DE102008020488B4 - Method for operating a device for determining a route course - Google Patents

Method for operating a device for determining a route course

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Publication number
DE102008020488B4
DE102008020488B4 DE200810020488 DE102008020488A DE102008020488B4 DE 102008020488 B4 DE102008020488 B4 DE 102008020488B4 DE 200810020488 DE200810020488 DE 200810020488 DE 102008020488 A DE102008020488 A DE 102008020488A DE 102008020488 B4 DE102008020488 B4 DE 102008020488B4
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means
parameter
ba
route
device
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DE102008020488A1 (en
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Dr. Bernd Thomas
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Garmin Switzerland GmbH
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Navigon AG
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    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/09Arrangements for giving variable traffic instructions
    • G08G1/0962Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096833Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
    • G08G1/096844Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route where the complete route is dynamically recomputed based on new data
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01CMEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00Navigation; Navigational instruments not provided for in preceding groups G01C1/00-G01C19/00
    • G01C21/26Navigation; Navigational instruments not provided for in preceding groups G01C1/00-G01C19/00 specially adapted for navigation in a road network
    • G01C21/34Route searching; Route guidance
    • G01C21/36Input/output arrangements for on-board computers
    • G01C21/3697Input/output arrangements for on-board computers output of additional, non-guidance related information, e.g. low fuel level, fuel efficient driving, gear change, speeding, dangerous curve ahead, slippery road, school zone, speed traps, driving behaviour feedback, advertising, virtual billboards or road signs
    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/09Arrangements for giving variable traffic instructions
    • G08G1/0962Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G08G1/096716Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information does not generate an automatic action on the vehicle control
    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/09Arrangements for giving variable traffic instructions
    • G08G1/0962Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096733Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
    • G08G1/09675Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where a selection from the received information takes place in the vehicle

Abstract

Method for operating a device for determining a route (r) for a means of transportation, namely a navigation device for a motor vehicle, the device comprising a processor device, a position signal receiving means, a position determining unit for determining a position from the received position signals, an operating means for displaying the determined route and for communication with the user of the device, a means for access to a route network database, which also includes route-specific information, with the following method steps: a) automatic determination of the current position (pv) and the current speed (v0) of the means of transport; b) automatic determination of at least one plug property (R) relevant for at least one section of the route (r), and automatic determination of the distance (d) to the beginning (pw) of this section of the route based on the current position (pv) of the means of transport; c) automatic determination of at least one first parameter (BA) taking into account the determined distance (d), the instantaneous speed (v0) and the distance characteristic (R); d) automatic selection between at least two operating states according to the parameter (BA), where ...

Description

  • The invention relates to a method for operating a device for determining a route course for a means of transportation, in particular a navigation device according to the independent claim.
  • Existing navigation systems today increasingly have functions that inform the user about specific location-dependent, traffic-dependent and road-related properties. This information is often communicated as warnings to the user via audio, voice or visual. In practice, however, these functions often result in the driver receiving the warning only when the means of transportation is already in a critical section of the route. For example, warnings about exceeding a speed limit are often signaled only when the vehicle is already on a road section for which a speed limit should already be met. The consequence of this is that the vehicle generally enters the affected road section at an excessive speed because the driver is completely unprepared.
  • Mobile navigation systems have also been developed, so-called PNAs (Portable Navigation Assistant), which issue warnings based on the road network data map used and the current position of the navigation device for the user. Depending on the type of warning, additional information from the navigation device can be taken into account, which can be called up via communication channels such as radio or data channels. Here, for example, TMC (Traffic Message Channel) should be mentioned. By means of TMC, the driver receives information regarding traffic hindrances that may be relevant to the route to be traveled by him. However, these instructions are not always optimally timed to the actual route. Further equipment features of known navigation systems are, for example, usual navigation instructions such as "turn right in 200 meters". In the case of such systems, such information is generally generated in a purely position-dependent manner by the current position of the means of locomotion being set in relation to the relevant position at which the reference actually becomes relevant.
  • Furthermore, ADAS (Advanced Driver Assistance Systems) is known. In the field of these systems, a distinction is made in principle between two methods. Methods that work with data from the road network database, and methods that work without data from the road network database. In the field of card-based systems, there are individual solutions, such as so-called curve detectors, which analyze the preceding curves with respect to their maximum speed to be traveled and compare this value with the current speed of the vehicle. According to the result of the speed comparison, the system generates a warning for the driver, whereby the time of the warning is not optimally tuned to the routing here.
  • The DE 197 51 067 A1 relates to a vehicle control system which decides on the driveability of an upcoming section of a road by using the influences after detection of the current actual position and the vehicle speed to subdivide the route into several zones, such as warning zones and zones for automatic deceleration of the vehicle , Influences, such as friction coefficient of the road surface, condition of the driver (driving skills or fatigue), the slope of the road or day and night time, are taken into account. These parameters are used to determine the zone in which a warning or a braking process is then automatically initiated.
