CN113624246B

CN113624246B - Vehicle position correction device and vehicle position correction method

Info

Publication number: CN113624246B
Application number: CN202011118975.6A
Authority: CN
Inventors: 宋跃其; 马捷
Original assignee: Denso Corp
Current assignee: Denso Corp
Priority date: 2020-10-19
Filing date: 2020-10-19
Publication date: 2024-05-03
Anticipated expiration: 2040-10-19
Also published as: CN113624246A

Abstract

A vehicle position correction device and a vehicle position correction method, which are installed in a host vehicle, calculate a theoretical position of the host vehicle using BSM data transmitted from the host vehicle at a predetermined broadcast period, and include: a data storage unit which receives BSM data from each of the vehicles, stores the BSM data in a list, and updates the BSM data; a data traversing unit that traverses to the BSM data when receiving a calculation request of an application scenario; a time difference calculation unit that extracts time information of another vehicle included in the BSM data and calculates a time difference from a specified time; a correction condition determination unit for determining whether or not the position correction condition is satisfied; and a calculation unit that calculates the theoretical position of the other vehicle at the specified time when the position correction condition is satisfied. The theoretical position of the other vehicle at the designated time can be predicted according to the other vehicle data before the BSM data packet loss, so that the calculation accuracy of the application scene can be improved, and the alarm or early warning can be accurately carried out.

Description

Vehicle position correction device and vehicle position correction method

Technical Field

The present invention relates to a vehicle position correction device and a vehicle position correction method, and more particularly, to a BSM vehicle position correction device based on LTE-V2X and a method thereof.

Background

With the continuous development of intelligent driving, higher requirements are put forward on the safety and stability of the Internet of vehicles. In the internet of vehicles technology, a system called LTE-V2X (Long Term Evolution Vehicle to Everything: long term evolution system based wireless communication for vehicles) is commonly used. During the use of the LTE-V2X system, an application layer message called BSM data (Basic SAFETY MESSAGE: basic security message) is widely used.

The BSM data is data used to exchange a safety state between vehicles. The data is typically broadcast periodically to inform surrounding vehicles of its own status information, supporting a range of collaborative security applications. Specifically, each vehicle knows its own position information, speed information, heading information (direction in which the vehicle is traveling), and the like through an installed Global Positioning System (GPS). Then, time information, position information, vehicle speed information, heading information and the like are shared to other surrounding vehicles by broadcasting own BSM data for use when the other vehicles calculate various scenes.

Due to limited channel resources, the broadcasting period of the BSM packet is at most 100 ms. In addition, due to the characteristic that wireless transmission is easy to be interfered, the real-time performance of data is difficult to ensure. For example, the BSM packet is easily lost during over-the-air transmission, so that the own vehicle cannot receive the latest location information of the own vehicle.

Since in the calculation of many V2X scenes it is necessary to use his car position information to determine whether an alarm needs to be triggered, errors may occur if the calculation is performed using his car in the old BSM data, resulting in difficulty in adapting the calculation result to scenes with high accuracy requirements.

Disclosure of Invention

The present invention has been made to solve the above-mentioned problems occurring in the prior art, and an object of the present invention is to provide a vehicle position correction device and a vehicle position correction method, and more particularly, to provide a BSM vehicle position correction device and a method thereof based on LTE-V2X, which can accurately predict a theoretical position of another vehicle at a specified time according to other vehicle data before a BSM data packet loss, thereby improving the calculation accuracy of an application scenario and accurately giving an alarm or early warning.

In one aspect of the present invention, a vehicle position correction device 20 is mounted on a host vehicle, and calculates a theoretical position of another vehicle using BSM data transmitted from the other vehicle around the host vehicle at a predetermined broadcast period, the device including: a data storage unit 201 that receives the BSM data from each of the other vehicles, stores the received BSM data in a list, and updates the BSM data; a data traversing part 202 that traverses the BSM data in the data storage part upon receiving a calculation request of an application scene; a time difference calculation unit 203 that extracts time information of the other vehicle included in the BSM data traversed by the data traversing unit and calculates a time difference between the time information and a specified time; correction condition judgment units 204, 205, 206, 207, 208 for judging whether or not the position correction condition is satisfied; and a calculating unit 209 that calculates a theoretical position of the other vehicle at the specified time based on the position information, the speed information, the heading acceleration information, the heading information, and the time difference calculated by the time difference calculating unit of the other vehicle included in the BSM data traversed by the data traversing unit when the correction condition determining unit determines that the position correction condition is satisfied.

According to the vehicle position correction device, when a position correction condition is satisfied, the theoretical position of the other vehicle at the specified time can be calculated from the position information, the speed information, the heading acceleration information, the heading information, and the time difference calculated by the time difference calculation unit of the other vehicle included in the BSM data traversed by the data traversal unit. The theoretical position of the other vehicle at the designated time can be accurately predicted according to the other vehicle data before the BSM data packet loss. Therefore, the calculation accuracy of the application scene can be improved, and accurate alarm and early warning can be performed.

Preferably, the correction condition determination unit includes a time difference determination unit 204 that determines whether the time difference calculated by the time difference calculation unit is greater than a second threshold, and the correction condition determination unit determines that the position correction condition is satisfied when the time difference is equal to or less than the second threshold.

According to the vehicle position correction device, when the time difference between the time information of the other vehicle and the specified time (for example, the current time of the own vehicle or a certain time in the future, such as the current time plus 500 milliseconds) is less than the second threshold, the theoretical position of the specified time of the other vehicle can be calculated according to the data of the other vehicle before the packet loss of the BSM data, so that the use of the excessively old BSM data for calculation can be avoided, and the accuracy of calculation can be improved.

Preferably, the time difference determining unit 204 determines whether the time difference calculated by the time difference calculating unit is smaller than a first threshold value, and the correction condition determining unit determines that the position correction condition is satisfied when the time difference is equal to or greater than the first threshold value and equal to or less than the second threshold value.

According to the vehicle position correction device, the correction condition determination unit determines that the position correction condition is satisfied when the time difference is equal to or greater than the first threshold and equal to or less than the second threshold, and the calculation unit starts calculating the theoretical position of the other vehicle at the predetermined time. Thus, unnecessary computation is avoided under the condition that the BSM data does not have packet loss or the BSM data packet loss is not serious, and the computation resource can be saved.

Preferably, the correction condition determination unit further includes a speed determination unit (205) that extracts speed information of another vehicle included in the BSM data traversed by the data traversing unit, determines whether the speed information of the another vehicle is smaller than a third threshold, and determines that the position correction condition is satisfied when the speed information of the another vehicle is equal to or greater than the third threshold.

According to the vehicle position correction device, when the speed information of the other vehicle is equal to or greater than the third threshold value, the correction condition determination unit determines that the position correction condition is satisfied, and the calculation unit starts calculating the theoretical position of the other vehicle for the predetermined time. In this way, when the speed of the other vehicle is too low and the necessity of performing position correction is low, calculation is not required, and thus, the saving of calculation resources can be realized.

Preferably, the correction condition determination unit further includes: a distance calculating unit 206 that extracts the position information of the other vehicle included in the BSM data traversed by the data traversing unit and calculates a distance from the vehicle position; and a distance determination unit 207 that determines whether or not the distance is greater than a fourth threshold, wherein the correction condition determination unit determines that the position correction condition is satisfied when the distance is equal to or less than the fourth threshold.

According to the vehicle position correction device, when the distance is equal to or less than the fourth threshold, the correction condition determination unit determines that the position correction condition is satisfied, and the calculation unit starts calculating the theoretical position of the other vehicle at the predetermined time. In this way, when the distance is too large and the necessity of performing position correction is not high, calculation is not required, and thus, saving of calculation resources can be realized.

Preferably, the correction condition determining unit further includes a distance determining unit 208 that extracts heading information and position information of the own vehicle included in the BSM data traversed by the data traversing unit, and then determines whether or not the own vehicle and the other vehicle are away from each other, and if the distance determining unit determines that the own vehicle and the other vehicle are not away from each other, the correction condition determining unit determines that the position correction condition is satisfied.

According to the vehicle position correction device, when it is determined that the own vehicle and the other vehicle are not away from each other, the correction condition determination unit determines that the position correction condition is satisfied, and the calculation unit starts calculating the theoretical position of the other vehicle at the predetermined time. In this way, when the necessity of position correction is not high in a case where the other vehicle and the own vehicle are away from each other, calculation is not required, and thus, the saving of calculation resources can be realized.

Preferably, the calculation unit replaces the position information of the other vehicle included in the BSM data in the list of the data storage unit with the calculated theoretical position of the other vehicle.

According to the vehicle position correction device, each time the theoretical position of the other vehicle is calculated, the own vehicle replaces the position information contained in the BSM data in the list with the theoretical position for the scene calculation part to use. Therefore, the calculation accuracy of the application scene can be improved, and the alarm or the early warning can be accurately carried out.

In a second aspect of the present invention, a vehicle position correction method is a method executed by a vehicle position correction device mounted on a host vehicle, the method calculating a theoretical position of a host vehicle using BSM data transmitted from other vehicles around the host vehicle at a predetermined broadcast period, the method including: a data storage step S1 in which the BSM data transmitted from each of the other vehicles is received, the received BSM data is stored in a list, and the BSM data is updated; a data traversing step S3, in which, when a calculation request of an application scenario is received, the BSM data stored in the data storing step is traversed; a time difference calculation step S4 in which time information of the other vehicle included in the BSM data traversed by the data traversing step is extracted and a time difference between the time information and a specified time is calculated; correction condition determination steps S5, S6, S7, S8, S9, S10, S11, S12 for determining whether or not the position correction condition is satisfied; and calculating steps S13, S14, and S15, wherein when it is determined by the correction condition determining step that the position correction condition is satisfied, in the calculating step, a theoretical position of the other vehicle at the specified time is calculated based on the position information, the speed information, the heading acceleration information, the heading information, and the time difference calculated by the time difference calculating step, which are included in the BSM data traversed by the data traversing step.

Preferably, the method further includes a calculating step S16 of replacing the position information of the other vehicle included in the BSM data in the list of the data storage unit with the theoretical position of the other vehicle calculated in the calculating step S16.

According to the vehicle position correction method, when a position correction condition is satisfied, the theoretical position of the other vehicle at the specified time can be calculated from the position information, the speed information, the heading acceleration information, the heading information, and the time difference calculated by the time difference calculation step of the other vehicle included in the BSM data traversed by the data traversing step. The theoretical position of the other vehicle at the designated time can be accurately predicted according to the other vehicle data before the BSM data packet loss. Therefore, the calculation accuracy of the application scene can be improved, and accurate alarm and early warning can be performed.

