DE202013012762U1 - Device for using a data structure for path determination in a traffic route network - Google Patents

Abstract

Apparatus for determining one or more paths in a traffic route network subdivided into geometric structures, wherein at least one geometric structure is subdivided into substructures, the device comprising:
a processor system that is set up to:
a) determining (510) a geometric starting structure in which a starting position of a path lies in the traffic route network;
b) determining (515) at least one adjacent geometric structure into which a traffic route leads from the starting structure;
c) determining (525) if substructures exist with respect to an adjacent geometric structure, a substructure input boundary associated with the adjacent geometric structure, the traffic path leading over the substructure entry boundary;
d) determining (530) at least one substructure exit boundary associated with the adjacent geometric structure, wherein via the substructure exit boundary a traffic route leads into another adjacent geometric structure;
e) determining (535) at least one further adjacent geometric structure adjacent to the at least one determined substructure exit boundary;
f) determining (560) the at least one further adjacent geometric structure as a respective new start structure; and
g) repeating steps b) to f) for the at least one new start structure until an iteration limit has been reached.

Description

Technical area

The present disclosure relates to a device for determining paths in a traffic route network, over which adjacent geometric structures are laid, by means of a data structure.

background

Certain algorithms, such as those used in navigation devices, offer the possibility of determining specific paths in a traffic route network. For example, a path through the traffic route network can be determined from a start position to a destination position. Another application of such algorithms offers the possibility to display a remaining range of a vehicle in a map view. In both cases, the algorithms determine paths from the starting position through the traffic network, taking into account a specific cost function. In the first case, at least one path to the target position is searched, while in the second case, all paths around the starting position are determined which can be achieved with a residual energy of the vehicle.

Frequently, path determination uses a route graph whose nodes coincide with the nodes in the traffic route network and whose edges (or edge weights) reflect the cost of passing the traffic route from one traffic route network node to the next. An algorithm that works with such a route graph is, for example, the Dijkstra algorithm. The cost function incorporates system-defined or user-defined specifications, such as the shortest route, fastest route, most energy-efficient route, preferred road classes, etc., in order to determine the corresponding path through the traffic route network.

The DE 10 2011 104 258 A1 points out that, especially for the remainder range calculation, this approach is relatively expensive. With a high residual energy, a very large number of traffic routes must be taken into account for path determination by the algorithm. One approach to simplify this calculation is to divide the traffic route network into certain area segments.

When using such surface segments, each side or edge of these surface segments defines a node in a route graph. As edge weights, penetration information or energy costs between the sides of a surface segment are given, which can be included in the cost function of the algorithm (for example, the Dijkstra algorithm again). If several traffic routes lead from one side to another side of an area segment, an average of the costs of these traffic routes can be used as the edge weight for passing through the area segment.

Short outline

The present disclosure has for its object to provide a device for using a data structure for a route graph, based on which a more precise determination of paths through the traffic route network is possible without great losses in the speed of the path calculation.

In accordance with an aspect for better understanding of the present disclosure, a method of creating a data structure is described. The method is for use by an algorithm that determines paths in a traffic route network, wherein adjacent geometric structures, each defined by at least one structural boundary, are placed on the traffic route network. The method includes subdividing at least one geometric structure into substructures, each substructure having at least two substructure boundaries, determining first substructure information for the at least one subdivided geometric structure, the first substructure information indicating over which of the substructure boundaries of a substructure a traffic route from the substructure into an adjacent substructure or adjacent geometric structure, and storing the first substructure information in a data structure.

In one implementation, the method also includes determining second substructure information for the at least one subdivided geometric structure, wherein the second substructure information indicates over which substructure boundary of a substructure a traffic path leads from the geometric structure to an adjacent geometric structure, and storing the determined second Substructure information in the data structure.

In addition, the second substructure information may be determined based on a particular substructure. In this case, one or more substructure boundaries over which a traffic route leads from the specific substructure from the geometric structure into an adjacent geometric structure are determined.

In this case, the storage of the first and / or second substructure information in Depend on the associated geometric structure. Alternatively or additionally, the first and / or second substructure information can be stored as a function of the associated substructure.

Alternatively or additionally, the method further comprises determining at least one geometric structure having at least two traffic intersections, wherein a traffic intersection is an intersection between a structural boundary and a traffic route, and determining whether at least one traffic intersection pair is not determined in a geometric structure having at least two traffic intersections connected by a traffic route.

In this case, the subdivision of a geometric structure in substructures may be restricted to geometric structures having at least one traffic intersection pair that is not connected by a traffic route. The check as to whether traffic route intersection pairs are connected by a traffic route can be limited to traffic routes that run through the associated geometric structure. Alternatively, however, it is also possible to take account of traffic routes which at least in part do not run through the associated geometric structure.

In a further implementation possibility, the subdivision takes place in such a way that, within none of the resulting substructures, any two intersections between a substructure boundary and a traffic route are not interconnected via at least one traffic route.

Further, subdividing a geometric structure into substructures may include subdividing the geometric structure along longitudes and latitudes and / or dividing the geometric structure along symmetry axes and / or dividing the geometric structure into equally sized substructures.

In one implementation, the geometric structure and the substructures are each formed as a polygon, and the structural boundary and the substructure boundary each take the form of a polygon edge.

In addition, the subdivision of a geometric structure into substructures may be such that traffic intersections lie on different polygon edges of a substructure.

Alternatively or additionally, an integer multiple of a side length of the substructure may correspond to a side length of the subdivided geometric structure.

Likewise alternatively or additionally, the determination of substructure information may include determining which of the polygon edges of a substructure has a traffic intersection, wherein the first substructure information indicates that a traffic route runs over the determined polygon edges.

Still alternatively or additionally, the storing may include storing a single bit value for a polygon edge, the bit value indicating that a traffic path is passing over the associated polygon edge or not.

In a further implementation possibility, the method comprises determining one or more paths from a starting traffic intersection to a final traffic intersection, wherein an initial traffic intersection is an intersection between a first structural boundary and a traffic route and a final traffic intersection is an intersection between a second structural boundary and a traffic route, and wherein first and the second structural boundary are different structural boundaries. In this case, the method further comprises grouping all paths whose initial traffic intersection and final traffic intersection are each on the same structural boundary, and calculating intersection information for each group of paths of a geometric structure.

In this case, determining one or more paths can take into account all combinations of traffic intersection pairs of a geometric structure.

Alternatively or additionally, computing through information may include calculating, for each group, an average length, an average height difference and / or an average energy consumption.

According to another aspect for better understanding of the present disclosure, a data structure for use by an algorithm that determines paths in a traffic route network subdivided into geometric structures is described. At least one geometric structure is subdivided into substructures. The data structure includes at least one structural data set that includes structure identification data that identifies a geometric structure. The data structure further comprises at least one substructure data record comprising structure identification data identifying a geometric structure subdivided into substructures and first substructure information for the subdivided geometric structure indicating over which substructure boundary A substructure will result in a traffic route from the substructure to an adjacent substructure or adjacent geometric structure.

The substructure record may further include second substructure information for the subdivided geometric structure indicating over which substructure boundary of a substructure a traffic route from the geometric structure leads into an adjacent geometric structure.

Alternatively or additionally, the structural data set may further comprise run-through data from each structural boundary intersected by a traffic route. The drive-through data contains drive-through information for passing through to one of the other structural boundaries.

Likewise alternatively or additionally, the first and / or second substructure information may contain substructure data in a predetermined arrangement, wherein the associated substructure and substructure boundary can be identified by the predetermined arrangement.

In one implementation, the data structure includes border overlap information that specifies at least one substructure boundary that is on a structure boundary and the associated structure boundary.

The data structure may have been created according to the method described above.

1. a) Ermitteln einer geometrischen Startstruktur, in der eine Startposition eines Pfads in dem Verkehrswegenetz liegt;
2. b) Ermitteln mindestens einer angrenzenden geometrischen Struktur, in die ein Verkehrsweg aus der Startstruktur führt;
3. c) Ermitteln, wenn zu einer angrenzenden geometrischen Struktur Unterstrukturen existieren, einer Unterstruktureingangsgrenze zugehörig zu der angrenzenden geometrischen Struktur, wobei der Verkehrsweg über die Unterstruktureingangsgrenze führt;
4. d) Ermitteln mindestens einer Unterstrukturausgangsgrenze zugehörig zu der angrenzenden geometrischen Struktur, wobei über die Unterstrukturausgangsgrenze ein Verkehrsweg in eine weitere angrenzende geometrische Struktur führt;
5. e) Ermitteln mindestens einer weiteren angrenzenden geometrischen Struktur, die an die mindestens eine ermittelte Unterstrukturausgangsgrenze angrenzt;
6. f) Festlegen der mindestens einen weiteren angrenzenden geometrischen Struktur als jeweils neue Startstruktur; und
7. g) Wiederholen der Schritte b) bis f) für die mindestens eine neue Startstruktur bis eine Iterationsgrenze erreicht ist.

In accordance with another aspect of the understanding of the present disclosure, a method is described for iteratively determining one or more paths in an infrastructure network subdivided into geometric structures. At least one geometric structure is subdivided into substructures. The method comprises the following steps:

1. a) determining a geometric start structure in which a start position of a path lies in the traffic route network;
2. b) determining at least one adjacent geometric structure into which a traffic route leads from the starting structure;
3. c) determining if substructures exist for an adjacent geometric structure, a substructure input boundary associated with the adjacent geometric structure, the traffic path leading over the substructure entry boundary;
4. d) determining at least one substructure exit boundary associated with the adjacent geometric structure, wherein via the substructure exit boundary a traffic route leads into another adjacent geometric structure;
5. e) determining at least one further adjacent geometric structure adjacent to the at least one determined substructure exit boundary;
6. f) defining the at least one further adjacent geometric structure as a respective new start structure; and
7. g) repeating steps b) to f) for the at least one new start structure until an iteration limit has been reached.

In one implementation, after step b), the method includes determining if substructures exist for at least one adjacent geometric structure. In this case, if substructures exist for an adjacent geometric structure, the method continues with step c), and if there are no substructures for an adjacent geometric structure, determining at least one structure output boundary associated with the adjacent geometric structure is performed. A traffic route leads into another adjacent geometric structure via the structure exit boundary. Subsequently, the process jumps to step f).

Alternatively or additionally, step d) comprises a step d1) of determining at least one substructure boundary associated with the substructure into which the traffic route leads, with a traffic route leading into an adjacent substructure or adjoining geometric structure over the at least one substructure boundary Repeating step d1) for the adjacent substructure until at least one substructure exit boundary of the adjacent geometric structure is reached.

• a1) Ermitteln einer Unterstruktur in der Startstruktur, wobei die Startposition in der Unterstruktur liegt;
• a2) Ermitteln mindestens einer Unterstrukturgrenze der Unterstruktur, über die ein Verkehrsweg in eine angrenzende Unterstruktur oder eine angrenzende geometrische Struktur führt; und
• a3) Wiederholen des Schritts a2) für die angrenzende Unterstruktur bis mindestens eine Unterstrukturausgangsgrenze der Startstruktur erreicht ist.

Likewise alternatively or additionally, the method after step a) comprises the following steps:

• a1) determining a substructure in the start structure, wherein the start position is in the substructure;
• a2) determining at least one substructure boundary of the substructure over which a traffic route leads into an adjacent substructure or an adjacent geometric structure; and
• a3) repeating step a2) for the adjacent substructure until at least one substructure exit boundary of the start structure has been reached.

Furthermore, the method may include storing all achieved geometric structures.

In a further implementation possibility, step d1) and / or step a2) comprises invoking a data structure that contains first substructure information for the geometric structure indicating over which substructure boundary of a substructure a traffic route from the substructure to an adjacent substructure or an adjacent substructure geometric structure, and determining the at least one substructure boundary based on the first U nterstru ktu ri information.

In one implementation, step d) includes invoking a data structure that includes second substructure information for the geometric structure indicating which substructure boundary of a substructure a traffic path from the geometric structure leads to an adjacent geometric structure, and determining the at least one substructure exit boundary the second substructure information.

Alternatively or additionally, invoking a data structure comprises communicating structure identification data of a particular geometric structure, and retrieving a substructure data set from the data structure for the particular geometric structure.

Further, the iteration boundary may reflect a range of a vehicle or a geometric structure with a target position.

Another aspect for better understanding of the present disclosure relates to an apparatus for constructing a data structure for use by an algorithm that determines paths in a traffic route network, wherein adjacent geometric structures, each defined by at least one structural boundary, are placed on the traffic route network. To this end, the device comprises a processor system which is set up to carry out one of the above-described methods for creating a data structure.

In this case, the device may comprise a memory which is set up to store a data structure described above.

Another aspect of the present disclosure relates to an apparatus for determining one or more paths in a traffic route network subdivided into geometric structures, wherein at least one geometric structure is subdivided into substructures. To this end, the device comprises a processor system which is set up to carry out one of the methods described above for iteratively determining one or more paths.

In this case, the device can also include a memory which is set up to store a data structure described above.

Each of these devices may be a PC, server, tablet PC, smartphone, navigation device or a vehicle on-board system.

list of figures

• 1 ein Blockdiagramm eines Ausführungsbeispiels einer Vorrichtung zeigt;
• 2a bis 2c schematische Darstellung von Verkehrswegenetzen darstellen, wobei aneinander grenzende geometrische Strukturen auf das Verkehrswegenetz gelegt sind;
• 2d eine schematische Ansicht von zwei benachbarten geometrischen Strukturen, die in Unterstrukturen unterteilt sind, gemäß einem weiteren Ausführungsbeispiel zeigt;
• 3 ein Ablaufdiagramm eines Ausführungsbeispiels eines Verfahrens zum Erstellen einer Datenstruktur zeigt;
• 4a bis
• 4d schematische Darstellungen von Datenstrukturen zur Verwendung durch einen Pfadermittlungsalgorithmus gemäß weiterer Ausführungsbeispiele zeigen;
• 5 ein Ablaufdiagramm eines Ausführungsbeispiels eines Verfahrens zum iterativen Ermitteln von Pfaden in einem in geometrische Strukturen unterteilten Verkehrswegenetz darstellt; und
• 6a und 6b jeweils zwei benachbarte geometrische Strukturen, die in Unterstrukturen unterteilt sind und über ein Verkehrswegenetz gelegt sind, gemäß weiterer Ausführungsbeispiele zeigen.

Further aspects, advantages and details of the present disclosure will become apparent from the following description of exemplary embodiments in conjunction with the figures, in which:

• 1 shows a block diagram of an embodiment of a device;
• 2a to 2c represent schematic representation of traffic networks, with adjacent geometric structures are placed on the network of traffic routes;
• 2d a schematic view of two adjacent geometric structures, which are subdivided into substructures, according to another embodiment shows;
• 3 Fig. 3 shows a flow diagram of an embodiment of a method for creating a data structure;
• 4a to
• 4d show schematic representations of data structures for use by a path determination algorithm according to further embodiments;
• 5 Figure 3 is a flow chart of one embodiment of a method for iteratively determining paths in a traffic route network subdivided into geometric structures; and
• 6a and 6b each two adjacent geometric structures, which are subdivided into substructures and placed over a traffic route network, according to further embodiments show.

Detailed description

The present disclosure will be explained with reference to schematic flowcharts and block diagrams. The technical teaching underlying these diagrams can be implemented in hardware as well as software or a combination of hardware and software. These include digital signal processors (DSP), application specific integrated circuits (ASICs) and other switching or computational components.

According to one embodiment, the present disclosure relates to a data processing apparatus shown in the block diagram of FIG 1 is shown schematically. The device 100 may be a computer, server, laptop, netbook, notebook, tablet, smartphone, navigation device, etc., or a component thereof. The device 100 can also be permanently installed in a vehicle, for example as part of a driver information system.

The device 100 includes a processor system 110 which is able to execute programs. The programs may be stored on a separate storage medium (not shown). Alternatively, such programs are in memory 120 the device 100 stored. These programs include programs to create a data structure for later use by an algorithm that detects paths in a traffic route network. Also included are programs for determining one or more paths in a traffic route network subdivided into geometric structures.

In the store 120 At least one data structure (eg in the form of an addressable data record) is stored. It is also possible to store several data structures or databases. This includes, among other things, so-called map data representing a traffic route network. For example, map data consists of a collection of nodes in the traffic route network and information about the traffic routes between the nodes. The traffic routes between the nodes can also be subdivided by one or more geometry points into different path parts, which also belong to the map data. Information associated with the traffic routes and route parts is traffic route information. The traffic route information includes the distance between two nodes or geometry points, the gradient or slope, the height difference, the direction of travel, classes of road, and other attributes (such as road class, ferry, toll road, one-way street, number of lanes, etc.). Not all of this information needs to be used.

In the store 120 Furthermore, structural information or structure data is stored, which includes data to a geometric structure. This includes also passing information derived from the traffic route information. The structural data and their determination are now based on 2a described in more detail.

2a shows a schematic view of a traffic route network over which geometric structures have been laid. The traffic route network includes roads that are in 2a to cross at a junction. Geometric structures are laid over the traffic route network. These can be polygons, for example rectangles or, as in 2a , Squares. Since these are traffic routes on a globe, it is advantageous if the boundaries of the geometric structures are at a latitude or longitude. However, the present disclosure is not limited to rectangles, squares, or structures along the latitude and longitude, but may also employ other geometric shapes, including rounded shapes.

To simplify the route or path determination by the traffic route network, ride-through information is assigned to individual geometric structures. Passage information includes average values (or cost, e.g., link length, elevation difference, energy consumption values, road classes, and other attributes) for a geometric structure to traverse from one boundary or side of the structure to another. In the structures that are in 2a are shown, for example, the structure top left no Durchfahrungsinformationen be assigned, since there are no traffic routes in this structure. For the underlying structure (center left in 2a) Transit information is stored from a western structural boundary to an eastern structural boundary. If instead of the traffic route shown a second traffic route would lead from west to east, the transit information of this geometric structure would represent the average of the traffic route information of both traffic routes. Finally, in the middle of 2a shown geometric structure penetration information stored by each boundary or side of the structure to each other page. This, of course, assumes that none of the traffic routes shown is a one-way street, and at the traffic route junction can be turned in any direction.

Driving-through information also means that a traffic route leads into a geometric structure, but does not lead out of it again. Especially in remote regions, such as mountain valleys, there are many such "dead ends", ie traffic routes that end in a structure. Accessibility information can be determined as transit information for these terminating traffic routes. For a structural boundary over which a traffic route leads into the associated structure, a percentage can be determined which indicates how far the traffic route leads through the structure. The percentage may vary depending on a geometric size of the structure, such as Example width or height, to be specified. Likewise, as with normal drivability information, a second boundary may be indicated as the direction. For example, 80% of the traffic route from west to east may be through a structure. The other above-mentioned driving-through information (route, gradient, etc.) can also be determined for this section.

For the simplified determination of a route or a path through the traffic route network, an algorithm no longer accesses the traffic route information itself, but instead accesses the transit information stored for the geometric structures. For this, a graph is formed along which the algorithm can find paths. Each boundary or edge of a geometric structure forms a node in the graph. The passing information between the boundaries or edges represents the edge weight for the cost function of the algorithm. The determination of a path is thus faster than at the traffic route level, but it is also less accurate. However, this inaccuracy can often be accepted, for example when calculating a remaining range or the first calculation of alternative routes before a more accurate second calculation for a particular route is performed.

The inaccuracy will now be based on the in 2 B shown schematic view of a traffic route network over which geometric structures have been laid, explained in more detail. The traffic network shown contains two roads that lie on both sides of a river. These roads are now considered to be the case when an algorithm expands from the west (left) through the geometric structures. The geometric structure "C" stores average transit information from the western border to the eastern border. This transit information contains average values of the traffic route information of the two roads from west to east. Of course, further driving information for other directions can be stored, but these should not be considered here. Since penetration information is stored from west to east, the structure-level algorithm can expand through the structure "C" from its western boundary to its eastern boundary.

In the geometric structure "D", however, only one of the two roads runs from the western boundary of the structure "D" to its eastern boundary (from p0 to p1). The other road runs from the western border to the southern border (from p2 to p3). Therefore, at least two passage information on the structure "D" is stored, indicating the passage possibilities from the western border to the eastern and also to the southern border with corresponding (average) costs. The algorithm relying solely on this traversal information expands from structure "A" through structure "B", structure "C" and through structure "D" and further east as well as structure "D" and further to Structure "E" to the south. In reality, however, there is no suitable traffic network connection for the second variant to the south, since there is no traffic route between the intersections p0 and p3. The resulting error results in erroneous expansion of the algorithm and, therefore, also erroneous information for the driver (e.g., regarding the displayed residual range of the vehicle or a route alternative).

In order to avoid such expansion errors, a data structure with optimized drivability information is generated in accordance with the present disclosure. The generation of the data structure can be done, for example, by the device 100 ( 1 ). Since the drivability information rarely changes, the data structure need only be generated if the underlying map data changes. In addition, the entire data structure does not have to be recreated each time. It is sufficient if only the data structures are revised in which there are changed or new traffic routes. The device preferred for this purpose is a PC or server which stores the generated or changed data structure for further use. The data structure can then be transferred to other devices, such as navigation devices or the like.

A possible identification of the substructures for viewing the substructures within a geometric structure will be made with reference to the example in FIG 2d described. There are two substructures "A" and "B" shown as four-sided polygons. Each geometric structure thus has a northern, eastern, southern and western structural boundary.