  • Furthermore, the shows US 6 091 323 A a device for alerting a driver, which generates an alarm signal based on a first and second sensor in the region of the windshield and a radar unit and a speed measuring unit as soon as the distance to a vehicle in front falls below a threshold value. Within two specific distance thresholds, it is proposed to activate a second display unit, which is located closer to the driver, in addition to warn him.
  • The DE 103 58 968 A1 discloses a cruise control apparatus for a motor vehicle which is connected to a navigation system and can issue warning signals. It is checked using appropriate data from the navigation system, oh and if so, a maximum speed in a next specific section is prescribed. Starting from the point of commencement of the speed limit, a desired deceleration dependent on the instantaneous speed and the difference between the instantaneous speed and the prescribed maximum speed is then calculated. By means of the calculated target deceleration, starting from the beginning of the Speed limit and speed limit of the speed limit calculated the starting point for the deceleration process. The actual deceleration of the vehicle during the deceleration process is performed with an actual deceleration that deviates from the target deceleration and corresponds to the empirically determined braking behavior of an average driver. Alternatively or in addition to the deceleration of the vehicle, means for outputting a warning are described which output a warning at the latest from or respectively at the beginning of the predetermined deceleration process if the actual vehicle speed is above the maximum speed in the next specific route section by a defined amount.
  • The US 2005/0083211 A1 is about a road safety procedure and warning system whereby the driver of a vehicle can be alerted by the warning system in the event of significant upcoming events on a transport route. For this alarm zones are used, which are defined by the respective event either spatially or by a time interval to reach the event. Within the alarm zones, a desired speed profile is specified, which is compared with the actual speed curve, wherein a decision module decides whether a warning signal is output by comparing the actual speed curve with the desired speed curve and data of a driver profile.
  • The WO 2007/024365 A2 describes a speed limit advisor that indicates the upcoming speed limit to the driver of a vehicle ahead of an impending speed limit and outputs various warning signals according to how much the current speed differs from the upcoming speed limit. The announcement of the upcoming speed limit or the issuing of warnings takes place within a time interval before reaching the upcoming speed limit, which is calculated on the basis of the instantaneous speed and a preferred deceleration.
  • The DE 197 30 336 A1 also describes a prediction device for use in a warning device which, starting from curve radii on a route, route conditions in or during the curve and instantaneous measurements predicts vehicle lateral accelerations and controls the output of a warning based on the calculations. In this case, the control of the warning is carried out in four stages wherein the change of the precalculated values, the adjustment of the warning level is described by a multi-stage hysteresis curve.
  • These solutions known from the prior art have the disadvantage that the warning from the navigation device does not do justice to the dynamics of the situation when approaching a speed limit, as they in particular the changes due to a change in the instantaneous speed neither in the evaluation of the situation nor at adequately consider and / or implement the user communication or the output of notes.
  • The object of the present invention is that user instructions by means of the navigation system take place in such a way that the user is informed early and continuously so that, in view of the current situation, he can respond appropriately to hints from the navigation system.
  • To achieve the object, a device for determining a route course for a means of transportation, namely a navigation device for a motor vehicle, operated according to the inventive method. The device on which the method according to the invention is based comprises a processor device for carrying out data processing tasks, a position signal receiving means, in particular for GPS signals, a position determination unit for determining a position from the received position signals, an operating means, in particular with display means, for displaying the determined route course and for communication with the user of the device. The device also has access to a road network database, which also includes route-specific information. The road network database may be included by the device by means of a storage means. However, it may also be a road network database, which is accessible by the device at least temporarily (eg, online) or at least temporarily accessible by means of a mobile data connection (eg GSM, EDGE, UMTS, HSDPA) for the device ( eg by download).
  • For realizing the operation according to the invention, the device automatically and continuously determines the instantaneous position and instantaneous speed of the means of locomotion in which the device is arranged. This means that both the current instantaneous position, as well as the current instantaneous velocity, for example, from a change in the instantaneous position during a defined Time portion is derivable, the device is available for further calculations by means of the processor device.
  • Since the device has calculated the route for the means of transportation, taking into account the destination specified by the user, the device is able to automatically determine at least one relevant for at least a section of the route characteristic route property by accessing the road network database. The device also automatically determines the distance from the device known instantaneous position of the means of locomotion until the beginning of the above section. It is also possible for the device to include in the data processing all information retrievable from the road network database (eg route properties of a route section).
  • Route characteristics of sections may, for example, be properties which should cause the user of the means of transport to react in case he wishes to follow the route in compliance with all traffic regulations. For example, it could be evidence of a particularly dangerous section of the route, for the special behaviors or special attention of the user of the means of transport are required. However, it could also be an identification of a route section by means of route properties, which the user has manually assigned in order to define the route property as particularly relevant or interesting for him. Concrete, but not exhaustive, for example, track properties should be mentioned, such as speed limits, dangerous curve sections, dangerous sections with rock fall or debris, traffic-calmed zones and the like. Above all, those sections of the route in question, which require the driver pro-active action.
