and the map data determined through a timer.

In the present invention, in the step of generating the second driving trajectory and map matching data, the second core unit synchronizes the map data with the driving environment information based on the second driving trajectory to perform the time synchronization characterized.

In the present invention, in the step of estimating the current position of the vehicle, the first core unit estimates the current position of the vehicle by correcting the fusion positioning information generated by the second core unit using the first driving trajectory. characterized in that

In the present invention, in the step of estimating the current location of the vehicle, the first core unit generates a real-time timer (RT Timer) using the location data obtained by the GNSS module, and uses the generated real-time timer to It is characterized in that the current position of the vehicle is estimated.

In the present invention, in the step of estimating the current position of the vehicle, the first core unit determines the time required to receive the fusion positioning information from the second core unit through the real-time timer, and the identified required time It is characterized in that the current position of the vehicle is estimated by compensating for the error of the fusion positioning information due to the time delay by the time by using the first driving trajectory.

According to one aspect of the present invention, the present invention determines the architecture of an optimal system in consideration of whether real-time and safety of data processing is required, and secures real-time and stability of the positioning system through the determined system architecture, thereby providing a vehicle It is possible to more precisely position the current position of

1 is a block diagram illustrating a vehicle positioning device according to an embodiment of the present invention.
2 is a block diagram for describing in detail the configuration of a first core part in a vehicle positioning device according to an embodiment of the present invention.
3 is a block diagram for describing in detail the configuration of a second core part in a vehicle positioning device according to an embodiment of the present invention.
4 is a block diagram illustrating an example of an overall system architecture in a vehicle positioning device according to an embodiment of the present invention.
5 is an exemplary diagram illustrating a process in which the first and second trajectory management units accumulate DR data to generate a first driving trajectory and a second driving trajectory.
6 is an exemplary diagram illustrating a difference between a first driving trajectory and a second driving trajectory.
7 is an exemplary diagram for explaining a process in which the second core unit performs time synchronization between driving environment information and map data in a vehicle positioning device according to an embodiment of the present invention.
8 is an exemplary diagram illustrating a result of time synchronization by synchronizing map data with driving environment information in a vehicle positioning device according to an embodiment of the present invention.
9 is an exemplary view for explaining a process of compensating for an error in the fusion positioning information of the first core unit in the vehicle positioning device according to an embodiment of the present invention.
10 is a flowchart illustrating a vehicle positioning method according to an embodiment of the present invention.

Hereinafter, embodiments of a vehicle positioning apparatus and method according to the present invention will be described with reference to the accompanying drawings. In this process, the thickness of the lines or the size of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms to be described later are terms defined in consideration of functions in the present invention, which may vary according to the intention or custom of the user or operator. Therefore, definitions of these terms should be made based on the content throughout this specification.

1 is a block diagram for explaining a positioning device for a vehicle according to an embodiment of the present invention, and FIG. 2 is a configuration of a first core part in a positioning device for a vehicle according to an embodiment of the present invention. 3 is a block diagram for explaining in detail the configuration of the second core part in the positioning device for a vehicle according to an embodiment of the present invention, and FIG. 4 is a vehicle according to an embodiment of the present invention. It is a block diagram showing an example of the overall system architecture in the positioning device of , and FIG. 5 shows the process of generating the first and second driving trajectories by accumulating DR data by the first trajectory management unit and the second trajectory management unit 6 is an exemplary view showing the difference between the first driving trajectory and the second driving trajectory, and FIG. 7 is the driving environment information and map data of the second core unit in the vehicle positioning device according to an embodiment of the present invention. It is an exemplary view for explaining a process of performing time synchronization between the two, and FIG. 8 is an exemplary view showing a result of time synchronization by synchronizing map data with driving environment information in a vehicle positioning device according to an embodiment of the present invention 9 is an exemplary view for explaining the process of compensating for the error of the fusion positioning information of the first core unit in the vehicle positioning device according to an embodiment of the present invention,

Referring to FIG. 1 , a vehicle positioning device according to an embodiment of the present invention includes a first sensing unit 10 , a GNSS module 20 , a first core unit 30 , a second sensing unit 40 , and a second sensing unit 40 . It may include two core parts 50 .

