DE102016002704A1 - Control device and method for determining an own position of a motor vehicle - Google Patents

Abstract

The invention relates to a method for determining an intrinsic position (15) of a motor vehicle (1), wherein observation data (6) of at least one position signal (6) are received by a control device (14) at different measuring times (Tk, Tk-1) from a receiving device (2). 3) of a GNSS (eg the GPS) are received and at a first of the measurement times (Tk - 1) the own observation data (6) and a self-determined position (15) are stored and at a later second of the measurement times (Tk ) again current, own observation data (6) are determined and then a localization unit (17) for a dGPS method or RTK method instead of reference data (11) of a vehicle external base station (9) the stored observation data (11 ') together with the current observation data (6) are provided as input data (18) and instead of a position indication (12) of the base station (9) the stored own position (15 ') is used to determine therefrom, together with a relative position vector (20) determined by the localization unit (17) from the input data (18), the current eigenposition (15).

Description

The invention relates to a method for determining a geographic own position of a motor vehicle. According to the method, a control device of the motor vehicle receives observation data at different measuring times, each from a receiving device, which generates the receiving device on the basis of at least one position signal of a global navigation satellite system (GNSS). In addition, reference data from a vehicle-external base station are taken into account, so that initially a relative position of the motor vehicle to the base station is determined to determine the own position and then the final intrinsic position of the motor vehicle is determined based on the position of the base station. The invention also includes a control device for carrying out the method. Finally, the invention also includes a motor vehicle with the control device according to the invention.

In order for a motor vehicle to be able to determine its own geographical position, it can have a receiving device for at least one position signal of a global navigation satellite system. For example, a GPS receiver (GPS - Global Positioning System) may be provided in the motor vehicle. Other known GNSS are GLONASS (Globalnaya navigatsionnaya sputnikovaya sistema), Galileo and Beidou. Such a receiving device generates from the at least one satellite position signal observation data, based on which the intrinsic position of the motor vehicle can be determined. However, this position determination is too inaccurate for some driving situations, as it can have a spread of ten meters and more. If a precise maneuvering or guiding of the motor vehicle is necessary, a more accurate localization method must be used.

From the DE 10 2009 058 737 A1 is known to use the so-called real-time kinematics (RTK - Real Time Kinematics). In this case, a communication connection to a vehicle-external reference station is still required. From the reference station reference data are received, which are generated in the reference station by means of a receiving device positioned there. The reference data thus represent observation data which was not generated in the motor vehicle itself but in the reference station on the basis of at least one position signal of the GNSS. In addition, the geographical position of the reference station must be known. The vehicle-specific observation data and the reference data from the reference station can then be processed by known methods, for example the so-called double-difference formation, in such a way that a relative position vector from the base station to the motor vehicle can be calculated. Together with the position information on the position of the reference station can thus determine the proper position of the motor vehicle. However, this requires that the reference data of the reference station can be received by means of a communication device at all.

However, the communication may be disturbed, for example after a crash or a collision of the motor vehicle. Exactly after such a crash, however, one is interested in automatically continuing the motor vehicle by means of driver assistance systems as far as possible in order to prevent a second crash or post-crash. For this purpose, then the intrinsic position of the motor vehicle is a crucial parameter, for example, to suppress or prevent the spin of the motor vehicle on an oncoming lane.

From the US Pat. No. 7,706,976 B1 It is known to store the eigenpositions determined at different measuring times in a motor vehicle, in each case in order to be able to trace a movement trajectory of the motor vehicle. The eigenpositions are determined here by means of an RTK receiver or by means of a dGPS receiver (dGPS - differential GPS), whereby an accuracy of two centimeters and better can be achieved. However, this motor vehicle is also dependent on receiving reference data from a base station or reference station. Based on the stored eigenpositions, a movement direction of the motor vehicle can also be determined without further reference data on the basis of kinematics parameters.

From the EP 2 322 901 A2 For example, a method of photographing buildings is known wherein each photographed building is assigned its geoposition. For this purpose, the motor vehicle carrying the camera also has a receiver for a position signal of a GNSS. From the observation data of the receiver and the movement trajectory of the motor vehicle is reconstructed, whereby a position measurement error is compensated by means of a Kalman filtering. However, this is only possible after the fact by means of post-processing.

In order to determine the exact position of a motor vehicle by means of a receiving device of a GNSS, so reference data of a reference station are required whose position must be known in order to then determine the proper position of the motor vehicle by means of the relative position vector. In the event of a signal interruption, however, a signal with dGPS and / or RTK (differential GPS and / or Real-Time Kinematic) equipped vehicle the localization accuracy no longer afford.

The invention has for its object to provide a true-to-track self-localization in a motor vehicle.

The object is solved by the subject matters of the independent claims. Advantageous developments of the invention will become apparent from the features of the dependent claims, the following description and the figures.

According to the invention, a method for determining an own position of a motor vehicle is provided. In a manner known per se, a receiving device is used for at least one position signal of a GNSS, that is, for example, a GPS receiver. By means of a control device, observation data are respectively received from the receiving device at different measuring times. The control device has a first operating mode, as known per se from the prior art. That is to say, by means of a communication device, additionally, observation data of a vehicle-external reference station are received, which has therefore generated these with its own receiving device for the at least one position signal of the GNSS. These off-board observation data are referred to herein as reference data. The reference data may also be correction data for a dGPS method.

Furthermore, a position specification for a geographical position of the base station in the control device is provided. The reference data is provided as input data together with the own observation data of a localization unit. The localization unit represents an element that can be taken from the prior art per se. It may, for example, be a dGPS unit and / or an RTK unit which can perform the respective localization method in a manner known per se. It is therefore preferably a localization unit for carrying out a dGPS method or an RTK method. In other words, the location unit generates a relative position vector, also referred to in the art as a baseline vector. The control device thus receives from the localization unit such a relative position vector which was generated or determined by the localization unit from the input data and which describes a relative position of the motor vehicle to that position indication which indicates the position of the base station. Based on the absolute position information for the position of the base station itself and based on the relative position vector is then determined by the control device, the respective current eigenposition at each measurement time.

In order to enable a precise self-localization of the motor vehicle in the event that the communication connection to the base station is interrupted, that is to say the communication device does not receive reference data, it is provided according to the invention that the control device has a second operating mode in which it carries out the following method steps. At a first of said measuring times, the control device stores its own observation data and the eigenposition determined therefrom. At a later second measuring time, the control device ascertains current own observation data in the manner described by receiving them from the vehicle's own receiving device. In order to continue to use the localization unit, instead of the missing reference data of the base station, the control device of the localization unit provides the stored observation data from the first measurement time together with the current observation data as input data. In other words, the control device pretends reference data by using the stored observation data from its own receiving device, which were determined at the previous measurement time point. Instead of the position specification of the basic statistic, the stored eigenposition from the first measurement time is correspondingly used to determine therefrom, together with the relative position vector determined by the localization unit from the input data, the current eigenposition for the second measurement time.

The control device thus pretends on the basis of old or stored data that reference data is still received from the base station. This makes it possible to determine a relative change in position of the motor vehicle from its own position to the first measuring time to a current self-position to the second measuring time by means of the localization unit. Starting from the eigenposition to the first measurement time, the eigenposition can then be determined at the second measurement time point by means of the relative position vector thus determined.

The invention thus provides the advantage that even with a connection interruption to the base station, a dGPS method and / or an RTK method with the correspondingly high localization accuracy can continue to be used.

The invention also includes the described control device for the motor vehicle. The control device has a coupling device for coupling with the said receiving device for at least one GNSS position signal and for coupling with said communication device for communication with an off-vehicle base station. The coupling device may, for example, electrical connection contacts for connecting the receiving device and / or communication device. The coupling device may also include, for example, a bus connection in order to connect the control device to a communication bus, for example to a CAN bus (Controller Area Network) and / or an Ethernet bus. The control device according to the invention has a processor device which provides a program code which is set up to execute an embodiment of the method according to the invention when executed by the processor device. In other words, the control device is set up to carry out the method according to the invention. The program code may be stored in a memory device of the processor device.

The invention also includes optional developments, by the characteristics of which additional benefits.

In order to be able to use a localization unit as is available in the prior art, it is provided according to a development that the observation data and the reference data respectively comprise code observations and phase observations of at least four satellites of the GNSS and a localization unit is used which determines the relative Position vector generated on the basis of double difference. Such a localization unit is, as described above, available in the prior art. It has the particular advantage that so-called common-mode errors can be compensated or compensated.

However, this compensation of a common-mode error is only possible if the reference data and the observation data were generated at respective measurement locations that are not too far apart. In other words, the possibility of compensation decreases with increasing distance between these two measuring locations. Furthermore, the measurement times of the reference data and the observations of the own receiving unit must not be too far apart, since the common-mode error influences vary over time. In order to allow a precise self-localization within the motor vehicle in the second operating mode on the basis of the stored own observation data, the stored observation data must be supplied to the localization unit as reference data after a certain time at the latest, since otherwise they become obsolete. Accordingly, a development provides that in the second operating mode, a time interval between the successive measuring times is at most five seconds, in particular at most one second. This ensures that the determined relative position vector is still very accurate, since the stored observation data and the current observation data have a similar common-mode error.

So that the motor vehicle can nevertheless continue to localize itself over the said time span, a further development provides that the own observation data and the inherent position determined therefrom are stored iteratively in the second operating mode for at least one further measuring time subsequent to the first measuring time. Thereafter, not the originally stored data is used for the subsequent, next measurement time as a substitute for the reference data and the position information of the base station, but the observation data stored at the last measurement time and the eigenposition determined therefrom. Thus, the vehicle generates a relative position vector at each measurement time point, which points from the own position to the last, preceding measurement time point to the own position at the current measurement time point. The individual relative position vectors can then be summed up to thereby determine the movement trajectory of the motor vehicle since the connection abort to the base station.

In order to prevent the determined own position from being falsified by summation of measurement errors, a further development provides that correction data for the determined self-position are determined on the basis of vehicle dynamics data of the motor vehicle. The vehicle dynamics data may include, for example, acceleration data of an acceleration sensor of the motor vehicle, by means of which the movement of the motor vehicle can then be reconstructed or reconstructed. The vehicle dynamics data may also comprise, for example, odometry data, that is, for example, the wheel revolutions and / or data describing a steering angle. For example, it may be provided to process the relative position vectors together with the vehicle dynamics data by means of a Kalman filter, which has a movement model of the motor vehicle, and to determine the current own position on the basis of the movement model. The movement model can be based on the so-called single track model.

A further development provides that in the motor vehicle not only a single antenna is used for the at least one position signal, but at least two. In this development, the observation data thus describe position signals of the GNSS which are received by the receiving device via two antennas arranged at a distance from each other. The Control device determined according to each measurement time in addition to the self-described position a offset by the distance further own position. The initial position described is actually the position as it results at the first antenna. Accordingly, a further eigenposition is determined, which results at the second antenna. From the two determined eigenpositions a yaw angle of the motor vehicle is then determined, ie a spatial orientation of the motor vehicle, for. B. based on a direction, z. B. North. Thus, a relative orientation of the motor vehicle to the roadway can be determined. For this purpose, for example, digital map data of a road map can also be used.

In a further development of this approach, it is provided to determine the two eigenpositions for a plurality of measurement times, and to determine therefrom a respective speed and / or direction of movement of each of the antennas. From this, a yaw rate and / or a slip angle of the motor vehicle is then determined. Thus, based on the position signals of a GNSS, yaw rate and / or slip angle determination may also be provided.

A development relates to the question of when the first operating mode and when the second operating mode should be used. According to a development, the control device switches over from the first operating mode into the second operating mode as a function of a collision signal of a collision detection device. In this development, it is thus assumed that after a collision the reception is disturbed by means of the communication device, so that the motor vehicle relies on the self-position determination according to the second operating mode. Additionally or alternatively, it can be provided, in response to an interrupt signal, by which the communication device signals an interruption of the communication link to the base station, to switch from the first to the second operating mode. This development thus uses the second operating mode only when no reference data is actually available.

As already stated, it is necessary, in particular, to provide a reliable, accurate-to-track localization of the motor vehicle in connection with a driver assistance device which can independently guide the motor vehicle. Accordingly, it is provided according to a development that at least one object in an environment of the motor vehicle is detected by means of an environment sensor device, for example a camera, and a respective position of the object is mapped in a digital environment map. Thus, the position of the at least one object is stored in the motor vehicle. In case of failure of the environment sensor device, so for example in case of a defect of the camera after a collision, a relative movement of the motor vehicle to the at least one object by means of the environment map is determined at each of said measurement times on the basis of the current own position of the motor vehicle. Thus, the motor vehicle can thus continue to determine its relative position and / or relative movement to the at least one object even in case of failure of the environment sensor device. For example, by means of the camera, a lane can thus be detected and the position of the lane can be mapped in the environment map. After the failure of the camera, the motor vehicle can then continue to be guided by the driver assistance device along the lane. In this way, for example, a multi-collision avoidance can be realized, for example, by wheel-selective braking and / or a steering intervention, the motor vehicle is guided along the lane, so in particular care is taken that the motor vehicle does not roll on an opposite lane.

The invention also includes, in particular, a motor vehicle which has the control device according to the invention. The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car.

In the following an embodiment of the invention is described. This shows:

1 a schematic representation of an embodiment of the motor vehicle according to the invention;

2 a schematic representation of an embodiment of the motor vehicle according to the invention in an accident situation;

3 a schematic representation of the motor vehicle in a determination of a yaw angle;

4 a sketch illustrating an embodiment of the method according to the invention, in which the self-position is determined several times in succession, and

5 a diagram with schematized gradients of position values, which describe eigenpositions of the motor vehicle at different measuring times.

The exemplary embodiment explained below is a preferred embodiment of the invention. In the exemplary embodiment, the described components of the embodiment each represent individual, independently of each other to be considered features of the invention, which each further independently develop the invention and thus individually or in any other than the combination shown are to be regarded as part of the invention. Furthermore, the described embodiment can also be supplemented by further features of the invention already described.

In the figures, functionally identical elements are each provided with the same reference numerals.

1 shows a motor vehicle 1 which may be, for example, a motor vehicle, in particular a passenger car.

The car 1 can be a receiving device 2 for position signals 3 GNSS, for example, the GPS, have. The GNSS is in 1 through two satellites 4 represented by the GNSS. The position signals 3 the receiving device can be connected via an antenna 5 receive. Based on the position signals 3 can the receiving device 2 in a known manner observation data 6 For example, code observations and phase observations for the position signals 3 , produce.

The car 1 may further include a communication device 7 have, over which a communication connection 8th to a vehicle external base station 9 in an environment 10 of the motor vehicle 1 can be provided. The base station 9 can also be a receiving device 2 ' have, over which the position signals 3 can be received. observation data 6 ' the receiving device 2 ' can the base station 9 over the communication connection 8th to the communication device 7 as reference data 11 send out. The reference data 11 may also be correction data for a dGPS procedure.

The communication device 7 Represents the received reference data 11 in the motor vehicle 1 ready. Furthermore, via the communication link 8th a position indication 12 a geo position 13 the base station 9 to the communication device 7 be transmitted. The communication device 7 represents the position information 12 also in the motor vehicle 1 ready.

The car 1 may further include a control device 14 which of the receiving device 2 the observation data 6 and from the communication device 7 the reference data 11 can receive. Furthermore, the control device 14 the position information 12 from the communication device 7 receive.

The control device 14 may have two modes of operation M1, M2. In the operating mode M1, the control device 14 from the observation data 6 , the reference data 11 and the position information 12 a current own position 15 of the motor vehicle 1 determine and for example a driver assistance device 16 for automated guidance of the motor vehicle 1 provide.

The control device 14 has a localization unit for this 17 on, the input data 18 can receive from which the localization unit 17 for example, based on the double difference formation known per se 19 (DD) a relative position vector 20 can calculate. In a calculation unit 21 can then be based on the position indication 12 and the relative position vector 20 the current own position 15 be calculated.

The input data 18 for the localization unit 15 in the first operating mode M1, the observation data 6 and the reference data 11 educated.

In the event that the communication connection 8th is interrupted and thus no reference data 11 are available, the control device 14 be operated in the second operating mode M2. For the operating mode M2, the control device 14 a first memory 22 and a second memory 23 exhibit. In the first store 22 can the observation data 6 from a previous, in particular the immediately preceding measurement period or the last measurement time are stored. In the second memory 23 that can be from the first store 22 stored observation data determined own position 15 get saved.

In a next measurement phase or at a next measurement time then the stored observation data from the first memory 22 as replacement reference data 11 ' instead of the reference data 11 together with the current observation data 6 the input data 18 for the localization unit 17 form. The second memory 23 stored own position 15 for the previous measuring point is used as replacement position indication 12 ' instead of the position information 12 the arithmetic unit 21 provided. Thus, on the basis of the last determined own position in the form of the replacement position indication 12 ' and from the input data 18 determined relative position vector 20 also a current own position 15 be determined and, for example, the driver assistance device 16 to be provided.

2 illustrates how the second operating mode M2 in the motor vehicle 1 can be used. 2 shows a driving situation 24 , Shown are a street 25 with a lane 26 and a counter traffic lane 27 , The car 1 drive on the lane 26 in one direction and on the opposite lane 27 come to the motor vehicle 1 a foreign vehicle 28 opposite. The car 1 is shown at three different measurement times, namely the current time Tk and the previous measurement time Tk - 1 and the previous measurement time Tk - 2, to which each observation data 6 and from this an own position 15 be determined. It is further indicated in each case, in which operating mode M1, M2, the control device 14 is operated. At measuring time Tk - 2, the operating mode M1 is active. At the time of measurement Tk - 1 collide the motor vehicle 1 with a guardrail 29 , The collision 30 may for example be detected by a collision detection device. By the collision 30 For example, the communication device 7 damaged, so the communication link 8th is interrupted. The control device 14 can switch to operating mode M2. In operating mode M2, lane-to-track movement can continue 31 of the motor vehicle 1 be recorded.

It can be provided, for example, that an environment sensor 32 of the motor vehicle 1 before the collision 30 the street 25 with the roadway 26 captured and, for example, as objects the guardrail 29 and a lane marker 33 captured and into a digital environment map 34 has registered or mapped. Also the position and the movement of the motor vehicle 28 can in the digital map 34 be mapped or stored. Despite the failure of the communication device 7 , so despite the lack of reference data 11 , can now in the operating mode M2, the driver assistance device 16 with a current own position 15 be supplied, so that the driver assistance device 16 the car 1 for example, by a selective braking intervention and / or a steering intervention can prevent it, on the opposite lane 27 to roll, as shown in the illustration 2 is illustrated for the current measurement time Tk. The illustrated driving situation 24 is often caused by the driver.

Because a collision 30 with, for example, a guardrail 29 is initially uncritical in many cases. Often only a misconduct of the driver (eg jerky steering, oversteer / understeer) creates a dangerous situation by the vehicle 1 becomes unstable or the lane 26 leaves. A driver assistance system 16 For multi-collision avoidance can such dangerous driving situations 24 Avoid wheel-selective braking and steering interventions. Usually you use an image processing environment sensor 32 to lane markings 33 and thus the relative position of the vehicle 2 to the roadway 26 to determine.

Through the first collision 30 can the environment sensors 32 however temporarily provide invalid data. By means of the control device 14 For example, the relative position at two points in time Tk - 1, Tk can be determined exactly (more than 30 cm) using a GNSS satellite navigation system, thus providing a camera for environmental sensor systems for this application 32 replace.

RTK is a well-known method of satellite-based positioning, with the real-time cm-exactly the eigenposition 15 can be determined. However, this typically sends a GNSS base station 9 (also called reference station or base for short), among other things, its code and phase observations as reference data 11 to mobile GNSS receivers 1 (also called Rover). By subtraction 19 the base observations 11 and rover observations 6 For the most part, the so-called common-mode errors can be eliminated. Common mode errors are errors that affect all receivers 2 . 2 ' act the same in a given area and at a given time. These include refractions (propagation delays compared to the speed of light in vacuum) in the ionosphere and troposphere, satellite orbit and clock errors. A rover in the form of a motor vehicle 1 This allows the relative position to the base station 9 (Baseline vector or relative position vector 20 ) to a few centimeters.

The control device 14 Take up this method, taking the vehicle 1 itself now both the function of the base 9 as well as the rover 1 takes over. This will be the observations 6 in the vehicle 1 built-in GNSS receiver 1 for a certain period of time (0.5 s to 5 s) in the first memory 22 saved. The relative position 20 of the vehicle 1 can now be determined between the times Tk - 1 and Tk by the recorded GNSS observations 11 ' at time Tk - 1 with the current observations 6 be settled at the time Tk. This is done via double differences 19 ,

Due to digital map data 34 and / or the last valid camera image is the further course of the road 25 known, so leaving the lane 26 can be estimated from the relative eigenlocation.

