CA2465233A1 - Navigation system for determining the course of a vehicle - Google Patents
Navigation system for determining the course of a vehicle Download PDFInfo
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- CA2465233A1 CA2465233A1 CA002465233A CA2465233A CA2465233A1 CA 2465233 A1 CA2465233 A1 CA 2465233A1 CA 002465233 A CA002465233 A CA 002465233A CA 2465233 A CA2465233 A CA 2465233A CA 2465233 A1 CA2465233 A1 CA 2465233A1
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- vehicle
- sensor system
- navigation
- navigation system
- status variables
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/10—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration
- G01C21/12—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning
- G01C21/16—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation
- G01C21/165—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation combined with non-inertial navigation instruments
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- Engineering & Computer Science (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- Automation & Control Theory (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Navigation (AREA)
Abstract
The invention relates to a navigation system for determining the course of a vehicle. Said navigation system comprises a main sensor system (10) for measuring the status variables describing the vehicle state, an auxiliary sensor system (20) that comprises at least one sensor for measuring an additional status variable, and a navigation core (15) that estimates error- minimized status variables on the basis of the measured status variables. Th e navigation core (15), in order to achieve a higher generality and robustness with regard to sensor errors of the system, comprises a vehicle model (16) that predicts, on the basis of the measured data of the main sensor system (10), the status variables of the vehicle. The navigation core further includes an error estimator (17) for predicting the errors of estimation mad e by the vehicle model (16), and a correction element (18) that corrects the predicted status variables by means of the predicted errors of estimation.</ SDOAB>
Description
Navigation System for Determining the Course of a Vehicle The present invention relates to a navigation system for determining the course of a vehicle, in particular an underwater craft, of the type described in the preamble to Patent Claim 1.
A navigation system that functions according to the principle of inertial navigation, using an inertial sensor system, provides precise, independent navigation, but not for protracted periods, since errors in measurement made by the inertial-sensor system lead to serious inaccuracies in determining position.
It is already known that an inertial navigation system (INS) can be coupled to a global 1 S positioning system (GPS) so as to exploit the advantageous characteristics of each system, which complement each other. Whereas the GPS provides stability over the long term, the INS has a higher measurement rate, and a greater dynamic and robustness with respect to error (Vik and Fossen, "Nonlinear Observer for Integration of GPS and Inertial Navigation System," Proceedings of the IEEE CDC, May 7 2001, Florida, USA, pp. 1 -17). The measured values obtained from the GPS and the INS are routed to an integrating filter, e.g. a Kalman filter, that estimates the vehicle's variable status values such as position, speed, and position, with minimized errors. During estimation of the variable status values or status variables, the measurement data obtained from the inertial-sensor system are processed directly, which is to say without any evaluation, e.g., plausibility checks. The result of this is that the position error between the two GPS
measurements increases by the squared power over time. If the GPS fails, for example as a result of a brief period of movement when submerged, determination of position will diverge and in some instances navigation may fail.
It is the task of the present invention to so improve a navigation system of the type described in the introduction hereto that it is capable of greater accuracy and is more robust with respect to sensor-based errors.
According to the present invention, this objective has been achieved by the features set out in Patent Claim 1.
The navigation system according to the present invention entails the advantage that, because of the use of a model that describes the behaviour of the vehicle or the movement of the vehicle mathematically and which is broadened by the measurement process and the errors in the vehicle movement resulting from inaccurate measurements -hereinafter referred to as the vehicle model-a comparison of the measured sensor data with the sensor data that is to be anticipated theoretically is performed. The measured values from at least one auxiliary sensor are used to determine the errors of the vehicle model and ensure the quality of the vehicle model thereby. In this way, the method is robust with respect to sensor drift and has a high level of stability over the long term, to the point that the vehicle model is correctly formulated.
Practical embodiments of the navigation system according to the present invention, with functional developments and configurations of the present invention are set out in the secondary claims.
In order to ensure correct formulation of the vehicle model, according to one preferred embodiment of the present invention, a parameter estimator determines the parameters of the vehicle model from the unprocessed measured data from the main sensor system and/or from the auxiliary sensor system, and the navigation core constantly matches the parameters of the vehicle model to the correction parameters supplied from the parameter estimator; it does this in parallel to the navigation task.
The present invention is described in greater detail below on the basis of an embodiment shown in the drawing appended hereto. This drawing is a block circuit diagram of a navigation system for determining the course of a water craft, e.g., a surface vessel or an underwater craft.