The first sensing unit 10 may detect driving state information of the vehicle. The driving state information of the vehicle may include a yaw rate and a steering angle for estimating the driving direction of the vehicle, and wheel speed and shift information for estimating the driving speed of the vehicle. In order to detect the driving state information, the first sensing unit 10 may include a yaw rate sensor, a steering angle sensor, a wheel inside sensor, and a shift detection sensor (not shown above). The driving state information of the vehicle detected by the first sensing unit 10 may be used to generate a first driving trajectory by applying dead reckoning (DR), as will be described later.

The second sensing unit 40 may detect driving environment information of the vehicle. The second sensing unit 40 may include a plurality of sensors to detect driving environment information of the vehicle, and the plurality of sensors include a camera sensor such as an AVM camera, a front camera, a stereo camera, and a lidar sensor (not shown above). ) and the like. The driving environment information of the vehicle detected by the second sensing unit 40 may be used to generate map matching data by applying map matching, as will be described later.

The GNSS (Global Navigation Satellite System) module 20 may receive the absolute coordinates of the vehicle through a satellite based on GPS, DGPS, Network-RTK, etc., and based on this, location data (latitude and longitude coordinates, direction, speed, quality, etc.) may be generated and transmitted to the real-time timer generating unit 35 of the first core unit 30 and the fusion positioning information generating unit 59 of the second core unit 50, which will be described later. Meanwhile, the location data from the GNSS module 20 may be transmitted standardized by the National Marine Electronics Association (NMEA) processing unit 37 and transmitted to the fusion positioning information generation unit 59 of the second core unit 50 .

The first core unit 30 generates a first driving trajectory in which the vehicle travels based on the driving state information detected by the first sensing unit 10 , and a current position of the vehicle based on the generated first driving trajectory. can be estimated. At this time, the first core unit 30 may estimate the current position of the vehicle by correcting the fusion positioning information generated by the second core unit 50 to be described later using the first driving trajectory, and detailed description thereof will be described later.

The second core unit 50 generates a second driving trajectory in which the vehicle travels, performs map matching on the driving environment information detected by the second sensing unit 40 to generate map matching data, and a GNSS module The fusion positioning information may be generated by fusing the location data received from ( 20 ), the second driving trajectory, and the map matching data.

The features of the present embodiment divided into the first core part 30 and the second core part 50 will be described first.

In the present embodiment, the data processing logic is relatively simple and the logic to ensure real-time and safety of data processing is implemented by the first core unit 30, and the data processing logic is complex and real-time of data processing is not guaranteed. A configuration in which unnecessary logic is divided into the second core unit 50 and implemented is adopted.

The first core unit 30 may be implemented as a platform in which real-time performance and safety have been verified, such as a real-time ECU or a hard real-time hardware platform such as a micro autobox, and the first core unit 30 includes a dead reckoning based on vehicle behavior. A (DR: Dead Reckoning) function and a current location estimation technology for providing the current location of the vehicle to the autonomous driving control module 60 applied to the autonomous vehicle may be implemented. As will be described later, the first core unit 30 may operate at a constant cycle (ie, the first core unit 30 may operate according to a preset operating frequency).

The second core unit 50 may be implemented as various high-performance autonomous driving platforms including a PC, such as a CPU/GPU-based hardware platform, and the second core unit 50 processes sensor data from sensors mounted on the vehicle. technology, map matching technology, and fusion positioning information generation technology to be described later may be implemented. As will be described later, the second core unit 50 may operate asynchronously according to a First In First Out (FIFO), Triggered, and Sampling method based on a preset local timer. The second core unit 50 uses the above-described local timer to attach a time tag to the driving environment information detected by the second sensing unit 40 and map data used for map matching (hereinafter referred to as a local time tag). can be added, and since the driving environment information and map data to which the Local time tag is added have different time information, such time asynchrony is removed through time synchronization by the second core unit 50 . A detailed description thereof will be given later.

Based on the foregoing, the operations of the first core unit 30 and the second core unit 50 will be described in detail below as sub-configurations thereof with reference to FIGS. 2 and 3 .

Referring to FIG. 2 , the first core unit 30 includes a DR positioning unit 31 , a first trajectory management unit 33 , a real-time timer generating unit 35 , an NMEA processing unit 37 , and a position estimation unit 39 . may include

The DR positioning unit 31 may perform DR on the driving state information detected by the first sensing unit 10 . The DR positioning unit 31 estimates the driving direction of the vehicle from the yaw rate and steering angle received from the yaw rate sensor and the steering angle sensor of the first sensing unit 10, respectively, and the wheel received from the in-wheel sensor and the shift detection sensor, respectively. After estimating the driving speed of the vehicle from the speed and shift information, dead reckoning (DR) may be performed using the estimated driving direction and driving speed. The DR positioning unit 31 may transmit the DR data generated as a result of performing the DR to the first trajectory manager 33 and the second trajectory manager 51 of the second core unit 50 , respectively.

As shown in FIG. 5 , the first trajectory management unit 33 generates a first driving trajectory in which the vehicle travels by accumulating the DR data received from the DR positioning unit 31 and transmits it to the location estimation unit 39 . . The first driving trajectory may be used to compensate the error of the fusion positioning information received by the position estimator 39 from the second core unit 50 as will be described later. Meanwhile, as the accumulation time of the DR data is shorter, the reliability (ie, accuracy) of the first driving trajectory is improved.

The real-time timer generator 35 may generate a real-time timer (RT Timer) by using the position data obtained by the GNSS module 20 . The real-time timer performs a function of providing a reference time for estimating the current location of the vehicle, and provides a time in ms to improve reliability in estimating the current location of the vehicle. The real-time timer generator 35 may generate a real-time timer by using a GPS pulse per second (pps) signal included in the location data obtained by the GNSS module 20 . Hereinafter, for convenience of notation, the time provided by the real-time timer is denoted as RT time, and the real-time timer generating unit 35 converts the RT time into the fusion positioning information generating unit of the position estimating unit 39 and the second core unit 50 ( 59) can be forwarded.

The position estimator 39 may finally estimate the current position of the vehicle and provide it to the autonomous driving control module 60 applied to the autonomous driving vehicle. Accordingly, the autonomous driving control module 60 receives surrounding environment recognition data (neighboring vehicles) obtained by the vehicle's onboard sensors (the first sensing unit 10 and the second sensing unit 40 may correspond to it). , pedestrians, obstacles, etc.) and the current location of the vehicle received from the location estimation unit 39 to generate an autonomous driving route, and control the steering, braking and driving systems of the vehicle to follow the generated autonomous driving route. .

The position estimator 39 estimates the current position of the vehicle by compensating for the error caused by the time delay included in the fusion positioning information generated by the second core unit 50 using the first driving trajectory, as will be described later. can do. A detailed description thereof will be given later.

Referring to FIG. 3 , the second core unit 50 includes a second trajectory management unit 51 , a data preprocessing unit 53 , a map data storage unit 55 , a map matching unit 57 , and a fusion positioning information generating unit ( 59) may be included.