  • The device performs continuously and automatically when detected movement of the means of transport, the determination of at least one parameter taking into account the determined distance to the above relevant section and taking into account the instantaneous speed of the means of transport and taking into account at least one line property by.
  • In accordance with the parameter, the automatic selection takes place between at least two operating states, the communication with the user being controlled by means of the operating states. There is a control of the operating means appropriate to the respective operating state, so that in the context of the first operating state, a first visualization for the user by means of the display means is realized and in the context of the second operating state, a second visualization for the user by means of the display means is realized. The evaluation of the determined parameter can also lead to the result that no communication with the user is required.
  • The prior art solutions lack this dynamic and ongoing analysis of the current situation and the co-ordinate of the issuance of hints to the user that can be realized by this analysis, taking into account the realities of the route and the characteristic state characteristics of the means of locomotion. (The solution according to the invention leads, as it were, to an optimization of the temporal proximity of an indication of an imminent event of relevance to the user.) The invention thus reacts much more flexibly to the actual circumstances, since, in contrast to the prior art, it does not focus primarily on the evaluation of static information The method of the invention has many degrees of freedom and is open to a variety of modifications in determining the definition of a drive criterion The inventive solution based navigation devices expandable and flexibly adaptable to a variety of applications.
  • Since the notification time determined by the device in a practically foresighted manner is chosen so that it is as meaningful and timely as possible in relation to the event, the driver can quickly assign an important indication (eg warning) to the current route conditions and react appropriately because he was optimally sensitized to the upcoming situation by means of the device according to the invention temporally. This can also be helpful if the driver, for example because of the excessive speed of his vehicle, comes to the conclusion that he is no longer able to react appropriately. At the very least, in such a case, the driver may try to take all possible measures to avert possible damage to him or other road users (eg, rear-end collisions due to sudden braking maneuvers).
  • According to the invention, at least three parameter threshold values (for example acceleration threshold values) are taken into account for controlling at least four operating states, wherein the selection of the operating states is based on the result of a comparison between one of the parameter threshold values and the parameter value (eg negative acceleration) , These measures allow the driver to preferably maintain speed limits of the prescribed manner. At the same time, the method according to the invention offers a possibility for improving driving safety, since it becomes possible to take account of delay times (for example the driver's reaction time).
  • According to the invention, the device operates with a scaling for the realization of a multi-level user communication. This is intended primarily to illustrate the urgency of the contents of an indication. The device automatically determines the scaling and / or user information levels dynamically and continuously, taking into account one or more parameter threshold values and continuously or stepwise adjusts the user information in accordance with the scaling.
  • Advantageous further embodiments of the invention will become apparent from the dependent claims.
  • By taking into account a parameter threshold value during the evaluation, one obtains the possibility of carrying out a fine-grained evaluation of the determined parameter and of controlling the selection of the operating states in accordance with the evaluation result. This gives you the opportunity to make a gradation that can capture and map even more complex situations. For example, a threshold can be used to narrow parameter-specific ranges.
  • The choice of a threshold value may also depend on the environmental properties (such as temperature, rain, snow, ice, etc.) and / or the track properties (such as road surface, slope, curves, etc.) and / or or the characteristics of the vehicle (such as the braking characteristics of the vehicle, ABS equipment, tires, weight, etc.).
  • The method according to the invention is therefore particularly preferably implemented such that it is possible to automatically modify a parameter threshold value by means of the device. The modification takes place, for example, taking into account at least one first data variable for the storage of at least one data component. This data component is used to characterize at least one property of the distance route course, such as the environmental properties. The distance course is the course of the route which is the basis of the distance to be covered and corresponds to a section of the total distance determined and to be covered by the device. Such a data component can also be used to characterize at least one property of the means of locomotion, as already indicated above. In general, all those features should be taken into account by the device, which in any relevant form could have an influence on the tracking of the distance course by means of the means of locomotion. The modification of the threshold values is therefore not limited only to the consideration of properties relating to the environment, the route itself or the vehicle. Thus, while constant threshold values are defined in the basic method regardless of environmental, route or vehicle characteristics, which provide sufficient time to take into account a large proportion of all vehicle classes (so that they can brake without danger, for example), further criteria for optimization are used.
  • Advantageously, the data variable is designed as a data vector comprising at least two data components for characterization, as explained above. It is thus easily possible to theoretically make any subdivisions. For example, when considering environmental characteristics, the temperature, rain, snow, and ice properties could each represent a data component of a data vector having, for example, four data components. By means of, for example, array structures, this information can easily be stored in the device and queried during operation via accesses to the individual array cells by means of the software of the device.
  • The relevance of the data components of a data vector does not necessarily have to be identical. It is therefore provided that at least one data component comprised of the data variable or of the data vector can comprise a specific weighting. It would also be conceivable that a plurality of data components encompassed by the data variable or by the data vector comprise a common weighting in order to determine the relevance of data variables or of data vectors for describing completely different properties (eg properties of surroundings and properties of the vehicle) To be able to take account of the modification of a parameter threshold value. This modification allows new ones Thresholds are defined, which are adapted to the existing conditions in reality, allowing a more realistic communication with the user.