The navigation system comprises a main sensor system 10 that, in the embodiment shown, is formed as an inertial sensor system of an inertial navigation system (INS) consisting of the sensor gyroscope 8 and accelerometer 9, and a plurality of sensors 11 -14 of a so-called auxiliary sensor system 20, as well as a navigation core 15 that, with the measured values from the sensors 8 -14 from the main and auxiliary sensor systems 10, 20 outputs error-minimized course data for determining the course at its output 115.
A navigation system that functions according to the principle of inertial navigation, using an inertial sensor system, provides precise, independent navigation, but not for protracted periods, since errors in measurement made by the inertial-sensor system lead to serious inaccuracies in determining position.
It is already known that an inertial navigation system (INS) can be coupled to a global 1 S positioning system (GPS) so as to exploit the advantageous characteristics of each system, which complement each other. Whereas the GPS provides stability over the long term, the INS has a higher measurement rate, and a greater dynamic and robustness with respect to error (Vik and Fossen, "Nonlinear Observer for Integration of GPS and Inertial Navigation System," Proceedings of the IEEE CDC, May 7 2001, Florida, USA, pp. 1 -17). The measured values obtained from the GPS and the INS are routed to an integrating filter, e.g. a Kalman filter, that estimates the vehicle's variable status values such as position, speed, and position, with minimized errors. During estimation of the variable status values or status variables, the measurement data obtained from the inertial-sensor system are processed directly, which is to say without any evaluation, e.g., plausibility checks. The result of this is that the position error between the two GPS
measurements increases by the squared power over time. If the GPS fails, for example as a result of a brief period of movement when submerged, determination of position will diverge and in some instances navigation may fail.
It is the task of the present invention to so improve a navigation system of the type described in the introduction hereto that it is capable of greater accuracy and is more robust with respect to sensor-based errors.
According to the present invention, this objective has been achieved by the features set out in Patent Claim 1.
The navigation system according to the present invention entails the advantage that, because of the use of a model that describes the behaviour of the vehicle or the movement of the vehicle mathematically and which is broadened by the measurement process and the errors in the vehicle movement resulting from inaccurate measurements -hereinafter referred to as the vehicle model-a comparison of the measured sensor data with the sensor data that is to be anticipated theoretically is performed. The measured values from at least one auxiliary sensor are used to determine the errors of the vehicle model and ensure the quality of the vehicle model thereby. In this way, the method is robust with respect to sensor drift and has a high level of stability over the long term, to the point that the vehicle model is correctly formulated.
Practical embodiments of the navigation system according to the present invention, with functional developments and configurations of the present invention are set out in the secondary claims.
In order to ensure correct formulation of the vehicle model, according to one preferred embodiment of the present invention, a parameter estimator determines the parameters of the vehicle model from the unprocessed measured data from the main sensor system and/or from the auxiliary sensor system, and the navigation core constantly matches the parameters of the vehicle model to the correction parameters supplied from the parameter estimator; it does this in parallel to the navigation task.
The present invention is described in greater detail below on the basis of an embodiment shown in the drawing appended hereto. This drawing is a block circuit diagram of a navigation system for determining the course of a water craft, e.g., a surface vessel or an underwater craft.
The navigation system comprises a main sensor system 10 that, in the embodiment shown, is formed as an inertial sensor system of an inertial navigation system (INS) consisting of the sensor gyroscope 8 and accelerometer 9, and a plurality of sensors 11 -14 of a so-called auxiliary sensor system 20, as well as a navigation core 15 that, with the measured values from the sensors 8 -14 from the main and auxiliary sensor systems 10, 20 outputs error-minimized course data for determining the course at its output 115.
The measured values obtained by the sensors 8 -14, referred to as sensor data hereinafter, are status variables that describe the present status of the vehicle. Thus, the inertial sensor system measures the status variables "rate of turn" and "acceleration" with the gyroscope 8 and the accelerometer 10; in the case of an underwater craft, this is done for three axes. The speed measuring device 11, e.g., Dolog, measures the speed of the vehicle through the water and over the bottom; a position sensor 12 measures the angle of course, roll angle and angle of pitch; a depth sensor measures water pressure; and a position sensor 14, preferably a GPS, measures the time and the position and speed of the vehicle. In addition, a control element 19 supplies more control data of the vehicle, in the case of an underwater craft, for example, the speed of rotation of the propeller and the position of the rudder.