As shown in FIG. 5 , the second trajectory management unit 51 accumulates the DR data received from the DR positioning unit 31 of the first core unit 30 to generate a second driving trajectory and map matching unit 57 . and the fusion positioning information generating unit 59 . The first driving trajectory generated by the first trajectory management unit 33 of the first core unit 30 has high accuracy when the DR data accumulation time is short, but since the accumulation of errors over time cannot be avoided, the current vehicle may be different from the movement trajectory of That is, although the reliability of the first running trajectory is high in terms of the operation of the first core unit 30, the reliability cannot be guaranteed in terms of the operation of the second core unit 50 due to the accumulation of errors over time, The second trajectory management unit 51 receives and accumulates the DR data separately from the first trajectory management unit 33 from the DR positioning unit 31 of the first core unit 30 and accumulates the second driving separated from the first driving trajectory. Trajectories can be created separately. 6 illustrates a difference between the first travel trajectory and the second travel trajectory when the second core unit 50 operates.

The map matching unit 57 may generate map matching data by performing map matching on the driving environment information detected by the second sensing unit 40 . The driving environment information may be pre-processed by the data pre-processing unit 53 , and map data required for map matching may be provided from the map data storage unit 55 . In the present embodiment, the map data used for map matching may be 3D precise map data (HD Map) applied to an autonomous vehicle, but is not limited thereto.

At this time, as described above, the driving environment information detected by the second sensing unit 40 and the map data provided from the map data storage unit are added by the second core unit 50 and are local having different time information. Time tags will be included. That is, since the driving environment information and the map data are input at different times, time synchronization is required for map matching between the driving environment information and the map data. Accordingly, the map matching unit 57 removes the time asynchrony between the driving environment information and the map data determined through the local timer (that is, determined through the local time tag added to the driving environment information and the map data by the local timer) To do this, time synchronization between driving environment information and map data may be performed.

As illustrated in FIG. 7 , the map matching unit 57 may synchronize the map data with the driving environment information based on the second driving trajectory to perform time synchronization. That is, time synchronization can be performed by synchronizing the map data with the driving environment information through coordinate transformation of the map data based on the local time tag included in the driving environment information. The amount of movement of the vehicle may be compensated through the second driving trajectory. 8 shows an example of a result of time synchronization by synchronizing map data with driving environment information.

The map matching unit 57 may perform map matching by performing time synchronization between the driving environment information and the map data through the above-described process. The map matching unit 57 may perform map matching using a data assignment algorithm such as Iterative Closest Point (ICP), Hungarian Auction, Linear Fitting Algorithm, etc., and the map matching data generated as a result of performing map matching generates fusion positioning information. is passed to the unit 59 .

The fusion positioning information generating unit 59 fuses the location data from the GNSS module 20, the second driving trajectory received from the second trajectory management unit 51, and the map matching data received from the map matching unit 57, It is possible to generate fusion positioning information. The fusion positioning information generating unit 59 may fuse the location data, the second driving trajectory, and the map matching data using a fusion algorithm such as an Extended Kalman Filter (EKF) or a weighted sum. The fusion positioning information generating unit 59 adds an RT time tag to the generated fusion positioning information through the RT time received from the real-time timer generating unit 35 of the first core unit 30 to add the first core unit 30 ) can be transmitted to the location estimation unit 39 of the.

The position estimator 39 may estimate the current position of the vehicle by correcting the fusion positioning information using the first driving trajectory received from the first trajectory management unit 33 . At this time, the position estimator 39 determines the time required to receive the fusion positioning information from the second core unit 50 through the real-time timer, and the error of the fusion positioning information due to a time delay corresponding to the identified required time The current position of the vehicle may be estimated by compensating for .

Specifically, at the point in time when the position estimator 39 estimates the current position of the vehicle, the fusion positioning information received from the second core unit 50 includes the calculation time of the fusion positioning information generating unit 59 and the second core unit. Since the data is already in the past due to the communication time between (50) and the first core unit 30, it is necessary to compensate for the error of the fusion positioning information due to this time delay.

Accordingly, the position estimating unit 39 performs fusion positioning from the second core unit 50 through the RT time tag included in the fusion positioning information received from the second core unit 50 and the RT time provided by the real-time timer. Determine the required time until the information is delivered (that is, the computation time of the fusion positioning information generating unit 59 and the communication time between the second core unit 50 and the first core unit 30) The current position of the vehicle can be estimated by compensating for the error of the fusion positioning information due to the time delay by using the first driving trajectory. 9 shows an example in which the position estimator 39 compensates for the error of the fusion positioning information.

