DE102022121059A1 - METHOD AND DEVICE FOR DETERMINING AT LEAST ONE INFORMATION CHARACTERIZING A ROAD THRESHOLD - Google Patents

Abstract

A method is provided for determining at least one piece of information characterizing a road threshold. The method includes determining positions and associated speeds of at least one motor vehicle, determining a speed profile based on the determined speeds, and determining the at least one piece of information characterizing the road threshold based on the determined speed profile.

Description

The present disclosure relates to methods for determining at least one piece of information characterizing a road threshold and a system for data processing that is designed to at least partially carry out the method. Additionally or alternatively, a computer program is provided which includes instructions which, when the program is executed by a computer, causes it to at least partially carry out the method. Additionally or alternatively, a computer-readable medium is provided which includes instructions which, when the instructions are executed by a computer, cause it to at least partially carry out the method.

The prior art describes an automobile that is designed to detect bumps in advance. To do this, stereo cameras search the street for sharp light-dark edges up to 15 meters away. Thanks to the parallax shift between the two partial images, the camera - similar to human eyes - can recognize spatial distances and measure them with an accuracy of a few centimeters. Triangulation calculation algorithms convert the image data into position data of the contours. If bumps are detected using the car's stereo camera, the car's chassis adjusts to the situation in advance.

However, for reasons of computing capacity, this so-called “road surface scan” only takes place for those zones that the tires are likely to drive through in the next few moments. The steering angle and other driving data serve as the basis for the lane calculation.

Furthermore, the Car2x technology is known from the prior art, in which vehicles communicate with their environment (“x”), but also with each other. The data exchange between neighboring vehicles is a special case of Car2x and is called Car2Car or Vehicle2Vehicle or V2V communication. With Car2x, transmission is possible in both directions, i.e. from the vehicle to the environment and vice versa. Car2x does not process image and video data, but rather sensor data in table form, only a few kilobytes in size per transmission.

Against the background of this prior art, the object of the present disclosure is to provide an improved device and/or an improved method, each of which is suitable for enriching the prior art.

The task is solved by the features of the independent claim. The subclaims contain preferred developments of the invention.

The task is then solved by a method for determining at least one piece of information characterizing a road threshold.

The method can be a computer-implemented method, i.e. one, several or all steps of the method can be carried out at least partially by a data processing device or a computer.

A road bump, which can also be designed as a braking bump or vibration bump (speed bump), can be understood as a structural elevation on the road that is arranged transversely to the direction of travel. This should lead to a reduction in speed and thus contribute to traffic calming. The braking threshold can be designed, for example, as a circular segment threshold, a plateau-shaped or cushion-like threshold and/or in the form of a round plate. Additionally or alternatively, a road threshold can also be understood as a depression arranged in the area of the road, for example a pothole.

The method includes determining the speeds of at least one motor vehicle. This can be done continuously.

The method further includes determining a speed profile based on the determined speeds.

A speed profile can be understood as a course or a change in the speed of the motor vehicle over position and/or time. In other words, the speed profile can result when the determined speeds are plotted over time and/or the position of the motor vehicle.

The method further includes determining the at least one piece of information characterizing the road threshold based on the determined speed profile.

The at least one piece of information characterizing the road threshold can be, for example, a position, height and/or length of the road threshold. In relation to the deepening, the term “height” can be understood as a depth of the deepening, that is, a vertical distance from the bottom of the depression to the surrounding road.

The above method offers a number of advantages over the conventional sensor-based determination or detection of road bumps. It is conceivable, for example, that the speeds, for example together with a time and/or position at which they were recorded, are transmitted from the motor vehicle to a backend. This can be carried out by several motor vehicles in a motor vehicle fleet. The backend can then create one or more speed profiles based on the determined speeds, e.g. for a predetermined section of route, and evaluate these in order to recognize a road bump. If a road threshold is recognized, the at least one piece of information characterizing the road threshold can be made available to one, several or all motor vehicles in the motor vehicle fleet and/or other or further motor vehicles. This means that motor vehicles are no longer dependent on a driving assistance system installed in the motor vehicle, which can detect road speed bumps using on-board sensors. In addition, the computationally intensive part of recognizing the speed bump can be relocated from the motor vehicle to the backend. These are just some of the benefits of the procedure.

Possible further developments of the method described above are explained in further detail below.

The method can include determining positions of the motor vehicle that correspond to the determined speeds.

A GNSS system can be used to determine the positions. This can also or alternatively be used to determine the speed. It is also conceivable to determine the speed using another sensor installed in or on the motor vehicle.

Determining the at least one piece of information characterizing the road threshold may include determining a position of the road threshold based on the determined speed profile and the determined positions of the at least one motor vehicle.

Determining the at least one piece of information characterizing the road threshold may include determining a height and/or a length of the road threshold based on the determined speed profile. Determination can be understood to mean, for example, an estimation or approximation.

The height can be understood as an, optionally maximum, vertical distance of the road threshold from the surrounding road. It is also conceivable to determine a height profile.

The length can be understood as a length of the road threshold in the direction of travel and/or perpendicular to the direction of travel.

The method can include a plausibility check of the at least one piece of information characterizing the road threshold based on data recorded by a sensor of the motor vehicle.

The method can include a plausibility check of the at least one piece of information characterizing the road threshold using map data.

Plausibility check can be understood as an automated plausibility check, also plausibility check or plausibility test. The at least one piece of information characterizing the road threshold can be checked based on predetermined criteria to see whether it is at all plausible. The accuracy of the information may not need to be verified, but at least any obvious inaccuracy that may exist can be identified. One advantage of the plausibility check is that it can be carried out with comparatively little computational effort.

Furthermore, the disclosure relates to a use of the at least one piece of information characterizing the road threshold determined by means of the above method for controlling an automated motor vehicle.

Controlling the automated motor vehicle can (depending on the degree of automation of the motor vehicle) include controlling a transverse and/or longitudinal guidance of the motor vehicle.

It is conceivable, for example, that the motor vehicle is steered to the edge of the road if it has been determined that the road threshold does not extend over the entire road, i.e. not to the edge of the road, or does not extend to its full height to the road wheel.

The motor vehicle can be a passenger car, in particular an automobile, or a commercial vehicle, such as a truck. The motor vehicle can be designed to at least partially and/or at least temporarily take over longitudinal guidance and/or transverse guidance during automated driving of the motor vehicle. Automated driving can be done in such a way that the movement of the motor vehicle is (largely) autonomous.

The motor vehicle can be a motor vehicle with autonomy level 0, i.e. the driver takes over the dynamic driving task, even if supporting systems (e.g. ABS or ESP) are present.

The motor vehicle can be a motor vehicle with autonomy level 1, i.e. have certain driver assistance systems that support the driver in operating the vehicle, such as adaptive cruise control (ACC).

The motor vehicle can be a motor vehicle of autonomy level 2, i.e. be partially automated so that functions such as automatic parking, lane keeping or lateral guidance, general longitudinal guidance, acceleration and/or braking are taken over by driver assistance systems.

The motor vehicle can be a motor vehicle of autonomy level 3, i.e. conditionally automated so that the driver does not have to continuously monitor the vehicle system. The motor vehicle independently carries out functions such as triggering the turn signal, changing lanes and/or keeping in lane. The driver can turn his attention to other things, but if necessary the system will ask him to take over within a warning period.

The motor vehicle can be a motor vehicle with autonomy level 4, i.e. so highly automated that control of the vehicle is permanently taken over by the vehicle system. If the system can no longer handle the driving tasks, the driver can be asked to take over the lead.

The motor vehicle can be a motor vehicle with autonomy level 5, i.e. so fully automated that the driver is not required to fulfill the driving task. No human intervention is required other than setting the target and starting the system. The motor vehicle can do without a steering wheel and pedals.

What is described above with reference to the process also applies to the use and vice versa.