The navigation core 15 contains a vehicle model 16 that mathematically represents vehicle movement or vehicle behaviour, the measurement process, and the errors in vehicle movement that result from imprecise measurements; it also contains an error estimator 17 and a correction element 18, the output from which is applied to the output 151 of the navigation core. The measured data from the main sensor system 10 are routed to the vehicle model 16 and the measured data from the auxiliary sensor system 20 are routed to the error estimator 17. The control data of the control element 19 are passed both to the vehicle model 16 and to the error estimator 17. The vehicle model, which is realized for example, by means of an integrator with Kalman filters, the input of which is connected to the main sensor system 10 and the output of which is connected on one side to the input of the error estimator 17 and on the other side to the input of the correction element 18, uses the measured data from the main sensor system 10 and the control data from the control element 19 to predict the vehicle's status variables such as position, speed, acceleration, course angle, roll and pitch position, and rate of turn. The error estimator 17 that is, for example, configured as an integrator with Kalman filters, the input of which is connected to the auxiliary sensors 11-14 of the auxiliary sensor system 20 as well as to the control element 19, and the output of which is connected to the additional input of the corrector element 18, predicts the errors of estimation contained in the predicted status variables, using the predicted status variables from the vehicle model 16 and the measured data from the auxiliary sensors 11 -14 and the measure data from the control element 19 to do so. Within the correction element 18, the predicted status variables are corrected with the help of the predicted errors of estimation and the corrected status variables are output at the output 151 of the navigation core 15. The correction element 18 can, for example, be in the form of a difference generator that generates the difference or a weighted difference from its input values as output values. Additionally-as is indicated in the diagram by the dashed lines-the corrected status variables that are taken off at the output of the correction element 18 can be passed both to the vehicle model 16 and to the error estimator 17 so as to improve the predicted status variables and errors of estimation by means of a new computer run.
The measured values from the main sensor system 21 are also routed to a parameter estimator 21 in order to prevent false modelling in the navigation core 15.
This uses the measured values from the main sensor system 10 to match the parameters of the vehicle model 16 and the error estimator 17 to the actual dynamic. The parameter estimator 21 uses a chronological sequence of measured values from the main sensor system 10 and thereby varies the parameters of the vehicle model until such time as the measured values are represented well enough by the values computed with the vehicle model for the same time series. These parameters are then passed to the navigation core 15 and the parameters in the vehicle model 16 and in the error estimator 17 are thereby matched during continuous operation.
As is indicated in the diagram by the dashed line, the unprocessed sensor data from the auxiliary sensor system 20 can be passed to the parameter estimator 21 in addition to or in place of the unprocessed data from the main sensor system 10, and this data from the auxiliary sensor system is then processed by the parameter estimator 21 in the same way as described heretofore. Not all the auxiliary sensors 11 -14 need be involved when this is done; any selection of sensors can be used.
The present invention is not restricted to the embodiment described herein.
One or a plurality of the auxiliary sensors 11-14 can be included either temporarily or permanently in the main sensor system 10 in place of the inertial navigation system (INS) or in addition to this. The sensor data from these auxiliary sensors are routed to the vehicle model 16 instead of to the error estimator 17, whereas the sensors that remain in the auxiliary sensor system send their sensor data to the error estimator 17, as before.
If a plurality of auxiliary sensors are included in the main sensor system, it is also possible to incorporate the complete inertial navigation system or only the individual sensors 8, 9 of this into the auxiliary sensor system 20 so that their sensor data then pass to the error estimator 17.
The navigation core 15 contains a vehicle model 16 that mathematically represents vehicle movement or vehicle behaviour, the measurement process, and the errors in vehicle movement that result from imprecise measurements; it also contains an error estimator 17 and a correction element 18, the output from which is applied to the output 151 of the navigation core. The measured data from the main sensor system 10 are routed to the vehicle model 16 and the measured data from the auxiliary sensor system 20 are routed to the error estimator 17. The control data of the control element 19 are passed both to the vehicle model 16 and to the error estimator 17. The vehicle model, which is realized for example, by means of an integrator with Kalman filters, the input of which is connected to the main sensor system 10 and the output of which is connected on one side to the input of the error estimator 17 and on the other side to the input of the correction element 18, uses the measured data from the main sensor system 10 and the control data from the control element 19 to predict the vehicle's status variables such as position, speed, acceleration, course angle, roll and pitch position, and rate of turn. The error estimator 17 that is, for example, configured as an integrator with Kalman filters, the input of which is connected to the auxiliary sensors 11-14 of the auxiliary sensor system 20 as well as to the control element 19, and the output of which is connected to the additional input of the corrector element 18, predicts the errors of estimation contained in the predicted status variables, using the predicted status variables from the vehicle model 16 and the measured data from the auxiliary sensors 11 -14 and the measure data from the control element 19 to do so. Within the correction element 18, the predicted status variables are corrected with the help of the predicted errors of estimation and the corrected status variables are output at the output 151 of the navigation core 15. The correction element 18 can, for example, be in the form of a difference generator that generates the difference or a weighted difference from its input values as output values. Additionally-as is indicated in the diagram by the dashed lines-the corrected status variables that are taken off at the output of the correction element 18 can be passed both to the vehicle model 16 and to the error estimator 17 so as to improve the predicted status variables and errors of estimation by means of a new computer run.