Drawings

Fig. 1 is a schematic block diagram of a vehicle position correction device according to the present invention.

Fig. 2 is a schematic diagram of a data coverage process in which a list of BSM data is recorded.

Fig. 3 is a schematic diagram of the vehicle being located substantially in front of the own vehicle, wherein (a) of fig. 3 shows the positional relationship between the own vehicle and the own vehicle at time T0, and (b) of fig. 3 shows the positional relationship between the own vehicle and the own vehicle at time T4 after three BSM data are continuously lost from time T0.

Fig. 4 is a schematic diagram of the situation of the other vehicle and the own vehicle near the intersection, in which fig. 4 (a) shows the positional relationship of the other vehicle and the own vehicle at time T0, and fig. 4 (b) shows the positional relationship of the other vehicle and the own vehicle at time T4 after three BSM data are continuously lost from time T0.

Fig. 5 is a list showing warning conditions in each scene.

Fig. 6 is a schematic view of a right lane when a vehicle is overtaking.

Fig. 7 is a flowchart of a BSM vehicle position correction method according to the present invention.

Fig. 8 is a schematic diagram of the position prediction of his car.

Fig. 9 is a list of thresholds for various parameters used in the present invention.

Fig. 10 is a diagram for explaining a method of determining that two vehicles are away from each other.

(Symbol description)

20. Vehicle position correction device

201. Data storage unit

202. Data traversing part

203. Time difference calculating unit

204. Time difference judging part

205. Speed judging part

206. Distance calculating unit

207. Distance judging part

208. Distance judging part

209. Calculation unit

30. Application scenario calculation unit

Detailed Description

The LTE-V2X-based BSM vehicle position correction method and the vehicle position correction apparatus according to the present invention will be described with reference to the accompanying drawings. The vehicle position correction method of the present invention is a vehicle position correction method formulated by using a Basic Safety Message (BSM) of a vehicle based on an LTE-V2X communication technology. The vehicle position correction device is based on an LTE-V2X vehicle-mounted information interaction system, and can support vehicle-to-vehicle (V2V) application, vehicle-to-road (V2I) application, vehicle-to-network (V2N) application and vehicle-to-person (V2P) application through LTE-V2X communication. By designing and defining related application scenes, road safety type, traffic efficiency type and information service type services can be provided for users.

As described above, each vehicle periodically broadcasts BSM data including time information, position information, vehicle speed information, heading acceleration, heading information, and the like. The vehicle position correction device 20 of the own vehicle includes a data storage unit 201, and the data storage unit 201 lists BSM data transmitted from another vehicle (one or more surrounding vehicles) received from the outside in a predetermined BSM broadcast period (the period varies according to the case, and is set to 100 ms in the present embodiment), and overwrites the BSM data of the previous period with the BSM data of the next broadcast period. Fig. 2 shows a data coverage process of a list in which BSM data is recorded. As shown in the list in fig. 2, each vehicle occupies only one data in the list, for example: vehicle 1, BSM data of vehicle 1; vehicle 2, BSM data of vehicle 2; ....... Where B0 represents BSM data of vehicles 1 to N received at time T0, B1 represents BSM data of vehicles 1 to N received at time T1 after time T0, and so on. This ensures that the latest BSM data for each vehicle around is used for calculation.

Due to the limited capacity of the shared channel in the cooperative vehicle security system, high communication density and concurrent message transmission may cause BSM collisions and losses. When BSM data is lost (hereinafter, also referred to as "lost packet"), in some scene calculations, since the situation of the other vehicle is determined using BSM data before the packet loss, the calculation accuracy is reduced, and in some alarm scenes, false alarm, missing alarm, etc. occur. Specifically, the following two scenarios can be cited.

(1) Front car collision alarm scene

Fig. 3 shows a case where the vehicle (only one is shown) is located substantially in front of the vehicle, where (a) of fig. 3 shows a relationship between the vehicle position P1 and the vehicle position P0 at time T0, (b) of fig. 3 shows a relationship between the vehicle position P04 at time T4 after three pieces of BSM data are continuously lost from time T0, a theoretical position P14 of the vehicle is shown by a solid line, and a vehicle position P14' obtained from the received BSM data of the vehicle is shown by a broken line.

Specifically, assuming that the own vehicle is traveling at a speed of 100km/h at time T0 and the other vehicle is also traveling at a speed of 100km/h, the other vehicle is located at a position 90 meters in front of the own vehicle, the front vehicle collision warning threshold is set to be 85 meters apart from the two vehicles, and no warning is triggered at time T0. Assuming a BSM broadcast period of 100 ms, if his car BSM data is lost 3 consecutive from time T0, a delay of 300 ms is caused. In this case, if the own vehicle and the own vehicle continue to travel at a constant speed of 100km/h after the time T0, it is calculated that the own vehicle and the own vehicle will each move 8.3 meters within the 300 milliseconds. However, since the BSM data of the own vehicle is continuously lost 3 from the time T0, the BSM data of the own vehicle listed in the data storage 201 of the own vehicle is not updated, and at the time T4, the BSM data B0 of the own vehicle at the time T0 in the list of fig. 2 is still employed in the front collision scene calculation to acquire the own vehicle position P14' at the time T4. At this time, the own vehicle travels 8.3 meters in the 300 ms, but the vehicle position is not updated in time, so the distance between the own vehicle position P04 and the vehicle position P14' is 90-8.3=81.7 meters, which is less than the front vehicle collision alarm threshold value of 85 meters, and thus the front vehicle collision alarm of the own vehicle can be triggered. However, in practice, in this 300 ms, the vehicle is also traveling 8.3 m, and the theoretical position P14 of the vehicle at time T4 is still 90m from the vehicle position P04 as shown in fig. 3 (b), and is greater than the warning threshold value of 85 m, and the warning of the front vehicle collision should not be triggered.

Therefore, in the above case, the own vehicle acquires a position closer to the own vehicle than the theoretical position of the own vehicle from the received BSM data of the own vehicle, resulting in false alarm of the collision warning system of the front vehicle.

(2) Intersection collision alarm scene

Fig. 4 shows a case of another vehicle (only one is shown) and an own vehicle near an intersection, in which (a) of fig. 4 shows a relationship between the other vehicle position P1 and the own vehicle position P0 at a time T0, (b) of fig. 4 shows a relationship between the other vehicle position and the own vehicle position P04 at a time T4 after three pieces of BSM data are continuously lost from the time T0, a theoretical position P14 of the other vehicle is shown by a solid line, and the other vehicle position P14' obtained from the received BSM data of the other vehicle by the own vehicle is shown by a broken line.

Specifically, it is assumed that at time T0, an own vehicle runs at a speed of 60km/h at an intersection, and another vehicle on a path orthogonal to the own vehicle path also runs at a speed of 60km/h, and the intersection collision warning threshold value is set to 50 meters. As shown in fig. 4 (a), the alarm range is a circle with a diameter of 50 meters centered at the center of the intersection. He is located 51 meters from the center of the intersection and is not within the alarm range, so that an alarm is not triggered at time T0. Assuming a BSM broadcast period of 100 ms, if his car BSM data is lost 3 consecutive from time T0, a delay of 300 ms is caused. In this case, if the own vehicle and the own vehicle continue to travel at a constant speed of 60km/h from the time T0, it is known through calculation that the own vehicle and the own vehicle will each move 4.8 meters within the 300 milliseconds. However, since the BSM data of the own vehicle is continuously lost 3 from the time T0, the BSM data of the own vehicle listed in the data storage 201 of the own vehicle is not updated, and at the time T4, the BSM data B0 of the own vehicle at the time T0 in the list is still used in the intersection collision scene calculation to acquire the position P14' of the own vehicle at the time T4. At this time, the other vehicle position P14' is the other vehicle position P1 at the time T0, and the distance from the center of the intersection is 51 meters, which is greater than the intersection collision warning threshold value by 50 meters, and is not within the warning range. Therefore, the intersection collision warning of the own vehicle is not triggered. In practice, however, the vehicle is also traveling 4.8 meters within the 300 ms, and the theoretical position P14 of the vehicle at time T4 is located at a distance of 51-4.8=46.2 meters from the center of the intersection as shown in fig. 4 (b), which is less than the intersection collision warning threshold value of 50 meters, and the warning should be triggered.

Therefore, in the above-mentioned case, the own vehicle does not enter the alarm range from the other vehicle position acquired from the received BSM data of the other vehicle, and the theoretical position of the other vehicle enters the alarm range, resulting in missing the alarm system for the collision at the intersection.

In order to improve the calculation accuracy and avoid missing and false alarms, the vehicle position correction device 20 of the present invention executes the flow shown in fig. 7.

Fig. 7 is a flowchart of a vehicle position correction method performed by the vehicle position correction device 20 according to the present invention. During the running of the vehicle, the vehicle position correction device 20 repeatedly executes the flow shown in fig. 7. As shown in fig. 1, a vehicle position correction device 20 according to the present invention includes: a data storage unit 201, a data traversing unit 202, a time difference calculating unit 203, a time difference judging unit 204, a speed judging unit 205, a distance calculating unit 206, a distance judging unit 207, a distance judging unit 208, and a calculating unit 209.

First, in step S1, the data storage unit 201 lists BSM data transmitted from another vehicle (one or more surrounding vehicles) received from the outside in a predetermined BSM broadcast period to the list shown in fig. 2, and overwrites the BSM data B _(N-1) of the last period of the corresponding vehicle with the BSM data B _N of the next period, where N is an integer of 1 or more. Next, in step S2, a calculation request of the application scenario is waited for, and after receiving the request, the process proceeds to step S3. In step S3, the data traversing unit 202 traverses the BSM data B _N in the list in the data storage unit 201.

Next, in step S4, the time difference calculation unit 203 extracts the time information O _N of the other vehicle (for example, the vehicle 1) included in the BSM data B _N traversed by the data traversing unit 202, and calculates the time difference D _N between the extracted time information O _N and the specified time T (T > O _N, the current time of the own vehicle). Then, in step S5, the time difference determining unit 204 determines whether the time difference D _N is smaller than the first threshold DH1, and when affirmative determination (yes) is made, it means that the BSM data is not lost, and returns to step S3 to continue traversing the next piece of BSM data in the list, for example, the BSM data of the vehicle 2. On the other hand, when a negative determination (no) is made, this means that there is a packet loss in the BSM data, and the process proceeds to step S6. In step S6, the time difference determining unit 204 determines whether the time difference D _N is greater than the second threshold DH2 (DH 2 > DH 1), and when a positive determination is made (yes), it means that the BSM data of the vehicle 1 is too old, and the positional meaning of the vehicle 1 is not significant when the vehicle 1 is corrected based on the BSM data, without considering the BSM data of the vehicle 1, and returns to step S3 to continue traversing the next piece of BSM data in the list, for example, the BSM data of the vehicle 2. On the other hand, when a negative determination (no) is made, this means that the BSM data of the vehicle 1 is not too old, and the process proceeds to step S7 to make a further determination.

In step S7, the speed determination unit 205 extracts the speed information V _N of the vehicle 1 included in the BSM data B _N traversed by the data traversing unit 202, and the process proceeds to step S8. In step S8, the speed determination unit 205 determines whether or not the speed information V _N is smaller than the third threshold VH, and returns to step S3 to continue traversing the next piece of BSM data in the list when a positive determination (yes) is made. This is because, when the vehicle speed is small, the distance the vehicle 1 moves within a predetermined time is too small, and there is no need to correct the position. On the other hand, when a negative determination (no) is made, the process proceeds to step S9.

In step S9, the distance calculating unit 206 extracts the position information P _N of the vehicle 1 included in the BSM data B _N traversed by the data traversing unit 202, and calculates the distance S _N from the vehicle position. Next, in step S10, the distance determining unit 207 determines whether the distance S _N is greater than the fourth threshold SH, and when affirmative determination (yes) returns to step S3 to continue traversing the next piece of BSM data in the list. This is because if the distance between the vehicle 1 and the host vehicle is too large, the vehicle 1 does not enter the warning range even if the speed is high within a predetermined period of time, and there is no need to correct the position. On the other hand, when a negative determination (no) is made, the process proceeds to step S11.

In step S11, the distance determination unit 208 extracts the heading information H _N and the position information P _N of the vehicle 1 and extracts the heading information H and the position information P of the own vehicle included in the BSM data B _N traversed by the data traversing unit 202. Next, in step S12, the distance determination unit 208 determines whether or not the own vehicle and the vehicle 1 are away from each other, and if the determination is affirmative (yes), returns to step S3 to continue traversing the next piece of BSM data in the list. This is because, if the own vehicle and the vehicle 1 are away from each other, both vehicles get farther and farther, and there is no need to correct the position. If a negative determination is made (no), the process proceeds to step S13.

The method of determining whether or not the two vehicles are far from each other may be, for example, the following method. Referring to fig. 10, taking the car a as an example, a vertical line is drawn at the tail of the car with the heading of the car as a reference. The vertical line divides the space into two areas, front and rear. The part of the vehicle body of the vehicle A is in front of the vehicle A, and the other part is behind the vehicle A. The same method as the vehicle B divides the areas. After the division is completed, if the B vehicle is located behind the A vehicle and the A vehicle is also located behind the B vehicle, the A vehicle and the B vehicle are considered to be far away from each other.

In step S13, the calculation unit 209 extracts the position information P _N, the speed information V _N, the heading acceleration a _N, and the heading information H _N of the vehicle 1 included in the BSM data B _N traversed by the data traversing unit 202. Next, in step S14, the calculation unit 209 calculates the distance R _N traveled by the vehicle 1 in the current heading within the time difference D _N from the speed information V _N and the heading acceleration a _N.

In step S15, as shown in the position prediction schematic diagram of fig. 8, the calculation unit 209 calculates theoretical position information P _N' of the vehicle 1 at a predetermined time T (current time of the own vehicle) based on the position information P _N, the heading information H _N, and the distance R _N. Next, in step S16, the calculating section 209 replaces the position information P _N of the BSM data of the vehicles 1 in the list at this time with the calculated theoretical position information P _N' of the vehicle 1.

If the list has not completed all the traversal, returning to step S3 to continue traversing the next piece of BSM data in the list, and repeating the processing of steps S3 to S16. After the processing of steps S3 to S16 is performed for all the surrounding vehicles and the position information P _N in the BSM data of each vehicle in the list is updated, the updated list is submitted to the application scene calculation section 30 for calculating whether to trigger the alarm system of the application scene.

The first threshold DH1, the second threshold DH2, the third threshold VH, and the fourth threshold SH are set based on test experience, and are generally set to the values shown in fig. 9.

The vehicle position correction device and the vehicle position correction method according to the present invention described above can be applied to the scenes 1 and 2, and the following effects can be obtained.

(1) In the above-mentioned front car collision warning scene, the distance that the other car may move within 300 ms of the packet loss can be calculated, and the position information of the other car in the BSM data can be updated. Therefore, false alarm of the alarm system caused by using the position information of the other vehicle which is not updated can be avoided, and the alarm accuracy is improved.

(2) In the intersection collision warning scene, the possible moving distance of the other vehicle in 300 milliseconds of packet loss can be calculated, and the position information of the other vehicle in the BSM data can be updated. Therefore, the occurrence of missing report of the alarm system caused by using the position information of the other vehicle which is not updated can be avoided, and the accuracy of alarm is improved.

Besides the false alarm and missing alarm scenes, the vehicle position correction device and the correction method can be applied to the following early warning scenes to improve the early warning accuracy.

Fig. 5 shows pre-warning conditions in different scenarios. As can be seen from fig. 5, the early warning calculation is triggered when the relative heading, relative speed, relative position and acceleration of the vehicle satisfy certain conditions.

For example, under the condition of right lane change overtaking early warning, when the relative heading H (degree) of the own vehicle relative to the own vehicle meets-30 < H < 0, the relative speed V (km/H) meets 0 < V < 30, the relative vertical position PV (m) meets-8 < PV < 8, the relative transverse position PH (m) meets PH < 8, the acceleration A (m/s ²) of the own vehicle meets 0 < A < 3, the right lane change overtaking early warning calculation is triggered, and the transverse distance between the own vehicle and the own vehicle after 0.5 seconds needs to be predicted. And if the transverse vehicle distance after 0.5 seconds is smaller than 4m, sending out a right lane change overtaking alarm.

Under the condition of left lane change overtaking early warning, when the relative heading H (degree) of the other vehicle relative to the own vehicle meets 0 < H < 30, the relative speed V (km/H) meets 0 < V < 30, the relative vertical position PV (m) meets-8 < PV < 8, the relative transverse position PH (m) meets PH < 8, the acceleration A (m/s ²) of the other vehicle meets 0 < A < 3, the left lane change overtaking early warning calculation is triggered, and the transverse vehicle distance between the own vehicle and the other vehicle is required to be predicted after 0.5 seconds. And if the transverse vehicle distance after 0.5 seconds is smaller than 4m, sending out a left lane change overtaking alarm.

Under the condition of front vehicle collision early warning, when the relative heading H (degree) of the other vehicle relative to the own vehicle is more than 15 and less than 15, the relative speed V (km/H) is more than 0 and less than 30, the relative vertical position PV (m) is more than 12, the relative transverse position PH (m) is more than PH and less than 4, the acceleration A (m/s ²) of the other vehicle is more than 0 and less than A and less than 3, front vehicle collision early warning calculation is triggered, and the vertical vehicle distance between the own vehicle and the other vehicle is required to be predicted after 0.1 second. And if the vertical vehicle distance after 0.1 second is smaller than 2m, sending out a front vehicle collision alarm.

Next, a right lane change overtaking warning scene is taken as an example for a detailed description.

(3) Right lane changing overtaking early warning scene

Fig. 6 shows the situation when the other vehicle on the right lane gets out of the way.

Specifically, assuming that the own vehicle runs at a speed of 50km/h, the other vehicle runs at a speed of 60km/h, the two vehicles run straight side by side and have a lateral distance of 5 meters. At this time, the other vehicle is ready to pass by changing the lane, and the acceleration is 2m/s ². According to fig. 5, it can be determined whether the early warning calculation of the right lane change overtaking is needed, and when the determination result is that the early warning calculation is needed, the own vehicle calculates the position of the own vehicle after 500 milliseconds based on the received BSM data of the own vehicle, and further calculates the transverse vehicle distance between the own vehicle and the own vehicle after 500 milliseconds. When the calculated lateral distance is smaller than 4 meters, the application scene calculating part 30 judges that the other vehicle collides with the own vehicle, so as to trigger the right lane change overtaking early warning. On the other hand, when the calculated lateral distance is greater than 4 meters, the application scene calculation unit 30 determines that the vehicle does not collide with the own vehicle, so that the right lane change overtaking warning is not triggered.

As described above, if the BSM data of the other vehicle is lost, the BSM data before the packet loss is used in the overtaking warning calculation, which may result in a decrease in calculation accuracy. In order to improve the accuracy of the warning, the vehicle position correction device 20 of the present invention executes the flow shown in fig. 7.

Next, in step S4, the time difference calculation unit 204 extracts the time information O _N of the other vehicle (for example, vehicle 1) included in the BSM data B _N traversed by the data traversing unit 202, and calculates the time difference D _N between the extracted time information O _N and the specified time T (T > O _N, for example, +500 ms in the case of the right lane change/cut-in early warning scene at a future time of the vehicle). Next, in step S5, the time difference determining unit 204 determines whether the time difference D _N is smaller than the first threshold DH1, and when affirmative determination (yes) is made, returns to step S3 to continue traversing the next piece of BSM data in the list, for example, the BSM data of the vehicle 2. On the other hand, when a negative determination (no) is made, the process proceeds to step S6. In step S6, the time difference determining unit 204 determines whether the time difference D _N is greater than the second threshold DH2 (DH 2 > DH 1), and when a positive determination is made (yes), it means that the BSM data of the vehicle 1 is too old, and the position of the vehicle 1 is not significant after 500 milliseconds based on the BSM data prediction, and returns to step S3 to continue traversing the next piece of BSM data in the list. On the other hand, when a negative determination (no) is made, the process proceeds to step S7.

In step S7, the speed determination unit 205 extracts the speed information V _N of the vehicle 1 included in the BSM data B _N traversed by the data traversing unit 202, and the process proceeds to step S8. In step S8, the speed determination unit 205 determines whether or not the speed information V _N is smaller than the third threshold VH, and returns to step S3 to continue traversing the next piece of BSM data in the list when a positive determination (yes) is made. On the other hand, when a negative determination (no) is made, the process proceeds to step S9.

In step S9, the distance calculating unit 206 extracts the position information P _N of the vehicle 1 included in the BSM data B _N traversed by the data traversing unit 202, and calculates the distance S _N from the vehicle. Next, in step S10, the distance determining unit 207 determines whether the distance S _N is greater than the fourth threshold SH, and when affirmative determination (yes) returns to step S3 to continue traversing the next piece of BSM data in the list. On the other hand, when a negative determination (no) is made, the process proceeds to step S11.

In step S11, the distance determination unit 208 extracts the heading information H _N and the position information P _N of the vehicle 1 and extracts the heading information H and the position information P of the own vehicle included in the BSM data B _N traversed by the data traversing unit 202. Next, in step S12, the distance determination unit 208 determines whether or not the own vehicle and the vehicle 1 are away from each other, and if the determination is affirmative (yes), returns to step S3 to continue traversing the next piece of BSM data in the list. On the other hand, if a negative determination (no) is made, the process proceeds to step S13.

In step S15, as shown in the position prediction schematic diagram of fig. 8, the calculation unit 209 calculates theoretical position information P _N' of the vehicle 1 at a predetermined time T (for example, the current time of the own vehicle+500 milliseconds in the case of the right lane change/cut-in early warning scene) from the position information P _N, the heading information H _N, and the distance R _N. Next, in step S16, the calculating section 209 replaces the position information P _N of the BSM data of the vehicles 1 in the list at this time with the calculated theoretical position information P _N' of the vehicle 1.

If the list has not completed all the traversal, returning to step S3 to continue traversing the next piece of BSM data in the list, and repeating the processing of steps S3 to S16. After the processing of steps S3 to S16 is performed for all the surrounding vehicles and the position information P _N in the BSM data of each vehicle in the list is updated, the updated list is submitted to the application scenario calculation section 30.

The application scenario calculation unit 30 further calculates the lateral vehicle distance between the own vehicle and the other vehicle after 500 milliseconds, based on the position information P _N in the BSM data of each vehicle in the updated list, the position information of the own vehicle, and the like. When the calculated lateral distance after 500 milliseconds is smaller than 4 meters, the application scene calculation unit 30 determines that the vehicle collides with the own vehicle, and triggers a right lane change overtaking warning.

The following effects can be obtained by applying the vehicle position correction device and the vehicle position correction method according to the present invention described above to the scene 3.

(3) In the right lane change overtaking early warning scene, early warning calculation can be carried out on the basis of calculating the possible moving distance of the other vehicle in the BSM data packet loss period of the other vehicle, and the early warning accuracy can be improved.

Although the present invention has been described with reference to the embodiments, it should be understood that the present invention is not limited to the above-described embodiments, constructions. The present invention includes various modifications and modifications within the equivalent scope. In addition, various combinations and modes, including only one element, more than one or less than one other combinations and modes, are also within the scope and spirit of the present invention.

In the above embodiment, the invention is applied to a front car collision warning scene, an intersection collision warning scene and a right lane change overtaking early warning scene, but can also be applied to various other V2X scenes needing to predict the position of a vehicle.

In the above embodiment, the present invention uses BSM data for calculation, but is not limited thereto, and the present invention may also use RSM (Road SIDE MESSAGE: road side unit message) packets to predict the position of the other vehicle.

In the above embodiment, the case where the present invention is applied to BSM data loss has been described as an example, but the present invention is not limited to this, and may be applied to a case where the error of position information within a predetermined time is large due to an excessively high vehicle speed or the like.

In the above embodiment, the present invention is applied to the LTE-V system, but may be applied to other systems that need to predict the vehicle position, such as 5G.

In addition, in the present invention, in step S16, the calculating section 209 replaces the position information P _N of the BSM data in the list at this time with the calculated theoretical position information P _N'. Next, the application scenario calculation unit 30 extracts data of the updated list and calculates the data. However, the present invention is not limited to this, and the application scenario calculation unit 30 may directly use the theoretical position information P _N' calculated by the calculation unit 209.

In the vehicle position correction device according to the present invention, the updated data and the data that is not updated may be separately marked.

It should be noted that the order of execution of the processes, steps, and stages in the apparatus, system, and method shown in the claims, specification, and drawings is not particularly explicitly indicated as "before", etc., but may be implemented in any order as long as the objects of the invention are achieved.

Claims

1. A vehicle position correction device mounted on a vehicle, for calculating a theoretical position of the vehicle using BSM data transmitted from the surrounding vehicle at a predetermined broadcast period, the device comprising:

a data storage unit that receives the BSM data transmitted from each of the other vehicles, stores the received BSM data in a list, and updates the BSM data;

a data traversing part which traverses the BSM data in the data storage part when receiving a calculation request of an application scene;

A time difference calculation unit that extracts time information of the other vehicle included in the BSM data traversed by the data traversing unit and calculates a time difference between the time information and a specified time;

A correction condition determination unit that determines whether or not a position correction condition is satisfied; and

And a calculating unit that calculates a theoretical position of the other vehicle at the specified time based on the position information, the speed information, the heading acceleration information, the heading information, and the time difference calculated by the time difference calculating unit of the other vehicle included in the BSM data traversed by the data traversing unit, when the correction condition determining unit determines that the position correction condition is satisfied.

2. The vehicle position correction device according to claim 1, characterized in that,

The correction condition determination unit includes a time difference determination unit that determines whether the time difference calculated by the time difference calculation unit is greater than a second threshold value, and determines that the position correction condition is satisfied when the time difference is equal to or less than the second threshold value.

3. The vehicle position correction device according to claim 2, characterized in that,

The time difference determination unit determines whether or not the time difference calculated by the time difference calculation unit is smaller than a first threshold value, and when the time difference is equal to or greater than the first threshold value and equal to or less than the second threshold value, the correction condition determination unit determines that the position correction condition is satisfied.

4. The vehicle position correction device according to any one of claim 1 to 3, characterized in that,

The correction condition determination unit further includes a speed determination unit that extracts speed information of the other vehicle included in the BSM data traversed by the data traversing unit, determines whether the speed information of the other vehicle is smaller than a third threshold, and determines that the position correction condition is satisfied when the speed information of the other vehicle is equal to or greater than the third threshold.

5. The vehicle position correction device according to any one of claim 1 to 3, characterized in that,

The correction condition judgment unit further includes:

A distance calculating unit that extracts position information of the other vehicle included in the BSM data traversed by the data traversing unit and calculates a distance from the vehicle position; and

A distance determination unit that determines whether the distance is greater than a fourth threshold value,

When the distance is equal to or less than the fourth threshold value, the correction condition determination unit determines that the position correction condition is satisfied.

6. The vehicle position correction device according to claim 4, characterized in that,

The correction condition judgment unit further includes:

7. The vehicle position correction device according to any one of claims 1 to 3 and 6,

The correction condition judging unit further includes a distance judging unit that extracts heading information and position information of the own vehicle included in the BSM data traversed by the data traversing unit and extracts the heading information and position information of the own vehicle, and then judges whether the own vehicle and the own vehicle are away from each other,

When the distance determination unit determines that the own vehicle and the other vehicle are not away from each other, the correction condition determination unit determines that the position correction condition is satisfied.

8. The vehicle position correction device according to claim 4, characterized in that,

9. The vehicle position correction device according to claim 5, characterized in that,

10. The vehicle position correction device according to any one of claims 1 to 3, 6, 8, and 9,

The calculation section replaces the position information of the other vehicle included in the BSM data in the list of the data storage section with the calculated theoretical position of the other vehicle.

11. The vehicle position correction device according to claim 4, characterized in that,

12. The vehicle position correction device according to claim 5, characterized in that,

13. The vehicle position correction device according to claim 7, characterized in that,

14. A vehicle position correction method is a method executed by a vehicle position correction device mounted on a host vehicle, and calculates a theoretical position of the host vehicle using BSM data transmitted from other vehicles around the host vehicle at a predetermined broadcast period, and includes:

a data storage step of receiving the BSM data transmitted from each of the other vehicles, storing the received BSM data in a list, and updating the BSM data;

a data traversing step of traversing to the BSM data stored in the data storing step when a calculation request of an application scene is received;

A time difference calculation step of extracting time information of the other vehicle contained in the BSM data traversed by the data traversal step and calculating a time difference between the time information and a specified time;

a correction condition determination step of determining whether or not a position correction condition is satisfied; and

And a calculation step of calculating a theoretical position of the other vehicle at the specified time based on the position information, the speed information, the heading acceleration information, the heading information, and the time difference calculated by the time difference calculation step, which are included in the BSM data traversed by the data traversing step, when the correction condition determination step determines that the position correction condition is satisfied.

15. The vehicle position correction method according to claim 14, characterized in that,

The correction condition determination step further includes a time difference determination step of determining whether the time difference calculated by the time difference calculation step is greater than a second threshold value, and the correction condition determination step determines that the position correction condition is satisfied when the time difference is equal to or less than the second threshold value.

16. The vehicle position correction method according to claim 15, characterized in that,

The time difference determining step determines whether or not the time difference calculated by the time difference calculating step is smaller than a first threshold value, and the correction condition determining step determines that the position correction condition is satisfied when the time difference is equal to or greater than the first threshold value and equal to or less than the second threshold value.

17. The vehicle position correction method according to any one of claims 14 to 16, characterized in that,

The correction condition determining step further includes a speed determining step of extracting speed information of the other vehicle included in the BSM data traversed by the data traversing step, determining whether the speed information of the other vehicle is smaller than a third threshold value, and determining that the position correction condition is satisfied when the speed information of the other vehicle is equal to or greater than the third threshold value.

18. The vehicle position correction method according to any one of claims 14 to 16, characterized in that,

The correction condition judgment step further includes:

A distance calculation step of extracting the position information of the other vehicle contained in the BSM data traversed by the data traversal step and calculating a distance from a vehicle position; and

A distance judging step of judging whether the distance is greater than a fourth threshold value,

When the distance is equal to or less than the fourth threshold value, the correction condition determining step determines that the position correction condition is satisfied.

19. The vehicle position correction method according to claim 17, characterized in that,

The correction condition judgment step further includes:

20. The vehicle position correction method according to any one of claims 14 to 16 and 19, characterized in that,

The correction condition judging step further includes a distance judging step of judging whether the own vehicle and the other vehicle are far away from each other after extracting the heading information and the position information of the other vehicle included in the BSM data traversed by the data traversing step and extracting the heading information and the position information of the own vehicle,

When the distance determination step determines that the own vehicle and the other vehicle are not away from each other, the correction condition determination step determines that the position correction condition is satisfied.

21. The vehicle position correction method according to claim 17, characterized in that,

22. The vehicle position correction method according to claim 18, characterized in that,

23. The vehicle position correction method according to any one of claims 14 to 16, 19, 21, 22, characterized in that,

In the calculating step, the calculated theoretical position of the other vehicle replaces the position information of the other vehicle contained in the BSM data in the list stored in the data storing step.

24. The vehicle position correction method according to claim 17, characterized in that,

25. The vehicle position correction method according to claim 18, characterized in that,

26. The vehicle position correction method according to claim 20, characterized in that,