10 is a flowchart illustrating a vehicle positioning method according to an embodiment of the present invention.

A method of positioning a vehicle according to an embodiment of the present invention will be described with reference to FIG. 10 . First, the first core unit 30 generates a first driving trajectory of the vehicle based on driving state information of the vehicle ( S10). In step S10 , the first core unit 30 may generate a first driving trajectory by accumulating DR data generated by performing dead reckoning (DR) on driving state information of the vehicle.

Next, the second core unit 50 generates a second driving trajectory in which the vehicle travels, and performs map matching on driving environment information of the vehicle to generate map matching data ( S20 ). In step S20 , the second core unit 50 may generate the second driving trajectory by accumulating the DR data received from the first core unit 30 . In addition, the second core unit 50 may perform map matching by performing time synchronization between the driving environment information and the map data in order to remove the time asynchrony between the driving environment information and the map data determined through the local timer. In this case, the second core unit 50 may synchronize the map data with the driving environment information based on the second driving trajectory to perform time synchronization.

Then, the second core unit 50 generates fusion positioning information by fusing the location data received from the GNSS module 20 for obtaining the vehicle location data, the second driving trajectory, and the map matching data (S30).

Next, the first core unit 30 estimates the current location of the vehicle based on the first driving trajectory and the fusion positioning information ( S40 ). In step S40 , the first core unit 30 may estimate the current position of the vehicle by correcting the fusion positioning information generated by the second core unit 50 using the first driving trajectory. The first core unit 30 may generate a real-time timer (RT Timer) by using the position data obtained by the GNSS module 20, and estimate the current position of the vehicle using the generated real-time timer. As a result, the time required to receive the fusion positioning information from the second core unit 50 through the real-time timer is identified, and the error of the fusion positioning information due to the time delay corresponding to the identified required time is used for the first driving trajectory. The current position of the vehicle can be estimated by compensating for it.

As described above, this embodiment determines the architecture of the optimal system in consideration of whether real-time and safety of data processing are required, and secures real-time and stability of the positioning system through the determined system architecture, so that the current position of the vehicle is more It can be precisely positioned.

Although the present invention has been described with reference to the embodiment shown in the drawings, this is merely exemplary, and it is understood that various modifications and equivalent other embodiments are possible by those skilled in the art. will understand Accordingly, the true technical protection scope of the present invention should be defined by the following claims.

10: first sensing unit
20: GNSS module
30: first core part
31: DR positioning unit
33: first trajectory management unit
35: real-time timer generator
37: NMEA processing unit
39: location estimation unit
40: second sensing unit
50: second core part
51: second trajectory management unit
53: data preprocessor
55: map data storage unit
57: map matching unit
59: fusion positioning information generating unit
60: autonomous driving control module

Claims (14)

A first driving trajectory of the vehicle is generated by accumulating DR data generated by performing dead reckoning (DR) on the driving state information of the vehicle, and the current location of the vehicle is based on the generated first driving trajectory. a first core unit for estimating
A second driving trajectory in which the vehicle travels is generated by accumulating the DR data received from the first core unit, map matching is performed on driving environment information of the vehicle to generate map matching data, and the vehicle location A second core unit for generating fusion positioning information by fusing data, the second driving trajectory, and the map matching data; including,
The first core unit estimates the current position of the vehicle by correcting the fusion positioning information generated by the second core unit using the first driving trajectory,
The current position of the vehicle estimated by the first core unit is applied to the autonomous driving control module of the vehicle to generate an autonomous driving route based on surrounding environment recognition data acquired by a sensor mounted on the vehicle a vehicle positioning device.
According to claim 1,
The first core part is implemented as a real-time hardware platform, and the second core part is implemented as a CPU or GPU-based hardware platform.
According to claim 1,
The first core unit may be configured to estimate the traveling direction of the vehicle from the yaw rate and the steering angle of the vehicle, estimate the traveling speed of the vehicle from the wheel speed and shift information of the vehicle, and then estimate the estimated traveling direction and traveling speed A vehicle positioning device, characterized in that the DR data is generated by performing DR using
According to claim 1,
and the second core unit performs the map matching by performing time synchronization between the driving environment information and the map data used for the map matching.
5. The method of claim 4,
The second core unit operates asynchronously based on a preset local timer, and includes the driving environment information and the driving environment information and the map data to remove the time asynchrony between the driving environment information and the map data determined through the local timer. and performing time synchronization between the map data, and synchronizing the map data with the driving environment information based on the second driving trajectory to perform the time synchronization.
According to claim 1,
GNSS module for acquiring the location data of the vehicle; further comprising,
The first core unit generates a real-time timer (RT Timer) using the location data obtained by the GNSS module, and estimates the current location of the vehicle using the generated real-time timer. positioning device.
7. The method of claim 6,
The first core unit determines the time it takes to receive the fusion positioning information from the second core unit through the real-time timer, and calculates the error of the fusion positioning information due to a time delay corresponding to the identified required time. and estimating the current position of the vehicle by compensating using the first driving trajectory.
generating, by a first core unit, a first driving trajectory of the vehicle by accumulating DR data generated by performing dead reckoning (DR) on driving state information of the vehicle;
A second core unit generates a second driving trajectory in which the vehicle travels by accumulating the DR data received from the first core unit, and performs map matching on the driving environment information of the vehicle to generate map matching data step;
generating, by the second core unit, fusion positioning information by fusing the vehicle location data, the second driving trajectory, and the map matching data; and
estimating, by the first core unit, the current position of the vehicle by correcting the fusion positioning information generated by the second core unit using the first driving trajectory;
The current position of the vehicle estimated by the first core unit is applied to the autonomous driving control module of the vehicle to generate an autonomous driving route based on surrounding environment recognition data acquired by a sensor mounted on the vehicle a vehicle positioning method.
9. The method of claim 8,
The first core part is implemented as a real-time hardware platform, and the second core part is implemented as a CPU or GPU-based hardware platform.
9. The method of claim 8,
In the step of generating the first driving trajectory, the first core part,
After estimating the driving direction of the vehicle from the yaw rate and steering angle of the vehicle, estimating the driving speed of the vehicle from the wheel speed and shift information of the vehicle, DR is performed using the estimated driving direction and driving speed Positioning method of a vehicle, characterized in that for generating the DR data by doing.
9. The method of claim 8,
In the step of generating the second driving trajectory and map matching data, the second core unit,
and performing the map matching by performing time synchronization between the driving environment information and map data used for map matching.
12. The method of claim 11,
The second core unit operates asynchronously based on a preset local timer,
In the step of generating the second driving trajectory and map matching data, the second core unit,
, time synchronization between the driving environment information and the map data is performed to remove the time asynchrony between the driving environment information and the map data determined through the local timer, and the driving environment information based on the second driving trajectory A vehicle positioning method, characterized in that the time synchronization is performed by synchronizing the map data to the .
9. The method of claim 8,
In the step of estimating the current location of the vehicle, the first core unit,
A method for positioning a vehicle, characterized in that a real-time timer (RT Timer) is generated using the location data obtained by the GNSS module, and the current location of the vehicle is estimated using the generated real-time timer.
14. The method of claim 13,
In the step of estimating the current location of the vehicle, the first core unit,
The time required to receive the fusion positioning information from the second core unit is determined through the real-time timer, and the error of the fusion positioning information due to a time delay corresponding to the identified required time is calculated as the first driving trajectory. A vehicle positioning method, characterized in that the current position of the vehicle is estimated by compensating the vehicle.

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