In other words and in relation to a possible, more concrete implementation of the disclosure, what has been described above can be summarized as follows, with the following summary being described as not limiting the disclosure: To limit the average speed, speed bumps are installed in the road network. Depending on the country or region, these vary in height, length, distance and are marked differently (e.g. signage, color marking, etc.). First, the position of a road threshold and the height/length of the road threshold are determined from fleet data or data from V2x interfaces (vehicle-to-x). When approaching, driving over and driving off a road bump, a specific speed profile is implemented in manual driving. Depending on the height and length of the road threshold, different braking is achieved down to a certain lower speed level and a varying duration for re-acceleration. The present speed curve allows conclusions to be drawn about the height and length of the road threshold. By statistically evaluating several passes and knowing the position of the vehicle via GNNS, the position of the road threshold can be determined on a map and the height and/or length can be estimated. The road thresholds identified in this way can be checked for plausibility using vehicle sensors (e.g. detection via chassis height sensor, radar, camera or lidar sensors). In addition, the probability of the presence of a road threshold can be determined by comparing map information (e.g. adjacent pedestrian crossings, level crossings that could lead to a similar braking/acceleration process). During longitudinal/lateral assisted driving on the route with identified road bumps, the speed when driving over them can be adjusted according to the identified speed levels. The speed adjustment to road bumps can also be carried out by the driver assistance system based on a control strategy stored in the vehicle by knowing the position of the road bump. From a certain estimated height/length, a short-term transverse offset to the lane center line can be implemented when driving up/down as part of the road boundary in order to support the underbody clearance when the chassis deflects in/out. The transverse offset depends on the estimated height. In addition, the lateral guidance within the lane boundary can be carried out in order to avoid lane thresholds that do not extend over the entire lane width.

Furthermore, a computer program is provided, comprising commands which, when the program is executed by a computer, cause it to at least partially carry out or carry out the method or use described above.

A program code of the computer program can be in any code, especially in a code that is suitable for motor vehicle controls.

What has been described above with reference to the process and use also applies analogously to the computer program and vice versa.

Furthermore, a system for data processing, e.g. B. comprising a control device for a motor vehicle and / or a backend connected to the motor vehicle, wherein the data processing system is set up to at least partially implement or carry out the method or use described above.

The control unit can be part of or represent a driving assistance system. The control device can be, for example, an electronic control unit or an electronic control unit (ECU = electronic control unit). The electronic control unit can be an intelligent processor-controlled unit that can communicate with other modules, for example via a central gateway (CGW) and, if necessary, via field buses such as the CAN bus, LIN bus, MOST bus and FlexRay or via Automotive Ethernet, e.g. together with telematics control devices, can form the vehicle on-board network. It is conceivable that the control unit controls functions relevant to the driving behavior of the motor vehicle, such as the engine control, the power transmission, the braking system and/or the tire pressure monitoring system. In addition, driver assistance systems, such as a parking assistant, an adapted cruise control (ACC), a lane keeping assistant, a lane change assistant, traffic sign recognition, light signal recognition, a starting assistant, a night vision assistant and/or an intersection assistant, can be controlled by the control unit .

The backend can be any data processing device external to the vehicle, e.g. a cloud component. The backend can be designed to communicate wirelessly, for example via Car2X, with the control unit of the motor vehicle.

The control unit can be designed to determine speeds, optionally together with associated positions, of the motor vehicle and to send these to the backend.

The backend can be designed to determine a speed profile based on the determined speeds and to determine the at least one piece of information characterizing the road threshold based on the determined speed profile.

As described above, determining the at least one piece of information characterizing the road threshold can involve determining a position of the road threshold based on the determined speed profile and the determined positions of the at least one motor vehicle and/or determining a height and/or a length of the road threshold based on the determined Include speed profile.

The backend can be designed to check the plausibility of the at least one piece of information characterizing the road threshold based on data recorded by a sensor of the motor vehicle and/or based on map data.

The backend can be designed to output the specific and optionally plausibility-checked at least one piece of information characterizing the road threshold to the control unit of the motor vehicle.

The control device can be designed to use the at least one piece of information characterizing the road threshold to control the automated motor vehicle.

As described above, controlling the automated motor vehicle can include controlling a transverse and/or longitudinal guidance of the motor vehicle.

What has been described above with reference to the method, use and computer program also applies analogously to the data processing system and vice versa.

Furthermore, a computer-readable medium, in particular a computer-readable storage medium, is provided. The computer-readable medium includes instructions that, when executed by a computer, cause the computer to at least partially carry out the method or use described above.

That is, a computer-readable medium may be provided that includes a computer program as defined above.

The computer-readable medium can be any digital data storage device, such as a USB flash drive, hard drive, CD-ROM, SD card, or SSD card.

The computer program does not necessarily have to be stored on such a computer-readable storage medium in order to be made available to the motor vehicle, but can also be obtained via the Internet or elsewhere externally.

What has been described above with reference to the method, use, data processing system and computer program also applies analogously to the computer-readable medium and vice versa.