The measured values from the main sensor system 21 are also routed to a parameter estimator 21 in order to prevent false modelling in the navigation core 15.
This uses the measured values from the main sensor system 10 to match the parameters of the vehicle model 16 and the error estimator 17 to the actual dynamic. The parameter estimator 21 uses a chronological sequence of measured values from the main sensor system 10 and thereby varies the parameters of the vehicle model until such time as the measured values are represented well enough by the values computed with the vehicle model for the same time series. These parameters are then passed to the navigation core 15 and the parameters in the vehicle model 16 and in the error estimator 17 are thereby matched during continuous operation.
As is indicated in the diagram by the dashed line, the unprocessed sensor data from the auxiliary sensor system 20 can be passed to the parameter estimator 21 in addition to or in place of the unprocessed data from the main sensor system 10, and this data from the auxiliary sensor system is then processed by the parameter estimator 21 in the same way as described heretofore. Not all the auxiliary sensors 11 -14 need be involved when this is done; any selection of sensors can be used.
The present invention is not restricted to the embodiment described herein.
One or a plurality of the auxiliary sensors 11-14 can be included either temporarily or permanently in the main sensor system 10 in place of the inertial navigation system (INS) or in addition to this. The sensor data from these auxiliary sensors are routed to the vehicle model 16 instead of to the error estimator 17, whereas the sensors that remain in the auxiliary sensor system send their sensor data to the error estimator 17, as before.
If a plurality of auxiliary sensors are included in the main sensor system, it is also possible to incorporate the complete inertial navigation system or only the individual sensors 8, 9 of this into the auxiliary sensor system 20 so that their sensor data then pass to the error estimator 17.
Claims (11)
1. Navigation system for determining the course of a vehicle, in particular an underwater craft, with a main sensor system (10) that has sensors (8, 9) for measuring status variables that describe the status of the vehicle, with an auxiliary sensor system (20) that has at least one sensor (11 - 14) for measuring an additional status variable, and with a navigation core (15) that estimates error-minimized status variables with the measured status variables, characterized in that the navigation core ( 15) contains a vehicle model (16) that describes mathematically the vehicle's movement and the measurement process as well as errors in the vehicle movement resulting from errors of measurement, which with the measured data from the main sensor system (10) predicts the status variables for the vehicle; an error estimator (17) that predicts the errors in estimation of the status variables from the predicted status variables and the measured data from the auxiliary sensor system; and a correction element (18) that corrects the predicted status variables with the predicted errors in estimation.
2. Navigation system as defined in Claim 1, characterized in that the vehicle model (16) is realized as an integrator with Kalman filters, the input of which is connected to the main sensor system (10) and the output of which is connected on one side to the input of the error estimator (17) and on the other side to the input of the correction element (18).
3. Navigation system as defined in Claim 2, characterized in that the error estimator (17) is in the form of an integrator with Kalman filters, the input of which is connected to the auxiliary sensor system (20) and the output of which is applied to the input of the correction element (18).
4. Navigation system as defined in Claim 2 and Claim 3, characterized in that the correction element (18) is a difference generator that generates as an output value a difference, preferably weighted, of its input values.
5. Navigation system as defined in Claim 4, characterized in that the output values from the difference generator (18) are fed back to the inputs of the two integrators with Kalman filters.
6. Navigation system as defined in one of the Claims 1 to 5, characterized in that one or a plurality of the sensors (11-14) of the auxiliary sensor system (20) is included in the main sensor system (10), either permanently or temporarily.
7. Navigation system as defined in one of the Claims 1 to 6, characterized in that the main sensor system (10) has as sensors a gyroscope (8) and an accelerometer (9) of an inertial navigation system (7).
8. Navigation system as defined in one of the Claims 1 to 7, characterized in that a speed-measuring device (11) and/or a position sensor (12) and/or a depth measuring device (13) and/or a position sensor (14) is provided as a sensor of the auxiliary sensor system.