3 illustrates an embodiment with two antennas 5 . 5 ' attached to the motor vehicle at a distance 35 can be arranged to each other. In addition to the relative position 20 At two times Tk-1, Tk, the yaw angle change or the orientation W of the vehicle (vehicle longitudinal axis) with respect to north N is of interest. By comparing the current position 15 with the position measured before 12 ' can only be the direction of travel 36 determine that, however especially in the post-crash phase after the collision 30 of the respective orientation Wk - 1, Wk of the vehicle 1 opposite north can distinguish N because of a large slip angle. It can therefore have two GNSS antennas 5 . 5 ' to be used, thus aligning W with north N from the position 15 . 15 ' both antennas 5 . 5 ' and the slip angle from the speed of both antennas 5 . 5 ' to be able to determine. The speed can be calculated from the two relative position vectors 20 , in the 3 are differentiated as D1 and D2, and the time difference Tk - Tk - 1 are determined.

Another application (here an antenna is sufficient 5 ) is in 4 illustrated. In the case of dGPS may be due to a lack of communication link 8th the correction data stream to be interrupted. Due to the relative self-localization of the control device 14 can from the last exactly known position (last position, with received correction data 11 was determined) the current position 15 be determined. Because the observations 6 are valid for only a few seconds (the time between two observations Tk, Tk - 1 is called differential-age or diff-age for short) becomes the relative position vectors 20 summed up.

It should be noted that possible errors are also added up. However, it can be assumed that the errors at least partially cancel each other out. Nevertheless, relative localization can be supported by vehicle dynamics data (eg Kalman filter, IMU).

5 illustrates the result of a test of GPS-based relative eigenlocation. A program module of the control device 14 receives the raw data (observations 6 ) of a GPS receiver 2 and directs it once directly to the rover data input and once through the first memory 22 delayed as reference data 11 ' to the base data input of the localization unit 17 further.

The antenna 5 was stationary, so every calculated vector 20 the length should be zero. 5 illustrates components of the baseline vectors over time t 20 (East-West, EW, North-South, NS, Up-Down UD). The measured values are given in meters m. The diagram shows the accuracy of the procedure.

• • cm-genaue Bestimmung der zurückgelegten Distanz zu zwei Zeitpunkten Tk, Tk – 1;
• • als ergänzende Sensorik eines Lenk- und Bremssystems 16 zur Vermeidung von Multikollisionen geeignet;
• • direkte Messung, kein doppeltes Integrieren wie bei Beschleunigungssensoren;
• • besonders in Situationen 24 (nach Primär-Crash einer potentiellen Multikollision) nützlich, wenn Umfeldsensorik 32 zerstört ist und Raddrehzahlsensoren wegen unbekanntem oder großem Schlupf und Schräglaufwinkel nicht verwendet werden können;
• • ein Verfahren, um ein Fahrzeug 1 mit dGPS-Empfänger bei Korrekturdatenunterbrechung zu betreiben.

The method and the control device 14 offer the following advantages:

• • cm-exact determination of the distance traveled at two times Tk, Tk - 1;
• • as supplementary sensors of a steering and braking system 16 suitable for avoiding multicollision;
• • direct measurement, no double integration as with acceleration sensors;
• • especially in situations 24 (after primary crash of a potential multicollision) useful when environment sensors 32 is destroyed and wheel speed sensors can not be used because of unknown or large slip and slip angle;
• • a procedure to a vehicle 1 to operate with dGPS receiver during correction data interruption.

Overall, the example shows how the invention can provide a method for relative self-localization of a motor vehicle.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102009058737 A1 [0003]
• US 7706976 B1 [0005]
• EP 2322901 A2 [0006]

Claims (10)

Method for determining an eigenposition ( 15 ) of a motor vehicle ( 1 ), wherein by a control device ( 14 ) at different measuring times (Tk, Tk-1, Tk-2) from a receiving device ( 2 ) each observation data ( 6 ) at least one position signal ( 3 ) of a GNSS, and in a first operating mode (M1) - by means of a communication device ( 7 ) from an off-vehicle base station ( 9 ) Reference data ( 11 ), whereby a position indication ( 12 ) to a geographical position ( 13 ) of the base station ( 9 ) in the control device ( 14 ), and - the reference data ( 11 ) together with our own observation data ( 6 ) a localization unit ( 17 ) as input data ( 18 ) and - from the localization unit ( 17 ) through these (17) from the input data ( 18 ) and with respect to the position ( 13 ) relative position of the motor vehicle ( 1 ) descriptive relative position vector ( 20 ) is received and - based on the position indication ( 13 ) and the relative position vector ( 20 ) the current current position ( 15 ), characterized in that the control device ( 14 ) in a second operating mode (M2) - at a first of the measuring times (Tk-1) the own observation data ( 6 ) and the determined own position ( 15 ) and - at a later second of the measurement times (Tk) current own observation data ( 6 ) and - instead of reference data ( 11 ) of the base station ( 9 ) the stored observation data ( 11 ' ) together with the current observation data ( 6 ) of the localization unit ( 17 ) as the input data ( 18 ) and - instead of the position ( 12 ) of the base station ( 9 ) the stored eigenposition ( 15 ' ) to be used together with that of the localization unit ( 17 ) from the input data ( 18 ) determined relative position vector ( 20 ) the current eigenposition ( 15 ) to investigate. Method according to claim 1, wherein the observation data ( 6 ) Code and phase observations of at least four satellites of the GNSS and as the localization unit ( 17 ) such that the relative position vector ( 20 ) based on double difference ( 19 ) is used, and wherein the reference data ( 11 ) comprise either code and phase observations or correction data for a differential GPS. Method according to one of the preceding claims, wherein in the second operating mode (M2) a time interval between the consecutive measuring times (Tk, Tk-1, Tk-2) is at most 5 s, in particular at most 1 s. Method according to one of the preceding claims, wherein in the second operating mode (M2) the own observation data (Ik) iteratively for at least one further measuring time (Tk) following the first measuring time (Tk-1) 6 ) and the determined own position ( 15 ) and at the next measurement time as a replacement for the reference data ( 11 ) and the position information ( 12 ) of the base station ( 9 ) be used. Method according to one of the preceding claims, wherein on the basis of vehicle dynamics data of the motor vehicle ( 1 ) Correction data for the determined own position ( 15 ) be determined. Method according to one of the preceding claims, wherein the observation data ( 6 ) Position signals ( 3 ) of the GNSS, which are separated by two at a distance ( 35 ) arranged to each other antennas ( 5 . 5 ' ) of the receiving device ( 2 ), and the control device at each of the measuring times (Tk, Tk-1) in addition to the self-position ( 15 ) one by the distance ( 35 ) added further own position ( 15 ' ) and from the two determined eigenpositions ( 15 . 15 ' ) a yaw angle (W) of the motor vehicle ( 1 ). Method according to Claim 6, in which, for a plurality of measurement times (Tk, Tk-1), the two eigenpositions ( 15 . 15 ' ) and from this a respective speed and / or direction of movement of each of the antennas ( 5 . 5 ' ) and from this a yaw rate and / or a slip angle of the motor vehicle ( 1 ) is determined. Method according to one of the preceding claims, wherein the control device ( 14 ) in response to a collision signal of a collision detection device and / or in dependence on an interrupt signal, by which the communication device ( 7 ) an interruption of a communication connection ( 8th ) to the base station ( 9 ), switches from the first operating mode (M1) to the second operating mode (M2). Method according to one of the preceding claims, wherein by means of an environment sensor device ( 32 ) at least one object ( 28 . 29 . 33 ) in an environment ( 10 ) of the motor vehicle ( 1 ) and a respective position of the object ( 28 . 29 . 33 ) in a digital environment map ( 34 ) and in case of failure of the environment sensor system ( 32 ) at each of the measurement times (Tk, Tk-1) on the basis of the determined actual eigenposition ( 15 ) of Motor vehicle ( 1 ) a relative movement of the motor vehicle ( 1 ) to the at least one object ( 28 . 29 . 33 ) by means of the environment map ( 34 ) is determined. Control device ( 14 ) for a motor vehicle ( 1 ), which has a coupling device for coupling to a receiving device ( 2 ) for at least one position signal ( 3 ) of a GNSS and for coupling with a communication device ( 7 ) for communication with an off-vehicle base station ( 9 ), characterized in that a processor device is provided which has program code which is set up to perform a method according to one of the preceding claims when executed by the processor device.

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