• 1 zeigt schematisch ein System zur Datenverarbeitung, das ausgestaltet ist, um ein Verfahren zum Ermitteln zumindest einer eine Fahrbahnschwelle charakterisierenden Information auszuführen und die mit dem Verfahren ermittelte zumindest eine die Fahrbahnschwelle charakterisierende Information zum Steuern eines Kraftfahrzeugs zu verwenden, und
• 2 zeigt ein schematisches Ablaufdiagramm des Verfahrens und der nachgelagerten Verwendung der zumindest einen die Fahrbahnschwelle charakterisierenden Information.

An embodiment is described below with reference to 1 and 2 described.

• 1 shows schematically a system for data processing, which is designed to carry out a method for determining at least one piece of information characterizing a road threshold and to use the at least one piece of information characterizing the road threshold determined by the method to control a motor vehicle, and
• 2 shows a schematic flow diagram of the method and the downstream use of the at least one piece of information characterizing the road threshold.

This in 1 The data processing system 1 shown has a control device 2 of a motor vehicle 3 and a backend 4 wirelessly connected to the control device 2 of the motor vehicle 3, the data processing system 1 being set up to carry out the method or use described below.

For this purpose, in a first step S1 of the method, the control unit 2 determines speeds with associated positions of the motor vehicle 3 and transmits these to the backend 4.

In a second step S2 of the method, the backend 4 determines a speed profile based on the speeds determined by the control unit 2.

In a third step S3 of the method, the backend 4 determines the at least one piece of information characterizing the road threshold based on the determined speed profile. Determining the at least one piece of information characterizing the road threshold includes determining a position of the road threshold based on the determined speed profile and the determined positions of the motor vehicle 3 and determining a height and a length of the road threshold based on the determined speed profile.

In a fourth step S4 of the method, the backend 4 checks the plausibility of the specific height and length based on data recorded by a sensor of the motor vehicle 3 and checks the plausibility of the position based on map data.

In a fifth step S5 of the method, the backend 4 outputs the determined and plausibility-checked height, length and position of the road threshold to the control unit 2 of the motor vehicle 3.

The control unit now begins to use the information received. This includes controlling a transverse and longitudinal guidance of the automated motor vehicle 3 in a step S6 downstream of the method based on the height, length and position of the road threshold.

The process is not limited to a single motor vehicle. Rather, several motor vehicles can transmit data to the backend 4 in the manner described above, which is then used to determine and check the plausibility of the position, height and length of road thresholds. The information obtained in this way can be rolled out to several motor vehicles in the form of map data.

Reference symbol list

1

Data processing system

2

Control unit

3

motor vehicle

4

Backend

S1 - S6

Procedural steps

Claims (10)

Method for determining at least one piece of information characterizing a road threshold, characterized in that the method comprises: - determining positions and associated speeds of at least one motor vehicle (3), - determining a speed profile based on the determined speeds, and - determining the at least one characterizing the road threshold Information based on the specific speed profile. Procedure according to Claim 1 , characterized in that the method comprises determining positions of the motor vehicle (3) corresponding to the determined speeds and determining the at least one piece of information characterizing the road threshold and determining a position of the road threshold based on the determined speed profile and the determined positions of the at least one Motor vehicle (3). Procedure according to Claim 1 or 2 , characterized in that determining the at least one piece of information characterizing the roadway threshold includes determining a height and/or a length of the roadway threshold based on the determined speed profile. Procedure according to one of the Claims 1 until 3 , characterized in that the method includes a plausibility check of the at least one piece of information characterizing the road threshold based on data recorded by a sensor of the motor vehicle (3). Procedure according to one of the Claims 1 until 4 , characterized in that the method includes a plausibility check of the at least one piece of information characterizing the road threshold using map data. Use of the method according to one of the Claims 1 until 5 determined at least one piece of information characterizing the road threshold for controlling an automated motor vehicle (3). Use after Claim 6 , wherein controlling the automated motor vehicle (3) includes controlling a transverse and/or longitudinal guidance of the motor vehicle. Data processing system (1), the data processing system (1) being set up to carry out the method according to one of Claims 1 until 5 and/or the use after Claim 6 or 7 to carry out. Computer program, comprising commands which, when the program is executed by a computer, cause it to carry out the method according to one of the Claims 1 until 5 and/or the use after Claim 6 or 7 to carry out. Computer-readable medium comprising instructions which, when the instructions are executed by a computer, cause it to carry out the method according to one of the Claims 1 until 5 and/or the use after Claim 6 or 7 to carry out.

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