9. Navigation system as defined in one of the Claims 1 to 8, characterized in that the status values from the control elements (19) that affect the movement of the vehicle, e.g., the speed at which the propeller is rotating and the position of a rudder, are passed to the vehicle model (16) and the error estimator (17).
10. Navigation system as defined in one of the Claims 1 - 9, characterized in that a parameter estimator (21) is connected on the input side to the main sensor system (10) and/or with the auxiliary sensor system (20), which for a chronological series of measured values from the initial sensor system (10) varies the parameters of the vehicle model (16) until such time as the measured values for the time series are well enough reproduced by the values of the time series computed with the vehicle model (16); and in that the navigation core (18) that is connected to the output of the parameter estimator (21) matches the parameters of the vehicle model (16) to the correction parameters delivered from the parameter estimator (20).
11. Navigation system as defined in Claim 10, characterized in that the correction parameters are routed to the vehicle model (16) and to the error estimator (17).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10153212A DE10153212A1 (en) | 2001-10-31 | 2001-10-31 | Navigation system for determining the course of a vehicle |
| DE10153212.1 | 2001-10-31 | ||
| PCT/EP2002/010581 WO2003038378A1 (en) | 2001-10-31 | 2002-09-20 | Navigation system for determining the course of a vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2465233A1 true CA2465233A1 (en) | 2003-05-08 |
Family
ID=7704016
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002465233A Abandoned CA2465233A1 (en) | 2001-10-31 | 2002-09-20 | Navigation system for determining the course of a vehicle |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP1440289B1 (en) |
| AT (1) | ATE384247T1 (en) |
| CA (1) | CA2465233A1 (en) |
| DE (2) | DE10153212A1 (en) |
| NO (1) | NO20041745L (en) |
| WO (1) | WO2003038378A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1705458A1 (en) * | 2005-03-26 | 2006-09-27 | Saab Ab | Inertial- and vehicle dynamics based autonomous navigation |
| CN101410876B (en) * | 2006-01-27 | 2012-06-06 | 克拉丽克姆有限公司 | Printing method |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102007041121B4 (en) * | 2007-08-30 | 2022-05-19 | Volkswagen Ag | Method and device for processing sensor data for a driver assistance system of a vehicle |
| FR2990027B1 (en) * | 2012-04-25 | 2014-06-06 | Meggitt Sensorex | METHOD FOR ESTIMATING TANGUE AND ROLL AND ASSOCIATED INERTIAL DEVICE |
| DE102018218231B3 (en) * | 2018-10-24 | 2020-02-13 | Thyssenkrupp Ag | Method of navigating an underwater vehicle and underwater vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5416712A (en) * | 1993-05-28 | 1995-05-16 | Trimble Navigation Limited | Position and velocity estimation system for adaptive weighting of GPS and dead-reckoning information |
| DE19636425C1 (en) * | 1996-09-07 | 1997-11-13 | Aero Data Flugmestechnik Gmbh | Navigation method using complementary measurement methods for motor vehicle |
-
2001
- 2001-10-31 DE DE10153212A patent/DE10153212A1/en not_active Ceased
-
2002
- 2002-09-20 WO PCT/EP2002/010581 patent/WO2003038378A1/en active IP Right Grant
- 2002-09-20 EP EP02781183A patent/EP1440289B1/en not_active Expired - Lifetime
- 2002-09-20 CA CA002465233A patent/CA2465233A1/en not_active Abandoned
- 2002-09-20 DE DE50211571T patent/DE50211571D1/en not_active Expired - Lifetime
- 2002-09-20 AT AT02781183T patent/ATE384247T1/en not_active IP Right Cessation
-
2004
- 2004-04-28 NO NO20041745A patent/NO20041745L/en not_active Application Discontinuation
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1705458A1 (en) * | 2005-03-26 | 2006-09-27 | Saab Ab | Inertial- and vehicle dynamics based autonomous navigation |
| CN101410876B (en) * | 2006-01-27 | 2012-06-06 | 克拉丽克姆有限公司 | Printing method |
Also Published As
| Publication number | Publication date |
|---|---|
| EP1440289A1 (en) | 2004-07-28 |
| ATE384247T1 (en) | 2008-02-15 |
| DE10153212A1 (en) | 2003-06-05 |
| WO2003038378A1 (en) | 2003-05-08 |
| NO20041745L (en) | 2004-04-28 |
| EP1440289B1 (en) | 2008-01-16 |
| DE50211571D1 (en) | 2008-03-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |