DE102022101541A1 - Device and method for determining reference driving paths for different segment sequences - Google Patents

Abstract

A device for determining a reference travel path for a roadway section is described. The device is set up to determine a multiplicity of measured travel paths of one or more vehicles for a corresponding multiplicity of passages through the roadway section. The device is also set up to assign each of the plurality of measured driving paths to a section sequence from a set of different section sequences in order to determine a subset of measured driving paths for each section sequence of the set of section sequences. Furthermore, the device is set up to determine a reference travel path for the core roadway section for each section sequence from the set of section sequences on the basis of the respective subset of measured travel paths.

Description

The invention relates to methods and corresponding devices that make it possible to determine a typical travel path of vehicles on a road as a lane of the road.

In order to partially or completely automate the control of a vehicle in the longitudinal and/or transverse direction, it is advantageous to have a highly accurate geographical map of the surroundings. A single-precision (SD: "standard definition") map, which can be used, for example, to route the vehicle to a predetermined travel destination, usually has an accuracy in the range of about one meter to about ten meters. A high-precision map (HD: "high definition") should usually differ from reality by less than about one meter. HD and SD cards can differ even further beyond accuracy, for example with regard to the information they each contain.

For example, when the vehicle is traveling in a multi-lane roadway (also referred to as lanes), the HD map can display lane boundaries to allow differentiation of which lane the vehicle is traveling in. Visual indicators, such as lane markings, may be used to determine a lane boundary. A lane marking usually includes a line that is applied directly to the roadway.

Determining an HD map using a survey vehicle is laborious. Alternatively, an HD map can be created on the basis of sensory detections of lane boundaries, which are determined by a fleet of vehicles that are already driving on the lane.

An HD map can thus show the course of lane boundaries for a lane between the one or more lanes of the lane. This information can be used by a driving function to guide a vehicle longitudinally and/or laterally, at least partially or fully automatically, along the roadway, in particular along a lane. For this purpose, a target trajectory for the vehicle can be determined on the basis of the map data from the HD map. The target trajectory can, for example, run in the middle between the lane boundaries indicated by the map data. The vehicle can then be guided longitudinally and/or transversely along the determined target trajectory in an automated manner.

Using the course of the lane boundaries to determine a target trajectory can result in a target trajectory being determined that runs between different lane boundaries but does not run on an available lane (as may be the case, for example, on a motorway that is not structurally separated). Furthermore, in certain sections of a road there may not be any or not enough lane boundaries that can be detected by sensors (for example in front of a toll system, within an intersection or on a country road). As a result, no or no realistic target trajectory can possibly be determined. Furthermore, it can happen that a target trajectory determined on the basis of the course of lane boundaries detected by sensors is perceived as uncomfortable by the user of an automated vehicle.

The present document deals with the technical task of determining map data of a digital (HD) map for a roadway in an efficient and precise manner, which enables reliable and convenient automated longitudinal and/or lateral guidance of a vehicle.

The object is solved by each of the independent claims. Advantageous embodiments are described inter alia in the dependent claims. It is pointed out that additional features of a patent claim dependent on an independent patent claim without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim can form a separate invention independent of the combination of all features of the independent patent claim, which can be made the subject of an independent claim, a divisional application or a subsequent application. This applies equally to the technical teachings described in the description, which can form an invention independent of the features of the independent patent claims. In particular, it should be noted that the features of the devices and methods described in this document can be combined with one another as desired. In particular, the features of a first method or a first device can also be applied individually or in combination to another second method or to another second device.

According to one aspect, a device for determining a reference travel path for a roadway section in a roadway network is described. The road section can have one or more different lanes. A section of road can be between 20 and 50 meters long, for example.

The device is set up to determine a multiplicity of measured travel paths of one or more vehicles for a corresponding multiplicity of passages through the roadway section. In this case, for each passage, a measured driving path can be sent from the respective vehicle to the device and received by the device via a (wireless) communication link. For example, 5 or more or 10 or more or 20 or more measured driving paths can be determined.

A measured driving path of a vehicle can each include a sequence of measuring points of the position of the vehicle, in particular the position of a specific reference point (e.g. the center point of an axle) of the vehicle when driving through the section of roadway. The measuring points can be provided with a specific spatial resolution, for example 1 measuring point per meter or more. Alternatively or additionally, a measured driving path of a vehicle can display the actual driving trajectory of the vehicle when driving through the road section. It is thus possible to determine measured driving paths which each indicate along which trajectory the individual vehicles have driven (manually) through the roadway section. The actual driving behavior of vehicles in the road section can thus be described by the measured driving paths.

The device is also set up to subdivide the course of the roadway section into a sequence of support point levels. In other words, support point levels can be arranged (e.g. in an equidistant manner) along the course of the roadway section. The sequence of (two-dimensional) base levels can be arranged in such a way that base levels directly following one another along the course of the roadway section each have a predefined (constant) distance from one another, for example between 1 and 3 meters. For example, the course of the road section can be subdivided into 10 or more or into 20 or more different support point levels. Alternatively or additionally, the sequence of support point levels can be arranged in such a way that the individual support point levels are each arranged perpendicularly to the course of the roadway section (at the respective location of the support point level).

The device can be set up to use a digital map (e.g. using a 2D map) to determine a map course of the roadway section recorded in the digital map in relation to the roadway section. The course of the map of the roadway section can then be used as a course for subdividing the roadway section into the sequence of support point levels or for arranging the sequence of support point levels. Alternatively, as explained further below, a reference course of the roadway section can be determined (on the basis of the large number of measured travel paths) and used for the arrangement of the support point levels.

The two-dimensional support point levels can be used to analyze the large number of measured driving paths in a uniform manner in order to determine at least one reference driving path for the roadway section, which indicates the typical driving behavior of vehicles when driving through the roadway section. In particular, the center line of a lane or a lane of the roadway within the roadway section can be described by a reference travel path.

Furthermore, the device can be set up to determine a sequence of intersections of the respective measured travel path with the corresponding sequence of interpolation point levels for each of the plurality of measured travel paths. It can thus be determined at which points (i.e. at which intersections) the individual measured driving paths break through the individual support point levels.

The device can also be set up to determine a set of reference points (i.e. zero, one or more reference points) for each of the sequence of reference point levels on the basis of the determined intersections with the respective reference point level. The set of interpolation points for an interpolation point level can be determined using a clustering algorithm, in particular using a DB SCAN algorithm, for clustering the multiplicity of determined intersection points with the interpolation point level. A support point can, if necessary, be determined as a (trimmed) mean value of the intersection points of a respective cluster.

When determining the support points, one or more points of intersection can be identified as outliers and can be ignored in the cluster formation and/or in the determination of the support points. In other words, the device can be set up to identify one or more points of intersection from the plurality of points of intersection with a support point plane as outliers. The one or more points of intersection identified as outliers can then remain unconsidered when determining the set of support points for the respective support point level.

The device can thus be set up, in particular using a clustering algorithm, from the large number of intersection points determined to determine a subset (in particular a cluster) of intersection points for a support point on a support point level. The support point can then be determined as the mean value, in particular as a trimmed mean value, of the subset of intersection points. When determining the trimmed mean value, the x% smallest and/or largest intersection points (per coordinate within the respective support point level) can be ignored when calculating the mean value (eg with x between 5 and 15).

The device can also be set up to determine at least one reference travel path for the roadway section on the basis of the sequence of sets of support points for the corresponding sequence of support point levels. For this purpose, the device can be set up to sequentially assign one support point from the set of support points of the support point level considered to the reference travel path to be determined along the sequence of support point levels.

For this purpose, the device can be set up to determine, for a first support point in a specific support point level from the sequence of support point levels, a first subset of the measured driving paths of the one or more intersection points from which the first support point of the specific support point level was determined. In particular, it can be determined which intersection points of which one or more measured travel paths have been combined, in particular clustered, to form the first interpolation point.

Furthermore, the device can be set up to determine a second subset of measured travel paths of the one or more intersections from which a support point of another support point level (e.g. located directly in front of the specific support point level) that has already been assigned to the reference travel path was determined. It can thus be determined which intersections of which one or more measured travel paths have been combined, in particular clustered, to the support point of the other support point level, which has already been assigned to the reference travel path.

The first interpolation point can then be assigned to the reference travel path as a function of the first and second subset of measured travel paths, in particular as a function of a Jaccard coefficient from the first and second subset of measured travel paths. In particular, the support point from the specific support point level can be assigned to the reference travel path for which the respectively determined subset of measured travel paths has the greatest possible, in particular the greatest, overlap with the second subset of measured travel paths. The sequence of support point levels can be proceeded in a corresponding manner sequentially.

Furthermore, the assigned interpolation point of the respectively considered interpolation point level can be connected by a path segment to the assigned interpolation point of the preceding interpolation point level arranged in front of the interpolation point level under consideration. In this way, a reference driving path can be formed sequentially by the path segments between the respectively assigned support points. In a corresponding manner, if necessary, several reference travel paths can be determined for different lanes of the roadway section.