  • To simplify the internal data processing steps, it is preferable that a data component of a variable or a vector is represented by a numerical value, wherein the device forms the arithmetic mean of the numerical values for at least two existing data components and takes this result into account when modifying the parameter threshold value. It is important to note that if the weights do not already take appropriate scaling into account, the sum of the individual data components must be scaled accordingly, taking account of the value ranges, the weighting and the route attributes.
  • The default value t of a parameter threshold value can for example be adapted to t 'according to the relationship: t '= t * V (W (S1, ..., n)) * V (W (U1, ..., m)) * V (F1, ..., k)) where V (X) denotes the calculation of the arithmetic mean of the weighted components (given by W) of a vector X. In the relationship exemplified above, the default value t of a parameter threshold is adjusted by the arithmetic mean of each of three weighted vectors S, U, and F, where S stands for the numerical representation of n different road characteristics, or U for m different environmental characteristics such as rain, temperature or visual condition. Instead of processing a large number of individual values, the averaging makes it possible to concentrate the essential information on a small number of data to be processed and thus also to increase the data processing speed.
  • Preferably, a first operating state is assumed by the device if the parameter value (eg negative acceleration) lies between or is identical to a first parameter threshold value (eg acceleration threshold value t1) and a second parameter threshold value (eg acceleration threshold value t2) first parameter threshold is. The threshold value can be defined such that the vehicle is still at a sufficiently great distance from the start of the relevant route section, so that, for example, there is still enough time to initiate a braking process. In this case, an operating state would be selected, which announces the upcoming route section, for example by means of a display on a display means, but still gives no warning.
  • The first operating state could be followed by a second operating state, which is assumed when the parameter value (eg, negative acceleration) is substantially between the second (eg, acceleration threshold t2) and a third (eg, acceleration threshold t3) parameter threshold or identical to the second (acceleration threshold t2) parameter threshold. These threshold values could be dimensioned such that the vehicle is always at a sufficiently great distance from the relevant route section when generating a user information and thus safe braking is possible, wherein the user could now be signaled in the context of the second operating state that he with the Braking should begin (display of a proposition).
  • These two operating states could be followed by a third operating state, which is assumed if the parameter value (eg negative acceleration) is substantially above the third (eg acceleration threshold value t3) parameter threshold value or identical to the third (eg acceleration threshold value t3) is the parameter threshold. This could mean that the means of locomotion is located at a critical distance to the route section, so that no more risk-free braking is possible or there is no possibility of reacting adequately. This operating state then serves to warn the driver (display of an alarm signal).
  • Should the device be in a fourth operating state, which is assumed when the parameter value (eg, negative acceleration) is substantially below the first (eg, acceleration threshold t1) parameter threshold, then this could be used by the driver to allow no interference (sleep mode) and to observe the further movement by means of the device until a relevant event takes place, which causes the change to one of the other operating states mentioned above.
  • The user communication preferably takes place in accordance with one of the operating states by means of a user information in visual and / or acoustic and / or tactile form. This could be, for example be realized by means of a display means or an acoustic output or a vibration means. Depending on the wishes and personal preferences, the user could opt for one of the options through appropriate selection of the user interface.
  • In the context of the abovementioned second operating state (proposed action), according to the invention instead of an indication relating to the reduction of the speed, a multi-level warning system may be implemented which indicates information with increasing urgency depending on the required braking intensity (negative acceleration, BA). This could be implemented as follows: The actual urgency of a braking event may be determined stepwise by the facility for the exemplary case of 3 acceleration thresholds (t1, t2, t3). With m = (t3 - t2) and the equation Sk = round ((BA - t2) / m), the current warning level scaling Sk is determined. "Round" represents a rounding function for rounding the result of the division into an integer. For example, one possible application would be to use the current warning level thus calculated as a measure of a color representation, with the highest warning level represented in a signal color (such as red).
  • Another possibility for realizing a multistage signaling according to the invention is, for example, the use of a so-called software-implemented progress bar whose length represents a measure of the urgency of a required braking operation. For this purpose, a scale range is determined and a corresponding scaling calculated according to Sk = (BA - t2) / m. The calculated value Sk then indicates the length of the progress bar, where Sk = 0 does not require braking and Sk = n requires maximum braking, assuming n is the number of notches. This flowchart is repeated continuously by the device during the navigation operation, at least as long as the means of locomotion is in motion.
  • Similar multilevel indication systems could also be provided in all other operating states in order to convey the user information to be conveyed there, taking into account the urgency of the user.
  • Most preferably, the device coordinates the time of the user communication with further navigation-specific information. For example, if audible warnings are issued, the warning message will only be issued if no other speech output (such as an announced turn-off maneuver) is currently being made. Only at the time at which any voice output that is currently being executed is essentially ended is the warning message communicated with a suitable warning level taking into account the current instantaneous position.
  • The following symbols are used in the following explanations:
  • r
    - Course between starting point and destination point of the route.
    pw
    - Position of the beginning of a section of the route.
    pv
    - Current position of the means of transport.
    v0
    - Current speed of the means of transport.
    a
    - acceleration of the means of transport.
    S
    - Distance between pv and pw.
    d
    - distance between pv and pw.
    S1, ..., n = <a1, ..., an>
    Vector with n attributes ai, which describes the properties (eg curves, slope, road surface, etc.) of the distance course S.
    W (S1, ..., n)
    Weighted vector for S1, ..., Sn, where W (S1, ..., n) = <w1 · a1, ..., wn · a> gives a weighting to the various attributes ai.
    U1, ..., m = <u1, ..., um>
    - Vector with m attributes ui, which describes the properties with respect to environmental conditions (eg rain, temperature, visibility, etc.) along the distance course S.
    W (U1, ..., m)
    - weighted vector for U1, ..., To have effect like W (S1, ..., n).
    F1, ..., k = <f1, ..., fk>
    Vector with k attributes f, which describes the characteristics relating to the vehicle (eg braking distance, weight, tires, etc.).
    W (F1, ..., m)
    - Weighted vector for F1, ..., Fm with effect like W (S1, ..., n) or W (U1, ..., m).
    t1, t2 and t3
    - acceleration thresholds.
    R
    - Speed limit.
    TL
    - Time until the means of locomotion reaches the position pw.
    s
    - Path
    v
    - speed
    t
    - Time
    BA
    - Negative acceleration to decelerate the vehicle to R until reaching the position pw.
  • 1 shows the representation of a speed limitation of the prior art;
  • 2 shows the display operating state according to the invention (in terms of content optically identical to 1 but visualized according to the invention;
  • 3 shows the suggestion mode according to the invention with warning level 1 (see arrow below the road sign);
  • 4 shows the suggestion mode according to the invention with warning level 2 (see arrow below the road sign);
  • 5 shows the suggestion mode according to the invention with warning level 3 (see arrow below the road sign);
  • 6 shows a symbol for indicating a speed limit;
  • 7 shows roughly schematically the application of the invention;
  • 8th shows the possible existence of distance parameters;
  • 9 shows a flow chart for the inventive method;
  • 10 shows some examples regarding the determination of system variables.
  • As in 1 shown and already explained in the introduction, track-relevant information such as speed limits often without temporal proximity and based solely on the current position of the means of transport as an indication to the user displayed on the display means (here speed limit 50). It lacks the consideration of the temporal proximity and the actual prevailing conditions.
  • The 2 to 5 are explained in the context of the following example. The example is based on a speed alert function, which should give the driver early and adapted to his driving behavior as well as the currently prevailing environmental characteristics and route characteristics information and support to comply with speed limits. The relevant route section determined by the device is in this case a route section with a predetermined speed limit. The example therefore explains the invention from the point of view of the speed adjustments to be made by the driver on the basis of the instructions of the navigation system. However, the invention is expressly not limited to the mere application as a speed warning system. As already explained above, the application of the invention to sections with a speed limit is only one of many possible applications which do not always have to be accompanied by a reduction in the current speed of the means of transportation.
  • The invention could, for example, be used as follows: A vehicle comprising the navigation system according to the invention approaches at a speed of v0 = 120 km / h a plug section within which a speed limit of R = 60 km / h is prescribed by law (in 2 50 km / h is shown as an example). This section is currently located 700 meters from the current position of the means of transport. Part of the variables continuously determined by the facility is shown in Table 1. It is therefore recommended to consult Table 1 whenever the speed change in the example below is used to understand the change in intrinsic variables.
  • The navigation system according to the invention, the instantaneous position and the instantaneous velocity of v0 = 33.36 m / s of the means of locomotion are continuous. It now automatically determines by means of access to the road network database that a stretch of road with a speed limit of 60 km / h is imminent. In addition, the navigation system determines the distance from d = 700 meters to the beginning of this section based on the current position of the means of transport.
  • Taking into account the determined distance d = 700 meters and the instantaneous speed v0 = 33.36 m / s of the means of locomotion, two parameters are now determined. The first parameter is the time TL. TL = (d / v0) = 700 meters / 33.36 m / s = 20.98 seconds (rounded).
  • BA is determined as another parameter. We have BA = (v0 - R) / t or BA = (v0 - R) / (d / v0). Since BA can be determined directly from the given data, the intermediate step for determining the first parameter TL could also be omitted. The background to this is that t = TL is selected for the time. If the braking process can be completed within the time TL, it is ensured that the vehicle after overcoming the distance d and thus when reaching the marked by the speed limit section has a speed that does not exceed the speed specification at least. BA is calculated in this example as BA = 0.79 m / s 2 (rounded).
  • To prepare for the point in time and the manner in which the user is informed, an evaluation of this parameter BA is now started based on BA, the result of the evaluation serving as a driving criterion for the control of the operating means for outputting a message to the user of the device with regard to the relevant route property , An automatic change between at least two operating states (eg "information required" or "information not required") of the device takes place in accordance with the control criterion (eg BA exceeds or falls short of a comparison value) and the control of the operating means (eg. B. visualization on display means included by the operating means) takes place in accordance with the operating state assumed by means of the comparison.
  • In this specific example, the device uses three predefined acceleration threshold values t1 to t3, which are taken into account in the context of the control criterion and are used as a comparison value for the parameter BA. More specifically, it is checked to which threshold range the parameter BA is to be assigned. The threshold values are t1 = 1.0 m / s 2 , t2 = 2.0 m / s 2 and t3 = 3.0 m / s 2 . BA is in the current case with 0.79 m / s 2 smaller than t1, which classifies the device as uncritical. The comparison of BA with t1, which serves as the driving criterion, therefore leads to the system-internal decision that there is no need for action. The vehicle is still far enough away from the start of the speed limit and the vehicle speed is not so high that the driver could no longer brake. So far there is no need to give the user an indication of the speed limit ahead and unnecessarily distract him from the road.
  • It is now assumed that the driver increases the speed to 150 km / h, the distance is only 600 meters. The system-internal variables are partially set to new values (see Table 1). The navigation system according to the invention informs the driver now due to a change of the operating condition due to the changed parameter BA (BA = 1,74 m / s 2 ) that is expected on the route ahead with a speed limit. This message could initially be done, for example, purely visually by means of a speed limit sign, which is indicated on the display means (see 2 ). To make it clear that the speed limit is imminent and currently not yet relevant, the sign could for example be displayed shaded gray. There is thus no urgency for a deceleration signaled by the system, since the distance is still large enough. This display mode is characterized by BA> t1 and BA <t2. Always in this example, the vehicle is located at a sufficiently great distance to the stretch of road, so that a safe braking is possible and still enough time remains to initiate a deceleration.
  • Suppose that the driver does not reduce his speed and the distance is now only 450 meters. Since the braking process now required would require an acceleration (BA = 2.31 m / s 2 ) which is above the threshold value of t2, the system changes to another operating state. As part of this operating state, the device determines a first display stage (warning level 1), which here by way of example by the display of an example green arrow ( 3 ) below the road sign ( 6 ) is realized. Thus, the user is visualized that he should initiate a deceleration of the means of transport. This operating state is characterized in that t3>BA> = t2 and on the display means a suggestion for the further procedure for the user is displayed. The vehicle is located at a sufficiently great distance to the stretch of track, so that a safe braking is possible and it makes sense to start braking.
  • Suppose that the driver now reduces the vehicle speed from 150 km / h to 130 km / h, but this is too slow, and now the distance is only 250 meters (BA = 2.81 m / s 2 ). The system recognizes that despite the slight deceleration already initiated by the driver, the urgency of greater speed reduction prevails (warning level 2). Accordingly, a second warning level activated, for example by changing the color and / or length of the above described and off 3 known arrow ( 4 ) to visualize this increased urgency to the driver.
  • Assuming that the driver still does not respond adequately despite the indications and reduces the speed only to 100 km / h at a now prevailing distance of 105 meters to the beginning of the relevant section (BA = 2.94 m / s 2 ). Under these circumstances, the vehicle is at a critical distance to the relevant stretch of road, so that no more safe braking is possible or there is no possibility to reduce the speed so that when reaching the relevant stretch of the vehicle speed is less than or equal to the speed limit specification is. The system outputs a message with the highest priority level on the display 5 ), for example by using the additional signal color red and / or a further change in the geometry (eg the length) of the arrow below the traffic sign.
  • Suppose that the driver finally reacts adequately and reduces the speed to 70 km / h at a distance of 30 meters to the relevant stretch (BA = 1.80 m / s 2 ). In this case, the system returns to the display state and informs the user of the speed limit ahead 2 as described above.
  • As soon as the vehicle enters the restricted area, the usual representation of a speed limit can be made, for example by a traffic sign which represents the speed limit ( 6 ).
  • If BA <t1, the current operating state would be set to the idle state in which no relevant display is made.
  • In summary, the following operating states exist: "Quiescent": No indication is given because the distance to the start position of the speed limit and instantaneous vehicle speed do not require this.
  • "Display": The driver is signaled by a warning that there is a speed limit on the line ahead.
  • "Suggestion": The driver is signaled that he must reduce his current speed.
  • "Alarm": The driver is signaled that only with a strong deceleration and / or not at all more appropriate and safe can the speed be reduced without risking a speeding-over. For all states applies: t1 = 1 m / s 2, t2 = 2 m / s 2, t3 = 3 m / s 2 R = 16.68 m / s (60 km / h) v0 = 120 km / h = 700 m v0 = 150 km / hd = 600 m v0 = 33.36 m / s TL = 20.98 s BA = 0.79 m / s 2 Warning scale = 0.33 Operating condition: idle v0 = 41.7 m / s TL = 10.79 s BA = 1.74 m / s 2 Warning scale = 0.33 Operating status: display v0 = 150 km / hd = 450 m v0 = 130 km / h = 250 m v0 = 41.7 m / s TL = 10.79 s BA = 2.31 m / s 2 Warning scale = 0.33 Operating state: suggestion Warning level: 1 v0 = 36.14 m / s TL = 6.91 s BA = 2.81 m / s 2 Warning scale = 0.33 Operating state: suggestion Warning level: 2 v0 = 100 km / hd = 105 m v0 = 70 km / hd = 30 m v0 = 27.8 m / s TL = 3.77 s BA = 2.94 m / s 2 Warning scale = 0.33 Operating state: suggestion Warning level: 3 v0 = 19.46 m / s TL = 1.54 s BA = 1.80 m / s 2 Warning scale = 0.33 Operating status: display
    Table 1 - System State Variables
  • 7 shows the basic operation of the invention with reference to a rough schematic sketch, which illustrates the determined by the inventive device route between the starting point ("Start") and destination ("destination").
  • The device automatically and continuously determines the instantaneous position pv of the means of locomotion, which moves along the route course r determined by the device, starting from the starting point to the destination point. The automatic determination of at least one relevant to at least a section (gray hatched rectangle) of the route track property by accessing the road network database and the automatic determination of the distance d to the beginning of this section based on the instantaneous position pv of the means of transport, which along the distance course S from Means of transport is to be put back. The distance course S lies between the instantaneous position pv of the means of locomotion and the beginning pw of the route section (gray hatched rectangle). In this example, the section (gray hatched rectangle) is a speed-limited zone with speed limit R, which should be noted.
  • For the realization of the invention, among other things, the following physical laws are implemented on the firmware side in the context of the method:
    Distance traveled by the vehicle after a time t: s (t) = a / 2 * t 2 + v0 * t Speed of the vehicle after a time t: v (t) = vo + a * t Time after which the vehicle has reached a certain speed v: t = (v - vo) / a Easy braking distance (without consideration of environmental and road characteristics): s = v 2 / (2 · a) Required time TL (time to limit) at constant speed of the vehicle on the way from pv to pw: TL = (d / v0) Required acceleration (negative and constant) a to decelerate from speed v0 to R within time t: a = (v0 -v) / t where v represents the preceding allowable speed R to be observed, and a represents the so-called "break acceleration" under these circumstances.
  • 8th indicates the inventive use of link parameters.
  • It is known from the explanations above that a threshold value can also be taken into account as the triggering criterion, which can be used as a comparison value for the parameter. In the aforementioned example, four threshold values t1 to t3 were actually used. Now, the invention provides that at least one of the threshold values t1 to t3, taking into account at least one of Distance characteristic curve S (gray shaded circle) characterizing record is automatically modifiable by the device, the record environmental characteristics or route properties (gray shaded ellipse) or means of transport properties (not shown) describes. This means that the route properties or route criteria of the distance route S or environmental criteria to be taken into account between the instantaneous position pv of the means of transportation and the starting point pw of the relevant route section are continuously determined and taken into account by the device.
  • These criteria can be determined by the device by means of the road network database or possibly existing sensors or other means of information on the vehicle and stored, for example, as a data vector. By way of example, the data vector S for describing the path properties of the distance profile curve S could be constructed in such a way that its attributes a1 to include different characteristic quantities for describing the route. For example, a1 could describe the curve situation, a2 the grade slope and a3 the characteristics of the road surface. Further criteria should be included. For the vector S1, ..., n = <a1, ..., an>.
  • For example, the data vector U for describing the environmental properties could be constructed such that its attributes u1 to un include different characteristic quantities for describing the environmental situation. For example, u1 could describe the precipitation situation, u2 the temperature situation and u3 the visibility. Further criteria should be included. For the vector U1, ..., n = <u1, ..., un>.
  • The data vector F for describing the vehicle characteristics, for example, could be constructed such that its attributes f1 to fn include different characteristic quantities for describing the vehicle. For example, f1 could describe the braking distance, f2 the weight and f3 the tires. Further criteria should be included. For the vector F1, ..., n = <f1, ..., fn>.
  • It is proposed to set the vector attributes with numerical values which could, for example, serve as a reference for a table which is processed by the device.
  • Each vector or each attribute may include a weighting for its relevance, which is taken into account in the data processing according to the invention and causes the data set to be taken into account in the modification of the threshold value in accordance with the weighting factor. The device may, for example, form the arithmetic mean of the individual data record components of a data set or vector and take this result into account when modifying the threshold value. Such a weighted vector has the general form W (S1, ..., n), which includes the individually weighted attributes <w1 · a1, ..., wn · an>. For example, the weighting could be realized such that a single attribute at 0% to 100% can be considered by covering a range of numbers from 0 to 100.
  • 9 shows a flowchart for the inventive method, which is based primarily on the fact that first the vehicle position, the distance to a relevant stretch, the instantaneous speed and relevant for the stretch speed limit using the information stored in the road network databases and the means detectable by the device Position information can be determined. Subsequently, an optionally required negative acceleration BA is determined and / or the period within which the speed reduction of the instantaneous speed must be carried out to be followed at the beginning of the section section of the user of the device according to the invention. For the note generation for the user, the acceleration threshold values already explained above are now included in order to create a criterion for the urgency of a user instruction and to convert the device into a corresponding operating state. The operating state then determines the required action, by means of which an indication to the user is to take place. For the hint itself, several reference levels are again distinguished, which allow a categorization of the hint between the categories "non-urgent" and "extremely urgent".
  • In the 10 The examples shown are self-explanatory and again show the contents of some system variables TL and BA taking into account the instantaneous velocity v0 and the distance d. Taking into account the given speed limit R = 70 km / h, the action or the current operating state performed by the device changes from the state "display" (example 1) via the state "rest" (example 2) up to the state "suggestion" ( Example 3).
  • At the bottom of the 10 the threshold values t1 to t3 are plotted along an axis. These threshold values are stored in the device and serve to classify the state into regions depending on the system parameter BA. As long as BA is in the range between t1 = 1.0 m / s 2 and t2 = 1.6 m / s 2 (example 1), the "show" state is active. For BA in the range t2 = 1.6 m / s 2 to t3 = 4.0 m / s 2 the state "suggestion" is active (example 3) and for BA> t3 = 4.0 m / s 2 the state is "Alarm" (no example) active. For BA below t1 = 1.0 m / s 2 the state "rest" (example 2) is active. These statements apply to a speed limit of 70 km / h in the relevant upcoming section.

Claims (11)

  1. Method for operating a device for determining a route course (r) for a means of locomotion, namely a navigation device for a motor vehicle, the device comprising a processor device, a position signal receiving means, a position determining unit for determining a position from the received position signals, an operating means for displaying the determined route course and for communicating with the user of the device, means for accessing a road network database, which also includes route-specific information, with the following method steps: a) automatic determination of the instantaneous position (pv) and the instantaneous velocity (v0) of the means of locomotion; b) automatic determination of at least one plug-in property (R) relevant to at least one section of the route (r) and automatic determination of the distance (d) to the beginning (pw) of this section based on the instantaneous position (pv) of the means of locomotion; c) automatic determination of at least one first parameter (BA) taking into account the determined distance (d), the instantaneous speed (v0) and the path property (R); d) automatic selection between at least two operating states in accordance with the parameter (BA), wherein the communication with the user is controlled by means of the operating states, wherein a selection between four operating states taking into account at least three parameter thresholds (t1, t2, t3) takes place, the selection based on the result of a comparison between at least one of the parameter thresholds (t1, t2, t3) and the parameter (BA) is based, and wherein in at least one operating state additionally derived from at least one parameter threshold (t2, t3) scaling (Sk ) is determined automatically to define the urgency of the content of a user information taking into account the parameter (BA), and wherein the user information is adjusted continuously or stepwise in accordance with the scaling (Sk) by means of the operating means.
  2. A method according to claim 1, characterized in that the parameter threshold (t1, t2, t3) is modified taking into account a first data variable (S, U, F) for storing a first data component (a, u, f), wherein the data component (a , u, f) also for characterizing at least one property of the distance course (s) on which the distance (d) is based, and / or also for characterizing at least one property of the means of locomotion and / or for characterizing at least one property of the environment.
  3. Method according to Claim 2, characterized in that at least one data component (a, u, f) comprised by the data variable (S, U, F) comprises a specific weighting (w) or that a plurality of the data variables (S, U, F) Data components (a1, a2, u1, u2, f1, f2) comprise a common weighting (w), which is taken into account when modifying the parameter threshold value (t1, t2, t3).
  4. A method according to claim 2 or 3, characterized in that a data component (a, u, f) of a variable (S, U, F) comprises at least one numerical value, wherein the device averaging in the presence of a plurality of data components (a1, a2, u1 , u2, f1, f2) with several numerical values and takes into account the result of this averaging in the modification of the parameter threshold value (t1, t2, t3).
  5. Method according to one of claims 1 to 4, characterized in that by means of the line property (R) a relevant for the section section speed limit is set, the parameter (BA) represents an acceleration change, which is required, so that the instantaneous speed (v0) of the means of locomotion does not exceed the speed limit (R) after overcoming the distance (d).
  6. Method according to one of claims 1 to 5, characterized in that the first operating state is taken when the parameter (BA) is greater than the first parameter threshold (t1).
  7. Method according to one of claims 1 to 6, characterized in that the second operating state is taken when the parameter (BA) between the second (t2) and the third (t3) parameter threshold value or is identical to the second (t2) parameter threshold.
  8. Method according to one of claims 1 to 7, characterized in that the third operating state is taken when the parameter (BA) is above the third (t3) parameter threshold or is identical to the third (t3) parameter threshold.
  9. Method according to one of claims 1 to 8, characterized in that the fourth operating state is taken when the parameter (BA) is below the first (t1) parameter threshold.
  10. Method according to one of claims 1 to 9, characterized in that according to an operating condition, a user notice in visual and / or acoustic and / or tactile form.
  11. Method according to one of claims 1 to 10, characterized in that the time of user communication is coordinated with further navigation-specific instructions.
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