A reference travel path determined by the device can be designed in such a way that the reference travel path can be used as a setpoint trajectory for an at least partially automated vehicle driving through the road section. Alternatively or additionally, the determined reference travel path can display a sequence of target positions of a vehicle, in particular a sequence of target positions of a reference point of a vehicle, when driving through the section of roadway. Alternatively or additionally, the determined reference travel path can be designed in such a way that the reference travel path can be used in an augmented reality display and/or that the reference travel path can be used to estimate the arrival time of a travel route (which leads through the road section).

The device can be set up to determine an empirical speed for a path segment between a first interpolation point of a first interpolation point level and a second interpolation point of a (different) second interpolation point level of the reference travel path. In a corresponding manner, an empirical speed can be determined for each path segment of the reference travel path. A typical progression of the (empirical) speed of vehicles can thus be determined along the reference driving path. For this purpose, speed values along the respective measured travel path (e.g. speed values for the sequence of measuring points along the respective measured travel path) can be provided for the plurality of measured travel paths.

To determine the empirical speed for the path segment between the first and the second support point, first speed values can be determined for the one or more intersection points of a first subset of measured travel paths from which the first support point determined (particularly clustered). Furthermore, second speed values can be determined for the one or more intersection points of a second subset of measured driving paths, from which the second support point was determined (in particular clustered). The empirical speed for the path segment can then be determined in a precise manner on the basis of the first and second speed values, in particular on the basis of an average value of the first and/or second speed values.

The course of the empirical speed along a reference travel path can be taken into account for determining a target trajectory of an at least partially autonomously driving vehicle. In this way, the quality of autonomous driving functions can be further increased.

The device can also be set up to provide the at least one determined reference driving path as map data in relation to the roadway section for a digital map (in particular for an HD map). In this case, the progression of the determined empirical speed along the reference travel path can be provided for the reference travel path.

A device is thus described which is designed to evaluate (measured) travel paths recorded by vehicles in order to determine one or more reference travel paths, through which the course and the absolute position of (actually driven) lanes, in particular the course and the absolute position of the center line of lanes, is described. The device can be set up to determine a reference driving path independently of road markings of the road section detected by sensors. Alternatively or additionally, the device can be set up to determine a reference travel path based on the plurality of measured travel paths even if the road section has no road markings that can be detected by sensors, in particular no road markings that can be detected by sensors for identifying one or more lanes or lanes. A particularly efficient and robust determination of the course of lanes on a roadway is thus made possible.

According to a further aspect, a (further) device for determining a reference travel path for a roadway section (which is referred to below as “core roadway section”) is described. The device is set up to determine (e.g. receive from one or more vehicles) a plurality of measured driving paths of one or more vehicles for a corresponding plurality of passages through the core roadway section.

The device can also be set up to assign each of the plurality of measured driving paths to a section sequence from a set of different section sequences in order to determine a subset of measured driving paths for each section sequence of the set of section sequences. In other words, each measured travel path can be assigned to exactly one segment sequence. The different section sequences from the set of section sequences can be determined, for example, on the basis of a digital map (e.g. an SD card) in relation to the roadway network in the vicinity of the core roadway section. For example, 2 or more, or 5 or more different section sequences can be considered. Each subset of measured travel paths can have, for example, 2 or more, or 5 or more measured travel paths.

The different section sequences can each have the core roadway section and at least one surrounding roadway section arranged directly in front of and/or directly behind the core roadway section in the direction of travel. In particular, the individual section sequences can each have, in addition to the core roadway section, N surrounding roadway sections in front of and M surrounding roadway sections behind the core roadway section, e.g. with N and/or M each having 1 or more, or 2 or more. In this case, either N or M can optionally be zero.

The different section sequences can at least partially have different surrounding lane sections (i.e. lane sections for short) in the vicinity of the core lane section. Alternatively or additionally, the different surrounding roadway sections can have different spatial orientations (in particular different driving directions) relative to the core roadway section.

The different section sequences can thus have different directions from which vehicles can drive into the core lane section and/or in which vehicles can drive out of the core lane section. These different directions may have an impact on the (optimal and/or typical) trajectory of vehicles in the core lane section.

The device can be set up for each section sequence from the set of section sequences on the basis of the respective part quantity of measured driving paths (in particular limited to the respective subset) to determine a reference driving path for the core roadway section. In other words, the determination of the reference travel path in the core road section for a specific section sequence can be limited to the determined subset of measured travel paths for the specific section sequence.

The method described in this document can be used to determine a reference travel path. In particular, the device can be set up to determine a reference travel path for the core roadway section in such a way that the reference travel path is defined and/or described by a sequence of support points in a corresponding sequence of support point levels arranged along the course of the core roadway section.

The device can be set up to determine a reference travel path for a specific section sequence, for each of the measured travel paths of the subset of measured travel paths for the specific section sequence to determine a sequence of intersections of the respective measured travel path with the corresponding sequence of base levels. A set of support points can then be determined for each of the sequence of support point levels on the basis of the determined intersections with the respective support point level. Furthermore, the reference driving path in the core roadway section for the determined section sequence can be determined on the basis of the sequence of sets of vertices for the corresponding sequence of vertex levels.

A device is thus described which makes it possible to take into account different directions of entry and/or exit of a core roadway section when evaluating measured travel paths. Dedicated reference travel paths can then be determined for the different entry and/or exit directions. In this way, the accuracy of the determined courses of lanes can be increased in an efficient manner.

The device may be set up to arrange the sequence of base levels in such a way that the first base level of the sequence of base levels (the first base level in relation to the direction of travel through the core lane section) has a predefined distance (e.g. half the distance between the base levels) to the beginning of the course of the core lane section. Alternatively or additionally, the device can be set up to arrange the sequence of base levels in such a way that the last base level of the sequence of base levels (the last base level in relation to the direction of travel through the core lane section) has a predefined distance (e.g. half the distance between base levels) to the end of the course of the core lane section. In this way, the quality of the stringing together of reference driving paths for consecutive roadway sections can be increased in an efficient and robust manner.

The device can be set up to provide the set of determined reference travel paths for the corresponding set of different section sequences as map data in relation to the core road section for a digital map (e.g. for an HD map). In this way, the quality of automated driving functions (based on the map data provided) can be increased.

The device can be set up to determine an extended measured travel path for each of the plurality of measured travel paths, which, in addition to driving through the core roadway section, also describes the driving through of at least one surrounding roadway section arranged directly in front of and/or directly after the core roadway section. In particular, extended measured driving paths can be determined, which extend over the length of the section sequences. The multiplicity of measured travel paths can then be assigned to the individual section sequences from the set of different section sequences in a particularly efficient and precise manner on the basis of the corresponding multiplicity of extended measured travel paths.

The device can be set up to determine a subsequent reference travel path for the specific surrounding road section for a specific section sequence that has the core roadway section and a specific surrounding roadway section arranged directly after the core roadway section. The reference travel path for the core road section can then be connected to the subsequent reference travel path for the specific surrounding road section in order to determine a sequence travel path for the specific section sequence. Alternatively, reference travel paths can be lined up in the opposite direction, so that the reference travel path for the core road section is connected to the previous reference travel path for the specific surrounding road section arranged directly in front of the core road section. So continuous travel paths and thus the Courses of lanes through the roadway network can be determined in an efficient and precise manner.

The device can be set up to determine a set of subsequent reference travel paths for the specific surrounding road section arranged directly after the core road section. Furthermore, the device can be set up to assign a subsequent reference travel path from the set of reference travel paths for the specific surrounding road section using a (assignment) distance measure to a specific reference travel path from the set of reference travel paths for the core road section. The (assignment) distance measure can depend on the distance between the end point (i.e. between the position of the end point) of the determined reference travel path and the starting point (i.e. the position of the starting point) of the following reference travel path. The determined reference travel path can then be connected (by a path segment) to the associated subsequent reference travel path in order to determine a sequence travel path for a sequence of road sections. In this way, continuous driving paths and thus the courses of driving lanes through the roadway network can be determined efficiently and precisely.

The distance measure can depend in particular on a Euclidean distance between the end point of the specific reference travel path and the starting point of the following reference travel path. Alternatively or additionally, the distance measure can depend on a Jaccard coefficient of a first subset of measured travel paths and a second subset of measured travel paths. The first subset of measured travel paths can include the one or more measured travel paths whose corresponding one or more interfaces with the last support point level of the respective sequence of support point levels have been combined, in particular clustered, to the end point of the specific reference travel path. The second subset of measured travel paths can include the one or more measured travel paths whose corresponding one or more intersections with the first support point level of the respective sequence of support point levels have been combined, in particular clustered, to the starting point of the subsequent reference travel path.

In other words, the device can be set up to determine a first subset of the plurality of measured driving paths, which (only) includes the one or more measured driving paths from which the end point of the specific reference driving path was determined. Furthermore, the device can be set up to determine a second subset of the plurality of measured driving paths, which (only) includes the one or more measured driving paths from which the starting point of the subsequent reference driving path was determined. The distance measure in relation to the distance between the end point of the specific reference travel path and the starting point of the following reference travel path can then be determined in a precise manner on the basis of the first subset and the second subset of measured travel paths, in particular on the basis of the Jaccard coefficient from the first and second subset of measured travel paths.

According to a further aspect, a control unit for at least partially automated longitudinal and/or lateral guidance of a (motor) vehicle along a route through a roadway network is described. The control unit can be part of the vehicle. The control unit can be set up (e.g. on the basis of map data from a digital map of the roadway network) to determine a set of different reference travel paths for a corresponding set of different section sequences for an upcoming passage through a core roadway section of the roadway network on the route. The different section sequences can each have the core roadway section and at least one surrounding roadway section arranged directly in front of and/or directly behind the core roadway section in the direction of travel of the vehicle.

The control unit is also set up to identify a section sequence from the set of different section sequences on the basis of the driving route. In particular, the section sequence can be identified which corresponds to the driving route of the vehicle, i.e. along which the vehicle will drive through the core lane section.

In addition, the control unit can be set up to determine a target trajectory of the vehicle for at least partially automated longitudinal and/or lateral guidance of the vehicle when driving through the core roadway section on the basis of the reference travel path for the identified section sequence. The vehicle can then be guided at least partially automatically along the determined target trajectory through the core roadway section. In this way, the quality of an automated driving function can be increased in an efficient and reliable manner.

According to a further aspect, a device for determining a reference travel path described for a road section. The device can be set up to determine (eg receive from one or more vehicles) a large number of measured travel paths of one or more vehicles for a corresponding number of times the section of road has been driven through.

Furthermore, the device can be set up to determine a reference course of the roadway section on the basis of the large number of measured driving paths.

For this purpose, the device can be set up to determine a total length for at least a subset of the plurality of measured travel paths. For example, the subset may comprise 70% or more of the measured travel paths from the plurality of measured travel paths. Furthermore, the subset can include, for example, 2 or more, or 5 or more measured travel paths.

A sequence of path points can then be determined at a corresponding sequence of consecutive run length positions for each measured travel path from the subset of measured travel paths. The successive run length positions can be relative to the overall length of the respective measured travel path (e.g. at a sequence of percentage points of the respective overall length). For example, a run length position can correspond to y% of the respective total length. The sequence of consecutive run length positions can then have different (possibly equidistant) values of y (e.g. 10, 20, 30, ...., 100). For example, the sequence of consecutive run length positions may comprise 5 or more or 10 or more different run length positions.

The device can be set up to determine a corresponding path point of the reference course for each of the run length positions on the basis of the respective path points of the measured driving paths, in particular based on an average value, for example based on a trimmed mean value, of the path points of the measured driving paths, in order to determine a sequence of path points of the reference course at the corresponding sequence of consecutive run length positions of the reference course. The reference course can then be described by the sequence of path points.

The device can be set up to identify one or more path points of the measured travel paths as outliers for one (in particular for each individual) run length position from the sequence of consecutive run length positions. The one or more identified path points of the measured driving paths can remain unconsidered when determining the corresponding path point of the reference course. In this way, the quality of the determined reference curve can be further increased.

The device can be set up to identify one or more measured driving paths from the large number of measured driving paths as outliers. The one or more identified, measured driving paths can then remain unconsidered when determining the reference course of the roadway section. In this way, the quality of the determined reference profile can be further increased.

The device can also be set up to arrange a sequence of support point levels along the reference course. A sequence of intersection points of the respective measured travel path with the corresponding sequence of interpolation point levels can then be determined for each of the plurality of measured travel paths. Furthermore, on the basis of the large number of determined sequences of intersection points for the corresponding large number of measured driving paths, at least one reference driving path can be determined for the roadway section.

The quality of the determined reference driving paths can be further increased by determining a reference course for a roadway section. In particular, reference travel paths for consecutive road sections can be determined in this way, which can be lined up in a continuous manner in order to determine a sequential travel path.

The device can be set up to use a digital map (e.g. using an SD card) in relation to the roadway section to determine a map profile of the roadway section recorded in the digital map. The reference course of the roadway section can then also be determined with increased accuracy on the basis of the map course.

In particular, the device can be set up to determine the beginning and/or the end (i.e. the position of the beginning and/or the end) of the course of the map. A corresponding start and/or a corresponding end (i.e. the position of the start or end in each case) of the reference course can then be determined based on a distance measure. The beginning and/or the end of the reference course can be determined in such a way that the distance is reduced, in particular minimized. In this way, the quality of the determined reference profile can be further increased.

The distance measure for determining the beginning of the reference course can depend on the distance between the beginning of the map course and the beginning of the reference course to be determined. Furthermore, the distance measure for determining the beginning of the reference course can depend on the deviation of the orientation of the map course at the beginning of the map course and the orientation of the reference course at the beginning of the reference course to be determined.

Correspondingly, the distance measure for determining the end of the reference course can depend on the distance between the end of the map course and the end of the reference course to be determined. Furthermore, the distance measure for determining the end of the reference course can depend on the deviation of the orientation of the map course at the end of the map course and the orientation of the reference course at the end of the reference course to be determined.

The use of such a distance measure enables reference travel paths to be determined, which can be lined up in a particularly reliable and continuous manner.

According to a further aspect, a device for determining a reference profile of a core roadway section is described. The device can be set up to determine a specific reference course of the core road section for one or more different section sequences (which each include the core road section). The reference profile that is specific to a specific section sequence can then be used to determine the reference travel path for this specific section sequence. In this way, the quality of the determined reference travel paths for a roadway section can be further increased.

Alternatively or in addition, the device can be set up to provide the one or more determined reference profiles for the main roadway section as map data on a digital map (as an alternative or as a supplement to the map profiles). Alternatively or additionally, the device can be set up to cause a vehicle to be operated when driving through the core roadway section as a function of a determined reference course of the core roadway section.

The device can be set up to determine a multiplicity of measured travel paths of one or more vehicles for a corresponding multiplicity of passages through the core roadway section. Furthermore, the device can be set up to assign a first subset of measured travel paths from the plurality of measured travel paths to a first section sequence from a set of different section sequences. The different section sequences can each have the core roadway section and at least one surrounding roadway section arranged directly in front of and/or directly behind the core roadway section in the direction of travel.

A first reference course of the core roadway section for the first section sequence can then be determined (possibly solely) on the basis of the first subset of measured travel paths for the first section sequence. In a corresponding manner, specific reference curves can be determined for the one or more other section sequences.

The first reference history for the first section sequence can be determined as described in this document. In this case (possibly only) the first subset of measured driving paths is taken into account for determining the first reference course. In this way it can be brought about that the first reference profile is specifically adapted to the profile of the first section sequence. As a result, the quality of the determined first reference course and the quality of the reference travel path determined based on the first reference course can be increased (in particular with regard to the juxtaposition of reference travel paths for a section sequence).

A specific reference course of the core roadway section can thus be determined for the different section sequences. The section-sequence-specific reference profile can then be used to determine the corresponding section-sequence-specific reference travel path. In this way, the quality of the reference travel paths determined for the core roadway section can be increased to a particularly high degree.

The first segment sequence can have, for example, the core roadway section and a specific surrounding roadway section arranged directly after or before the core roadway section. The device can be set up to determine a reference travel path for the core roadway section on the basis of the first subset of measured travel paths and using the first reference profile (as described in this document). The device can also be set up to determine a subsequent or preceding reference travel path for the specific surrounding roadway section. The reference travel path for the core roadway section can then be used with the following or preceding be connected to the end of the reference travel path for the specific surrounding road section in order to determine a sequence travel path for the first section sequence. By using the first reference profile to determine the reference travel path for the core road section, the sequential travel path can be determined in a particularly precise manner.

The device can be set up to determine an empirical speed for a segment of the first reference course between a first path point and a (directly following second path point of the first reference course. The first path point can be arranged at a first run length position and the second path point can be arranged at a second run length position. In a corresponding manner, an empirical speed (i.e. an empirical speed value) can be determined for all pairs of (directly consecutive) path points become.

The empirical speed between the first path point and the second path point can be determined as follows. First speed values can be determined for the one or more corresponding first path points of the first subset of measured driving paths, from which the first path point of the first reference profile was determined. Furthermore, second speed values can be determined for the one or more corresponding second path points of the first subset of measured travel paths, from which the second path point of the first reference profile was determined. The empirical speed for the segment of the first reference curve can then be determined on the basis of the first and second speed values, in particular on the basis of a (possibly trimmed) mean value of the first and/or second speed values.

The device can be set up to provide the first reference curve, in particular together with the curve of the empirical speed along the first reference curve, as map data in relation to the core roadway section for a digital (HD) map. In this way, automated driving functions can be implemented efficiently based on the digital (HD) map.

The reference course provided for a roadway section can relate to a course of the roadway section that results overall from the measured driving paths for this roadway section (without subdividing into different lanes or lanes). In this way, a (relatively rough) course of the road section can be determined and provided in an efficient manner (possibly depending on the preceding and/or following direction of travel of vehicles, i.e. possibly depending on the respective section sequence).

On the other hand, the reference travel paths determined and provided for the road section can each relate to different lanes and/or lanes of the road section. The different (effective) lanes and/or lanes of the road section can thus be described in a precise manner by the reference travel paths for the road section (possibly depending on the preceding and/or following direction of travel of vehicles, i.e. possibly depending on the respective section sequence).

Thus, typically only a single reference profile is determined for a roadway section (and possibly for a specific section sequence) (even if the roadway section has a plurality of lanes and/or lanes). On the other hand, for the roadway section (and possibly for the specific section sequence), a number of reference curves for different lanes and/or tires may be determined.

According to a further aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described which comprises one or more of the devices and/or control units described in this document.

According to a further aspect, a central unit, e.g., a server, is described, which comprises one or more of the devices described in this document.

According to a further aspect, a method for determining a reference travel path for a roadway section is described. The method includes the determination of a large number of measured driving paths of one or more vehicles for a corresponding large number of passages through the roadway section, and the subdivision of a course of the roadway section into a sequence of support point levels. The method also includes determining, for each of the plurality of measured travel paths, a respective sequence of intersection points of the respective measured travel path with the corresponding sequence of interpolation point levels. In addition, the method includes determining, for each of the sequence of support point levels, a set of support points on the basis of the determined Intersections with the respective support point level, and the determination, based on the sequence of sets of support points for the corresponding sequence of support point levels, at least one reference travel path for the roadway section.

According to a further aspect, a method for determining a reference travel path for a core roadway section is described. The method includes the determination of a multiplicity of measured travel paths of one or more vehicles for a corresponding multiplicity of passages through the core roadway section. The method also includes assigning each of the plurality of measured travel paths to a section sequence from a set of different section sequences in order to determine a subset of measured travel paths for each section sequence from the set of section sequences. The different section sequences can each have the core roadway section and at least one surrounding roadway section arranged directly in front of and/or directly behind the core roadway section in the direction of travel. The method also includes determining, for each section sequence from the set of section sequences, a reference travel path for the core road section on the basis of the respective subset of measured travel paths.

According to a further aspect, a method for at least partially automated longitudinal and/or lateral guidance of a vehicle along a route through a roadway network is described. The method includes determining, in particular on the basis of map data from a digital map of the roadway network, a set of different reference travel paths for a corresponding set of different section sequences for an upcoming passage through a core roadway section of the roadway network on the route. The different section sequences can each have the core roadway section and at least one surrounding roadway section arranged directly in front of and/or directly behind the core roadway section in the direction of travel of the vehicle. The method also includes identifying a section sequence based on the driving route from the set of different section sequences, and determining a target trajectory of the vehicle for at least partially automated longitudinal and/or lateral guidance of the vehicle when driving through the core roadway section based on the reference travel path for the identified section sequence.

According to a further aspect, a method for determining a reference travel path for a roadway section is described. The method includes determining a large number of measured travel paths of one or more vehicles for a corresponding large number of passages through the road section, and determining, on the basis of the large number of measured travel paths, a reference course of the road section. The method also includes arranging a sequence of interpolation point levels along the reference course and determining, for each of the plurality of measured driving paths, a respective sequence of intersection points of the respective measured driving path with the corresponding sequence of interpolation point levels. The method also includes determining, on the basis of the large number of determined sequences of intersection points for the corresponding large number of measured driving paths, at least one reference driving path for the roadway section.

According to a further aspect, a method for determining a reference course of a core roadway section is described. The method includes the determination of a multiplicity of measured travel paths of one or more vehicles for a corresponding multiplicity of passages through the core roadway section. The method also includes assigning a first subset of measured travel paths from the plurality of measured travel paths to a first section sequence from a set of different section sequences. The different section sequences can each have the core roadway section and at least one surrounding roadway section arranged directly in front of and/or directly behind the core roadway section in the direction of travel. The method also includes determining, on the basis of the first subset of measured travel paths for the first section sequence, a first reference course of the core roadway section for the first section sequence.

According to a further aspect, a software (SW) program is described. The SW program can be set up to be executed on a processor and thereby to perform one or more of the methods described in this document.

According to a further aspect, a storage medium is described. The storage medium can comprise a SW program which is set up to be executed on a processor and thereby to carry out one or more of the methods described in this document.

It should be noted that the methods, devices and Systems can be used both alone and in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, devices and systems described in this document can be combined with one another in a variety of ways. In particular, the features of the claims can be combined with one another in many different ways. Furthermore, features listed in brackets are to be understood as optional features.

• 1a ein beispielhaftes System zur Ermittlung von Referenz-Fahrpfaden für einen Fahrbahnabschnitt;
• 1b einen beispielhaften Fahrbahnabschnitt mit mehreren effektiven Fahrspuren;
• 2a beispielhafte gemessene Fahrpfade für den in 1b dargestellten F ahrb ahnab schnitt;
• 2b beispielhafte Schnittpunkte und Stützpunkte innerhalb einer Ebene eines F ahrb ahnab schnitts;
• 2c beispielhafte Stützpunkte für die Sequenz von Ebenen eines F ahrb ahnab schnitts;
• 2d beispielhafte Referenz-Fahrpfade für den in 1b dargestellten F ahrb ahnab schnitt;
• 3 ein Ablaufdiagramm eines beispielhaften Verfahrens zur Ermittlung eines Referenz-Fahrpfades für einen Fahrbahnabschnitt;
• 4a beispielhafte gemessene Fahrpfade an einem Fahrbahn-Kontenpunkt;
• 4b eine beispielhafte Aneinanderreihung von Referenz-Fahrpfaden für aufeinanderfolgende Fahrbahnabschnitte;
• 5a ein Ablaufdiagramm eines beispielhaften Verfahrens zur Ermittlung eines Referenz-Fahrpfades für einen Fahrbahnabschnitt;
• 5b ein Ablaufdiagramm eines beispielhaften Verfahrens zur Ermittlung einer Soll-Trajektorie für ein Fahrzeug;
• 6 beispielhafte Stützpunkte für Referenz-Fahrpfade in aufeinanderfolgenden F ahrb ahnab schnitten;
• 7 eine beispielhafte Sequenz von Ebenen entlang eines Referenzverlaufs eines Fahrbahnabschnitts;
• 8a ein Ablaufdiagramm eines beispielhaften Verfahrens zur Ermittlung eines Referenz-Fahrpfades für einen Fahrbahnabschnitt; und
• 8b ein Ablaufdiagramm eines beispielhaften Verfahrens zur Ermittlung eines Referenzverlaufs eines Fahrbahnabschnitts.

The invention is described in more detail below using exemplary embodiments. show it

• 1a an exemplary system for determining reference travel paths for a road section;
• 1b an example roadway section with multiple effective lanes;
• 2a exemplary measured travel paths for the in 1b illustrated section of road;
• 2 B exemplary intersections and support points within a plane of a road section;
• 2c exemplary support points for the sequence of levels of a road section;
• 2d exemplary reference driving paths for the in 1b illustrated section of road;
• 3 a flowchart of an exemplary method for determining a reference travel path for a roadway section;
• 4a exemplary measured travel paths at a roadway node;
• 4b an exemplary sequence of reference travel paths for consecutive road sections;
• 5a a flowchart of an exemplary method for determining a reference travel path for a roadway section;
• 5b a flowchart of an exemplary method for determining a target trajectory for a vehicle;
• 6 exemplary support points for reference travel paths in consecutive road sections;
• 7 an exemplary sequence of planes along a reference course of a road section;
• 8a a flowchart of an exemplary method for determining a reference travel path for a roadway section; and
• 8b a flowchart of an exemplary method for determining a reference course of a roadway section.

As explained at the outset, the present document deals with the efficient and reliable determination of one or more reference travel paths for a road section of a road network. In this way, for example, different reference travel paths can be determined for different lanes of the roadway section. The determined reference driving paths can be made available as map data in an HD map for the roadway network. In particular, the one or more determined reference driving paths can be used to determine target trajectories for the automated longitudinal and/or lateral guidance of vehicles.

1a shows an exemplary system 100 for determining at least one reference travel path for at least one roadway section of a roadway network. The system 100 comprises a central unit 120 which is set up to ascertain measurement data 115 from a large number of vehicles 110 and/or for a large number of times a section of road has been driven through. The measurement data 115 for driving through and/or from a vehicle 110 can be received by the respective vehicle 110 via a (wireless) communication link 101 . The measurement data 115 of a vehicle 110 driving through can indicate a measured driving path of the vehicle 110 through the road section (eg as a sequence of measuring points along the driving path driven by the vehicle 110).

The central unit 120 (which is also generally referred to as a device in this document) can be set up to determine at least one reference travel path for this road section on the basis of the measurement data 115 from a large number of vehicles 110 and/or for a large number of times the road section has been driven through. The reference travel path can describe the typical travel path of vehicles 110 when driving through the road section. Different reference travel paths can be determined for different lanes of the roadway section. The one or more determined reference travel paths for the roadway section can be provided by the central unit 120 as map data 125 of a digital (HD) map for the roadway section (e.g. sent to one or more vehicles 110 via a communication link 101).

A vehicle 110 may include a position sensor 114 configured to collect data related to the position of the vehicle 110 using a global navigation satellite system (GNSS). Furthermore, the vehicle 110 may include one or more sensors 112 (such as a speed sensor, an inertial measurement unit (IMU), one or more cameras, a wheel speed sensor, a steering sensor, etc.) configured to collect sensor data that can be used for an odometry-based determination of the position of the vehicle 110.

A control unit 111 of the vehicle 110 can be set up to determine the position of the vehicle 110 when driving through a roadway section based on the data from the position sensor 114 and/or based on the sensor data from the one or more sensors 112 . In particular, a sequence of measurement points for the position of vehicle 110 can be determined along the course of the roadway section, with the sequence of measurement points describing the path actually traveled by vehicle 110 . This travel path is referred to in this document as a “measured travel path”. The sequence of measurement points of the measured driving path can be provided by the vehicle 110 as measurement data 115 (e.g. via a communication unit 113 of the vehicle 110). The sequence of measurement points can, for example, have a sampling rate or a spatial resolution of 1 measurement point per meter or higher.

1b 16 shows example measured travel paths 160 for a roadway 150 (which may be divided into one or more roadway sections). The individual measured driving paths 160 each include a sequence of measuring points 161. The roadway 150 can have roadway markings 152 that indicate the edge of the roadway and/or a subdivision of the roadway 150 into a plurality of lanes 151 in an optically and/or sensorically detectable manner.

The path 160 actually traveled by a vehicle 110 can correspond approximately to the center line of a lane 151 of the roadway 150, in particular when the roadway 150 has a straight course. On the other hand, there can be substantial deviations between the center line of a lane 151 and the path 160 actually traveled by a vehicle 110 before a curve, for example. Furthermore, certain lanes 150 do not have lane markings 152 for dividing them into lanes 151, such as before a toll booth or at an intersection. In this case, no center lines of lanes 151 can be determined as reference travel paths on the basis of lane markings 152 detected by sensors.

As explained at the outset, the center line of a lane 151 can be used as a target trajectory for the automated longitudinal and/or lateral guidance of a vehicle 110 . As in 1b shown, it can happen in certain sections of the road that there are no road markings 152 for determining lanes 151, and therefore no setpoint trajectory can be determined. Furthermore, in certain sections of the road (eg before or behind a curve) the center line of a lane 151 may be unsuitable as a setpoint trajectory in order to bring about a correspondingly comfortable driving behavior that is typical of manually driven vehicles 110 during automated driving.

2a shows those for the road section 1b determined plurality of measured travel paths 160. It is assumed that the in 1b roadway 150 shown corresponds to a (single) roadway section. The central unit 120 can be set up to determine a course 270 of the roadway section on the basis of a digital (SD) map. This course 270 can be referred to as the map course of the road section. The course of the map 270 can be used as a reference for the subdivision of the road section into a sequence of (base) levels 271 . In particular, planes 271 can be arranged perpendicularly to the course of the map 270 at a specific distance (e.g. between 1 and 3 meters, approximately 2 meters), which are used to subdivide the measured travel paths 160 in a corresponding manner into a sequence of intersection points.

The individual planes 271 intersect the different measured travel paths 160. A measured travel path 160 can thus be subdivided into a corresponding sequence of intersection points by the sequence of planes 271 along the map course 270 of the road section.

2 B shows the plurality of intersection points 272 for a corresponding plurality of measured driving paths 160 within an exemplary plane 271 of the sequence of planes 271 for a road section. The central unit 120 can be set up to convert the multiplicity of intersection points 272 of a plane 271 into a set of support points 200 for a corresponding set of reference driving paths for the roadway section using a clustering algorithm. The DB SCAN algorithm, for example, can be used as a clustering algorithm.

The central unit 120 can be set up in a corresponding manner for the sequence of planes 271 of the roadway section to determine a plurality of intersection points 272 and, based thereon, a set of support points 200, as shown by way of example in 2c shown. The number of interpolation points 200 in the different planes 271 can at least partially differ from one another. The change in the number of interpolation points 200 in different levels 271 can be due, for example, to the fact that along the roadway section, roadways merge with one another or that a roadway along the roadway section splits into several roadways (as may be the case, for example, when approaching a toll station).

How out 2c As can be seen, on the basis of the measured travel paths 160 for the individual levels 271 of the sequence of levels 271, a set of one or more support points 200 can be determined. The central unit 120 can be set up to determine one or more reference travel paths 210 for the road section on the basis of the sequence of sets of interpolation points 200 (as exemplified in 2d shown). For this purpose, along the sequence of levels 271 (in the direction of travel of the roadway section), starting from the first level 271, a support point 200 from the respective level 271 can be sequentially connected by a path segment 211 to a support point 200 from the respective directly subsequent level 271. At least one sequence of interpolation points 20 for the corresponding sequence of planes 271 can thus be determined and connected sequentially with path segments 211 in order to determine a reference driving path 210 . in the in 2d In the example shown, a total of 5 different reference travel paths 210 can be determined, with the reference travel paths 210 overlapping in sub-segments of the roadway section.

As already explained, the center line of a lane (or a lane) 151 typically cannot be detected directly by sensors. The center line of a lane 151 is therefore typically defined and determined as the center between adjacent lane boundaries and/or lane markings 152 . However, this can result in lane center lines being determined between markings 152 that do not actually delimit a lane 151 that actually exists. This can be the case, for example, in the middle between a outward and return direction of a motorway that is not structurally separated. The measures described in this document make it possible to reliably avoid determining non-existent lane center lines, which means that the quality of autonomous driving functions can be increased.

Lane markings 152 are not present to the extent required for a determination of the lane center lines based thereon within larger freeway toll systems, in the interior area of intersections or also on many country roads. The same applies to access roads to intersections with separate lanes 151 that are not separated by a marking 152 for each turning direction. The measures described in this document enable a precise determination of reference driving paths 210 for lanes 150 with no or only insufficient lane markings 152.

Human drivers typically do not follow the lane center line of a lane 151 in all situations, but also optimize the trajectory of the vehicle 110 from other aspects than the distance to neighboring traffic in one or more neighboring lanes 151. Examples of this are cutting curves, swinging out when turning or avoiding bumps such as potholes. As a result, the lane center line is often not optimal as a target variable for the trajectory planning of a vehicle 110 (i.e. as a target trajectory). The measures described in this document enable reference travel paths 210 to be determined, which can be used for optimized trajectory planning (since reference travel paths 210 depict the typical driving behavior of manual drivers).

The method described in this document processes discrete measurement points 161 along the measured trajectories 160 (i.e. the measured travel paths) of actual driving through a road section.

As a result, a reference travel path 210 can be determined for each lane 151 independently of the existence of lane markings 152, which, as a representation of the natural driver behavior, can replace the center line of the lane as a target variable for trajectory planning.

A single estimated and/or measured sequence 160 of vehicle positions 161 (i.e. a measured driving path 160) is available for each passage. A clustering algorithm can be used to assign the intersection 272 of a measured driving path 160 with a plane 271 perpendicular to the course of the road 270 to the corresponding intersections 272 of the other measured driving paths 160 .

The individual passages through a roadway or road section typically differ due to the natural driver behavior and due to a large number of environmental influences. To improve the reliability and the accuracy of the determination of a reference travel path 210 along a lane, measures can be taken to reduce the influence of interference. In particular, as a measure when combining the intersection points 272 of the measured trajectories 160 with the planes 271 perpendicular to the course of the road 270 (possibly per coordinate), a mean value corrected for outliers (in particular a so-called trimmed mean value) can be formed. The central unit 120 can thus be designed to identify outliers when determining the support points 200 and to ignore them in order to increase the accuracy of the determined support points 200 .

3 shows a flowchart of a (possibly computer-implemented) method 300 for determining a reference travel path 210 for a roadway section 410 (in a roadway network). A road section 410 is shown in FIG 4a shown. The method 300 includes the determination 301 of a plurality of measured driving paths 160 of one or more vehicles 110 for a corresponding plurality of passages through the roadway section 410. The measured driving paths 160 can each display the trajectory that the individual vehicles 110 are actually driving when driving through the respective roadway section 410.

The method 300 further includes subdividing 302 a history 270, 700 (e.g., the map history 270 or one associated with 7 described, reference course 700) of the roadway section 410 in a sequence of base levels 271. In other words, along the course 270, 700 (at regular intervals) base levels 271 (each perpendicular to the course 270, 700) are placed. The supporting point planes 271 can each be two-dimensional. The course 270, 700 of the road section 270 and/or the measured driving paths 160 can be described in three-dimensional space.

Furthermore, the method 300 includes determining 303, for each of the plurality of measured driving paths 160, a sequence of intersections 272 of the respective measured driving path 160 with the corresponding sequence of support point levels 271. In other words, it can be determined where the individual measured driving paths 160 each support point levels 271 separate, and thus form intersections 272.

The method 300 also includes determining 304, for each of the sequence of base levels 271, a set of base points 200 on the basis of the determined intersection points 272 with the respective base level 271. For this purpose, one or more clusters of intersection points 272 can be determined in each individual base level 271 using a clustering algorithm. Furthermore, a support point 200 can be determined on the basis of each cluster (e.g. as a (possibly trimmed) mean value of the points of intersection 272 in the cluster).

Method 300 also includes determining 305, on the basis of the sequence of sets of support points 200 for the corresponding sequence of support point levels 271, at least one reference driving path 210 for roadway section 410. For this purpose, one or more coherent sequences of support points 200 along the sequence of support point levels 271 can be determined and each connected to one another via path segments 211. The individual connected sequences of support points 200 then each form a reference driving path 210.

When a lane 150 branches (e.g. at an exit or at an intersection) into two different adjoining lanes 150 with different alignments, the measured driving paths 160 of vehicles 110 in a lane section can differ, depending on whether the vehicle 110 is driving in the first adjoining lane 150 or in the second adjoining lane 150 following the lane section. For example, at a turn, the measured travel paths 160 of vehicles 110 driving straight ahead may differ (statistically) from the measured travel paths 160 of vehicles 110 turning. This is an example of a turning situation 400 in 4a shown. In particular shows 4a a (core) lane section 410 which is followed (when driving straight ahead) by a subsequent first (surrounding) lane section 410 and which (when turning right) is followed by a subsequent second (surrounding) lane section 410.

Out of 4a it can be seen in particular that the measured driving paths 160 in the (core) roadway section 410 before the turn differ, depending on whether a vehicle 110 is driving straight ahead or turning off this (core) roadway section 410 . The measured travel paths 160 in a (core) road section 410 can thus depend on which one or more subsequent (surrounding) road sections 410 the respective measured travel path 160 runs in.

In a corresponding manner, the measured travel paths 160 for a (core) road section 410 can depend on one or more preceding (surrounding) road sections 410 through which the respective measured travel path 160 ran.

The central unit 120 can be set up to determine a number of different reference travel paths 210 for different preceding and/or subsequent (surrounding) road sections 410 for a (main) road section 410 . In particular, for a specific core lane section 410 (e.g. based on the data of an (SD) card), all possible section sequences of directly consecutive lane sections 410 can be determined which have a specific number N of surrounding lane sections 410 before the specific core lane section 410 and/or a specific number M of surrounding lane sections 410 after the specific core lane section 410. N and/or M can each be 1 or more, or 2 or more. A reference travel path 210 in the specific core road section 410 can then be determined for each possible section sequence of roadway sections 410 (which each include the specific core roadway section 410 ). If Q different possible section sequences of road sections 410 exist for the specific core road section 410, then Q different reference travel paths 210 can be determined (e.g. Q greater than 1, or Q greater than 2).

For this purpose, the central unit 120 can be set up to assign the plurality of available measured travel paths 160 for the specific core roadway section 410 to one of the Q sequences of roadway sections 410 in each case. in the in 4a In the example shown, the measured driving paths 160 in the straight-ahead direction would be assigned to a first sequence of roadway sections 410 and the measured driving paths 160 in the right-turning direction would be assigned to a second sequence of roadway sections 410 .

A subset of measured driving paths 160 can thus be determined for each sequence of roadway sections 410 . Based on the respective subset of measured driving paths 160, a respective reference driving path 210 can then be determined (using the method 300 described in this document). The Q reference travel paths 210 can then be provided as map data 125 for the specific road section 410 . The sequence of road sections 410 of the driving route of the vehicle 110 can then be determined during the operation of an (automatically driving) vehicle 110 . The matching reference travel path 210 can then be selected for driving through the specific core roadway section 410 (and used to determine the setpoint trajectory of the vehicle 110 for driving through the core roadway section 410).

It can be advantageous for the concatenation of reference travel paths 210 of consecutive road sections 410 (as exemplified in 4b shown) to provide a distance 420 between the end point of the reference travel path 210 of a road section 410 and the end or end point 412 of the road section 410 . In a corresponding manner, a distance 420 can also be provided between the beginning or starting point 411 of the road section 410 and the beginning or starting point of the reference travel path 210 of the road section 410 . The distance 420 can correspond to half the distance between two consecutive planes 271, for example. The starting point of a reference travel path 210 can correspond to the support point 200 of the first support point level 271 and/or the end point of a reference travel path 210 can correspond to the support point 200 of the last support point level 271 (in each case in relation to the direction of travel through the road section 410).

As in 4b shown, the last interpolation point 200 of the reference travel path 210 of a road section 410 has a specific distance 420 from the end 412 of the road section 410 . Furthermore, the first interpolation point 200 of the reference travel path 210 of the adjoining road section 410 has a specific distance 420 from the beginning 411 of the adjoining road section 410 . A (possibly linear) connecting segment 421 can then be inserted between these two interpolation points 200 of the reference travel paths 210 in order to determine a linked reference travel path for lining up the road sections 410 in a row.

As in 4a shown, in the case of branches in the road network, the natural driving paths 160 can differ from one another, for example between drivers driving straight ahead and those turning off within the same lane 151 . The measures described in this document can reliably prevent erroneous reference travel paths 210 from being determined on the basis of averaging different groups of natural travel paths 160 . Furthermore, discontinuities between the reference travel paths 210 of consecutive road sections 410 can be avoided. In particular, continuous transitions between the reference driving paths 210 from one another can be avoided by the measures described of the following road sections 410 are effected.

As described in this document, the method 300 can be used separately not only for each road section 410 but also for each road section 410 and for each sequence of road sections 410 that has been traveled through. A core roadway section 410 can be considered (for which the measured roadways 160 are evaluated). Furthermore, a series of passing road sections 410 in the vicinity of the core road section 410 can be viewed. The environment can be defined by the maximum total length of the lined-up road sections 410 (each in front of and/or behind the core road section 410). The maximum total length can be between 100 and 200 meters, for example. A road section 410 can have a length of between 20 and 50 meters. It is thus possible to consider sequences of lane sections 410 each having 4 or more lane sections 410 .

In order to enable a smooth transition between travel paths 210 of successive road sections 410, the planes 271 perpendicular to the course of the road 270 of a road section 410 may not be evaluated along the entire length of the road section 410; Merging the reference travel paths 210 of the individual road sections 410 into a consistent map for the road network, continuous transitions 421 are inserted between the reference travel paths 210 of the individual road sections 410 .

The transitions 421 can be inserted in such a way that the reference travel paths 210 of a road section 410 are expanded only in the direction of travel by the first position point of the respective subsequent reference travel path 210, given knowledge of the determined reference travel paths 210 of the surrounding (in particular adjacent) road sections 410. In this way, each reference driving path 210 can be expanded on its own and the process for inserting transitions 421 can be parallelized.

The association of consecutive reference travel paths 210 can be determined using geospatial distance metrics (position and/or orientation) of the respective start and end points of the reference travel paths 210 . As an alternative or in addition, the Jaccard distance can be used as a criterion for assigning reference travel paths 210 in consecutive road sections 410 . In this case, the Jaccard distance can be determined on the basis of the measured trajectories 160 from which the potentially consecutive reference driving paths 210 were determined.

5a shows a flowchart of a (possibly computer-implemented) method 500 for determining a reference travel path 210 for a core lane section 410 (ie for a lane section 410, which is referred to as the core lane section to clearly describe the method 500). The method 500 includes determining 501 a multiplicity of measured travel paths 160 of one or more vehicles 110 for a corresponding multiplicity of passages through the core roadway section 410.

Furthermore, the method 500 includes the assignment 502 of each of the plurality of measured travel paths 160 to a section sequence from a set of different section sequences in order to determine a subset of measured travel paths 160 for each section sequence from the set of section sequences. The different section sequences can each have the core roadway section 410 and at least one surrounding roadway section 410 arranged directly in front of and/or directly behind the core roadway section 410 in the direction of travel. The section sequences can thus each have one or more lane sections 410 .

The method 500 also includes determining 503, for each section sequence from the set of section sequences, a reference travel path 210 for the core road section 410 on the basis of the respective subset of measured travel paths 160. The method 300 can be used for this purpose, for example.

5b shows a flowchart of a (possibly computer-implemented) method 510 for at least partially automated longitudinal and/or lateral guidance of a vehicle 110 along a route through a roadway network. The method 510 can be executed by a control unit 111 of the vehicle 110 .

Method 510 includes determining 511, in particular on the basis of map data 125 of a digital map of the roadway network (e.g. an HD map), for an upcoming passage through a core roadway section 410 of the roadway network on the route, a set of different reference travel paths 210 for a corresponding set of different section sequences. The method 510 also includes identifying 512 based on the driving route a section sequence from the set of different section sequences. In particular, the section sequence can be determined which corresponds to the route, ie along which the route leads.

Method 510 also includes determining 513 a target trajectory of vehicle 110 for at least partially automated longitudinal and/or lateral guidance of vehicle 110 when driving through core roadway section 410 on the basis of reference roadway 210 for the identified section sequence.

The determination of reference travel paths 210 for a sequence of road sections 410 that have a relatively large curvature (e.g. due to a turning situation) can lead to significant discontinuities at the transitions between the reference travel paths 210 for directly consecutive road sections 410. This is an example in 6 shown. In particular shows 6 the interpolation points 200 of the reference travel path 210 for a first lane section 410 (which are each shown as white circles) and the interpolation points 200 of the reference travel path 210 for a subsequent second lane section 410 (which are each shown as hatched circles). The course 270 of the second lane section 410 is essentially perpendicular to the course 270 of the first lane section 410. This means that the base levels 271 for the second lane section 410 are arranged essentially perpendicular to the base levels 271 for the first lane section 410.

How out 6 As can be seen, due to the relatively strong divergence between the orientation of the support point levels 271 and the course of the measured travel paths 160, there may be overlaps and/or discontinuities between one or more support points 200 at the end 412 of the first roadway section 410 and one or more support points 200 at the beginning 411 of the subsequent second roadway section 410. This in turn can lead to discontinuities at the transition between the reference travel paths 210 of the two road sections 410 .

As exemplified in 7 shown, the central unit 120 can be set up to determine a reference course 700 of the road section 410 on the basis of the measured travel paths 160 for a road section 410 . For example, the measured driving paths 160 can be averaged (possibly without taking into account one or more outliers) in order to determine the reference course 700 . The reference profile 700 can then be used instead of the map profile 270 of the road section 410 in order to determine the sequence of support point levels 200 for the road section 410 . The individual interpolation point planes 200 can each be arranged perpendicular to the reference curve 700 .

That in connection with 3 and the 2a until 2d The method 300 described can then be used accordingly to determine the interpolation points 200 for a reference travel path 210 . In this way, the accuracy of the determined reference travel path 210 can be increased, in particular with regard to the transition to the reference travel path 210 for the following road section 410.

How out 7 As can be seen, the beginning 411 (ie the starting point or the position of the starting point) of the map profile 270 of the road section 410 for which a driving path 210 is to be determined can differ from the beginning 701 (ie the starting point or the position of the starting point) of the corresponding reference profile 700. Alternatively or additionally, the end 412 (ie the end point or the position of the end point) of the map profile 270 of the road section 410 can differ from the end 702 (ie the end point or the position of the end point) of the corresponding reference profile 700 . The central unit 120 can be set up to determine the start 701 and/or the end 702 of the reference profile 700 in such a way that a specific distance criterion or distance measure is reduced, in particular minimized. The distance criterion can depend on the distance between the respective point 701, 702 of the reference curve 700 and the corresponding point 411, 412 of the map curve 270. Alternatively or additionally, the distance criterion can depend on the deviation of the orientation 720 of the beginning 701 or the end 702 of the reference course 700 from the orientation 720 of the beginning 411 or the end 412 of the map course 270 . The beginning 701 and/or the end 702 of the reference course 700 can thus be determined in such a way that the distance to the beginning 411 and/or the end 412 of the map course 270 is as small as possible and/or that the orientation 720 of the beginning 701 and/or the end 702 of the reference course 700 is of the orientation 720 of the beginning 411 and/or the end 412 of the map course 270 is as similar as possible.

As set out in this document, the travel paths 210 per road section 410 can be determined as a function of the sequence of road sections 410 traveled through, i.e. effectively as a function of the turning direction.

When generating driving paths 210 from fleet data 115 of a large number of vehicles 110 the road geometry contained in an SD card, ie the map course 270, can be used to construct cross-sectional planes 271 perpendicular to the course of the road 270, for which the intersection points 272 of the measured trajectories 160 of a set of crossings of the respective road section 410 are determined. The penetration points 272 are combined per level 271 (to form one or more support points 200) and the one or more support points 200 are connected between the levels 271 (by path segments 211) in order to determine representations of one or more reference travel paths 210.

Restrictions in the representation of the road geometry and/or the curvature in an SD card can lead to the turning paths at an intersection not being able to be learned correctly because the constructed planes 271 only partially intersect the measured trajectories 160 of the crossings and/or because the sequence of the constructed planes 271 along the road geometry 270 results in intersections 272 with a measured trajectory 160 whose running coordinates along this measured tra jectory 160 are not monotonically increasing or decreasing.

This document describes a method for determining the geometry of the course of the road from fleet data 115, whereby a distinction can be made at intersections as part of the method according to the direction of travel and turning direction, so that the actual curvature of lanes 150 can be represented much better than is the case with SD cards.

The starting point is a set of measured trajectories 160 of driving through the same (core) road section 410. The set of measured trajectories 160 can relate to trajectories that all follow the same sequence of road sections 410 in the vicinity of the core road section 410 and/or all have the same turning direction (if there is an intersection in the vicinity of the core road section 410).

In a first step, the measured trajectories 160 of the transits can be tailored in such a way that all trajectories 160 cover the same section 410 in the road network. For this purpose, a road section 410 of the SD card can be assigned to each point 161 of a measured trajectory 160 according to predetermined criteria. In this process, known as map matching, local proximity, the orientation or the assignments of the surrounding points can be used as assignment criteria. A measured trajectory 160 can be tailored in such a way that the running coordinates along the measured trajectory 160 for the last point before and for the first point after a reference point 411, 412 in the road network of the SD card are determined and then the running coordinates of the measured trajectory 160 and the running coordinates in the SD road network are used to determine the running coordinates of the measured trajectory 160 at which the measured e trajectory 160 is to be cut. The measured trajectory 160 of driving through a specific road section 410 can thus be determined on the basis of the measurement data 115 of a vehicle 110 .

Advantageously, the cropping is performed not only on the core road segment 410 itself, but also for an area extended by a certain length (e.g. 15 meters) along the sequence of surrounding SD road segments. The robustness of the method can be increased in this way.

For the tailored, measured trajectories 160 for a (core) road section 410, common relative run lengths, i.e. run lengths based on the total length of the respective tailored trajectory 160, can be defined (e.g. 0%, 10%, 20%,..., 100% of the respective total length). A position can be determined, in particular interpolated, for each trajectory 160 at corresponding points of the relative run length. The positions of the same relative run length thus determined can then be combined by all trajectories 160 and a representative position for this relative run length can be determined therefrom. Here, an averaging per coordinate can be used. Advantageously, outliers are removed, for example by using the median or by forming a trimmed mean (e.g. removing the highest and lowest 10% of all values before averaging).

The sequence of positions determined in this way can be interpreted as a polyline or preliminary stage for improved road geometry. This sequence is also referred to as the reference run 700 of the core road segment 410 in this document. If the trajectories 160 have been tailored to an area that is expanded compared to the core road section 410, the start 701 and the end 702 of the road course geometry 700 to be assigned to the core road section 410 can also be determined. This can be brought about, for example, by an orthogonal projection of the start 411 and end 412 of the core road section 410 onto the newly determined road course geometry 700 .

In particular during turning maneuvers (e.g. in a so-called U-Tum), it can happen that the determined transition point 702 to the following road section 410 deviates relatively strongly from the geometric cal position of the determined road course geometry 700 depends. The end 702 of a road section 410 can differ relatively greatly from the beginning 701 of the following section 410, so that a jump occurs in the course of the road. In order to avoid this, a point along the determined course of the road geometry 700 can be used as the start or end point. End point 701, 702 can be selected, which not only has the smallest possible distance to the corresponding point 411, 412 on the SD card, but which also corresponds as well as possible to the corresponding point 411, 412 in its orientation 720. If the geometry in the SD card is represented by polylines, the orientation 720 of the point 411, 412 on the SD card can be determined as the mean orientation of the two adjacent line segments.

8a shows a flowchart of a (possibly computer-implemented) method 800 for determining a reference travel path 210 for a road section 410. The method 800 includes the determination 801 of a plurality of measured travel paths 160 by one or more vehicles 110 for a corresponding plurality of passages through the road section 410. The method 800 also includes the determination 802 on the basis of the plurality of measured travel paths 160, a reference course 700 of road section 410. This reference course 700 can then be used as course 270, 700 in method 300 in order to determine at least one reference travel path 210 for road section 410.

The method 800 can thus include, in particular, arranging 803 a sequence of interpolation point levels 271 along the reference course 700, and determining 804, for each of the plurality of measured driving paths 160, a respective sequence of intersections 272 of the respective measured driving path 160 with the corresponding sequence of interpolation point levels 271. In addition, the method 800 can include determining 805 based on the plurality determined sequences of intersection points 272 for the corresponding plurality of measured driving paths 160, at least one reference driving path 210 for road section 410.

8b shows a flowchart of a (possibly computer-implemented) method 810 for determining a reference course 700 of a core roadway section 410 (ie a roadway section that is referred to as the core roadway section). The method 810 includes determining 811 a multiplicity of measured driving paths 160 of one or more vehicles 110 for a corresponding multiplicity of passages through the core roadway section 410.

Furthermore, the method 810 includes the assignment 812 of a first subset of measured travel paths 160 from the plurality of measured travel paths 160 to a first section sequence from a set of different section sequences. The different section sequences can each have the core roadway section 410 and at least one surrounding roadway section 410 arranged directly in front of and/or directly behind the core roadway section 410 in the direction of travel.

The method 810 also includes determining 813 (solely) based on the first subset of measured travel paths 160 for the first section sequence, a first reference course 700 of the core roadway section 410 for the first section sequence. As in this document, the first reference curve 700 can be determined (solely) on the basis of the first subset of measured driving paths 160 .

It can thus already be taken into account when determining reference course 700 for a core lane section 700, from which surrounding lane section 700 a vehicle 100 is entering core lane section 700 and/or into which surrounding lane section 700 a vehicle is exiting core lane section 700. A direction-of-travel-dependent reference curve 700 can thus be determined. In this way, the quality of the determined reference driving paths 210 can be increased further.

In particular, the different reference driving paths 210 for the different section sequences can each be determined using the specific reference course 700 for the respective section sequence. In this way, the quality of the determined reference driving paths 210 can be increased to a particular extent.

The reference course 700 of the core lane section 410 for a particular section sequence can be provided as map data for a digital map. The reference curve 700 can then be displayed, for example, when driving through the core roadway section 410 in a head-up display of a vehicle 110 (e.g. as an augmented reality display).

The measures described in this document enable the efficient and precise determination of reference travel paths 210 for road sections 410 of a road network, which can be provided as map data 125 for an HD map. The determined reference travel paths 210 can be used by an at least partially autonomously driving vehicle 110 in order to determine target trajectories for the vehicle 110 . So the quality of autonomous vehicles 110 can be increased.

The present invention is not limited to the exemplary embodiments shown. In particular, it should be noted that the description and the figures are only intended to illustrate the principle of the proposed methods, devices and systems by way of example.

Claims (15)

Device (120) for determining a reference travel path (210) for a core road section (410); wherein the device (120) is set up - to determine a multiplicity of measured travel paths (160) of one or more vehicles (110) for a corresponding multiplicity of passages through the core roadway section (410); - assign each of the plurality of measured travel paths (160) to a section sequence from a set of different section sequences in order to determine a subset of measured travel paths (160) for each section sequence of the set of section sequences; wherein the different section sequences each have the core roadway section (410) and at least one surrounding roadway section (410) arranged directly in front of and/or directly behind the core roadway section (410) in the direction of travel; and - to determine a reference travel path (210) for the core roadway section (410) for each section sequence from the set of section sequences on the basis of the respective subset of measured travel paths (160). Device (120) according to claim 1 , wherein the device (120) is set up to determine the different section sequences from the set of section sequences on the basis of a digital map in relation to a roadway network in an area surrounding the core roadway section (410). Device (120) according to one of the preceding claims, wherein the device (120) is set up - for each of the plurality of measured travel paths (160) to determine an extended measured travel path which, in addition to driving through the core roadway section (410), also describes the driving through of a surrounding roadway section (410) arranged directly in front of and/or directly after the core roadway section (410); and - assign the plurality of measured travel paths (160) to the individual section sequences from the set of different section sequences on the basis of the corresponding plurality of extended measured travel paths. Device (120) according to one of the preceding claims, wherein the device (120) is set up to provide the set of determined reference travel paths (210) for the corresponding set of different section sequences as map data (125) in relation to the core roadway section (410) for a digital map. Device (120) according to any one of the preceding claims, wherein - A measured driving path (160) of a vehicle (110) comprises a sequence of measuring points (161) of a position of the vehicle (110), in particular a position of a reference point of the vehicle (110), when driving through the core roadway section (410); and or - A measured driving path (160) of a vehicle (110) indicates a driving trajectory of the vehicle (110) when driving through the core roadway section (410). Device (120) according to any one of the preceding claims, wherein - the different section sequences have at least partially different surrounding lane sections (410) in a vicinity of the core lane section (410); and or - The different surrounding lane sections (410) have different spatial orientations relative to the core lane section (410). Device (120) according to any one of the preceding claims, wherein - a segment sequence comprising, in addition to the core lane segment (410), N surrounding lane segments (410) in front of and M surrounding lane segments (410) behind the core lane segment (410); with N and/or M in each case 1 or more, or 2 or more; and or - a road section (410) has a length of between 20 and 50 meters. Device (120) according to one of the preceding claims, wherein the device (120) is set up to determine a reference travel path (210) for the core roadway section (410) in such a way that - the reference travel path (210) is defined by a sequence of support points (200) in a corresponding sequence of support point levels (271) arranged along a course (270, 700) of the core roadway section (410); and - a first base level (271) of the sequence of base levels (271) a predefined distance (420) to a start (411) of the profile (270, 700) of the core lane section (410); and/or - a last base level (271) of the sequence of base levels (271) has a predefined distance (420) to an end (412) of the course (270, 700) of the core roadway section (410). Device (120) according to one of the preceding claims, wherein the device (120) is set up, for a specific section sequence which has the core roadway section and a specific surrounding roadway section (410) arranged directly after or before the core roadway section (410), - to determine a subsequent or preceding reference travel path (210) for the specific surrounding roadway section (410); and - connect the reference travel path (210) for the specific section sequence to the subsequent or preceding reference travel path (210) for the specific surrounding roadway section (410) in order to determine a sequential travel path for the specific section sequence. Device (120) according to one of the preceding claims, wherein the device (120) is set up - to determine a set of subsequent reference travel paths (210) for a specific surrounding road section (410) arranged directly after the core road section (410); and - assign a subsequent reference travel path (210) from the set of reference travel paths (210) for the specific surrounding road section (410) using a distance measure to a specific reference travel path (210) from the set of reference travel paths (210) for the core road section (410); wherein the distance measure depends on a distance between an end point (200) of the specific reference travel path (210) and a starting point (200) of the following reference travel path (210); and - To connect the specific reference travel path (210) to the associated subsequent reference travel path (210) in order to determine a sequence travel path for a sequence of roadway sections (410). Device (120) according to claim 10 , wherein the device (120) is set up - to determine a first subset of the plurality of measured driving paths (160) which comprises the one or more measured driving paths (160) from which the end point (200) of the specific reference driving path (210) was determined; - to determine a second subset of the plurality of measured driving paths (160), which includes the one or more measured driving paths (160) from which the starting point (200) of the subsequent reference driving path (210) was determined; and - to determine the distance measure in relation to the distance between the end point (200) of the specific reference travel path (210) and the starting point (200) of the subsequent reference travel path (210) on the basis of the first subset and the second subset of measured travel paths (160), in particular on the basis of a Jaccard coefficient from the first and second subset of measured travel paths (160). Device (120) according to one of the preceding claims, wherein the device (120) is set up - to subdivide a course (270, 700) of the core roadway section (410) into a sequence of support point levels (271); - to determine for each of the travel paths (160) of the subset of measured travel paths (160) for a specific section sequence a sequence of intersections (272) of the respective measured travel path (160) with the corresponding sequence of base levels (271); - to determine for each of the sequence of support point levels (271) a set of support points (200) on the basis of the determined points of intersection (272) with the respective support point level (271); and - to determine the reference driving path (210) for the core road section (410) and for the determined section sequence on the basis of the set of base points (200) for the sequence of base levels (271). Control unit (111) for at least partially automated longitudinal and/or lateral guidance of a vehicle (110) along a route through a road network; wherein the control unit (111) is set up - in particular on the basis of map data (125) of a digital map of the roadway network, to determine a set of different reference travel paths (210) for a corresponding set of different section sequences for an upcoming passage through a core roadway section (410) of the roadway network on the route; wherein the different section sequences each have the core roadway section (410) and at least one surrounding roadway section (410) arranged directly in front of and/or directly behind the core roadway section (410) in the direction of travel of the vehicle (110); - identify a section sequence from the set of different section sequences based on the driving route; and - based on a target trajectory of the vehicle (110) for at least partially automated longitudinal and/or lateral guidance of the vehicle (110) when driving through the core roadway section (410). of the reference driving path (210) for the identified segment sequence. Method (500) for determining a reference travel path (210) for a core roadway section (410); the method (500) comprising - determining (501) a multiplicity of measured travel paths (160) of one or more vehicles (110) for a corresponding multiplicity of passages through the core roadway section (410); - Assigning (502) each of the plurality of measured travel paths (160) to a respective section sequence from a set of different section sequences in order to determine a subset of measured travel paths (160) for each section sequence from the set of section sequences; wherein the different section sequences each have the core roadway section (410) and at least one surrounding roadway section (410) arranged directly in front of and/or directly behind the core roadway section (410) in the direction of travel; and - determining (503), for each section sequence from the set of section sequences, a reference travel path (210) for the core road section (410) on the basis of the respective subset of measured travel paths (160). Method (510) for at least partially automated longitudinal and/or lateral guidance of a vehicle (110) along a route through a roadway network; the method (510) comprising - determining (511), in particular on the basis of map data (125) of a digital map of the roadway network, for an upcoming passage through a core roadway section (410) of the roadway network on the route of a set of different reference travel paths (210) for a corresponding set of different section sequences; wherein the different section sequences each have the core roadway section (410) and at least one surrounding roadway section (410) arranged directly in front of and/or directly behind the core roadway section (410) in the direction of travel of the vehicle (110); - identifying (512) based on the driving route a section sequence from the set of different section sequences; and - Determining (513) a target trajectory of the vehicle (110) for at least partially automated longitudinal and/or lateral guidance of the vehicle (110) when driving through the core roadway section (410) on the basis of the reference roadway (210) for the identified section sequence.

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