The geometric structure "A" is divided into sixteen equal substructures. The lower left (southwest) corner of the geometric structure forms the origin for a numbering of the substructures. For example, the substructures may be numbered from the origin. This numbering may be limited to a numbering within a geometric structure, so that the same substructure numbers occur in two different geometric structures. Alternatively, all substructures can be numbered. In the example in 2d become the substructures with SP ₀ to SP _{(m * n) -1} , so SP ₁₅ , in any geometric Structure numbered the same. Of course, both the origin and the number ranges used can vary. For example, the northwestern corner can also be the origin. It can also be the numbering 1 to 16 be used.

Alternatively or additionally, some sort of longitudinal and transverse coordinates may be used to identify each substructure within a structure. This can be indicated by the notation "i, j" for i = 0..m-1 and j = 0..n-1. Where n is the number of substructures whose boundaries are at different geographic lengths, and m is the number of substructures whose boundaries are at different latitudes. In the event he is in 2d It is shown that in the directions of the longitude and latitude an equal number of subdivisions is made, n is equal to m.

The structural boundaries of the geometric structure are similarly numbered. The structure boundary receives an identifier for the direction and an identifier for the associated substructure. At the in 2d These are the cardinal directions and the value i or j of the substructure (cf. 6a and 6b) , Thus, the structure boundaries are in substructure boundaries of N ₀ to Nn _-1 . O ₀ to O _m-1 etc. divided.

This marking is particularly advantageous in order to easily move from one geometric structure to the next or from one substructure to the adjacent substructure for an expansion. Within the substructures, the respective index must be increased or decreased by only 1 in the longitudinal or transverse direction. When changing from a geometric structure to an adjacent geometric structure at the substructure level, this can be calculated as follows. For example, from the substructure ( 1 ; n-1 ) to the east into the next geometric structure and there again into a substructure, if a traffic route runs over this substructure boundary. This transition occurs at the border O ₁ - W ₁ , Since the expansion is to the east, the value in the longitudinal direction ("i") remains the same ("1"). The value in the transverse direction ("j") is set to 0. Similar calculations can be made between the transitions to other neighboring geometric structures.

The method of generating a data structure according to an embodiment of the present disclosure will now be described with reference to FIGS 3 explained. The embodiment can on the in the 2a to 2d based structural scheme, or on another.

In a first step 300 the drivability information for a geometric structure is determined and stored. The storage may be in the memory, for example 120 ( 1 ) as part of a data structure.

For the determination of the transit information, traffic intersections of the geometric structure are determined. A traffic intersection is an intersection between a structural boundary and a traffic route. An intersection of a structure is an intersection that lies on a boundary belonging to the structure. Each traffic intersection thus belongs to at least two geometric structures.

A structural boundary is determined by the geometric shape of the structure and can be a straight (cf. 2a to 2d) or curved line. The intersection points are determined by comparing the graphical traffic route network data with the graphical data of the structural boundaries. A structure boundary is defined by two points, for example A and B, so that they are in the form of a vector | AB | is shown. As mentioned above, the traffic route can be divided into several small parts of the route, these parts of the route forming straight lines and lying on the traffic route. Thus, a way part is also defined by two points, for example C and D. If the point C and the point D on different sides of the vector | AB | and the point A and the point B are also on the different sides of the vector | CD | This means that the two vectors | AB | and | CD | to intersect. This can be verified by the four vector product results (| AB | x | AC |, | AB | x | AD |, | CD | x | CA | and | CD | x | CB |). A coordinate pair of the point of intersection can be calculated by equating two line equations of the form y = ax + b for the lines AB and CD.

Of course, any geometric shape for the geometric structures may be used to divide the traffic route network. The boundaries of the geometric shapes can then be represented by corresponding functions in a coordinate system. By deriving vectors from the coordinates of the structure boundary points and the above calculation by dividing the traffic route network, intersections can be determined.

Subsequently, it is determined from each determined intersection of a geometric structure by means of a suitable algorithm, whether any other intersection of the same structure can be achieved via the traffic route network. This may be limited to traffic intersection pairs whose intersection points are at different structural boundaries. The algorithm used here can be the same algorithm used for route calculation or residual distance determination. An exemplary algorithm is the Dijkstra algorithm. The algorithm is not restricted to traffic routes that lie exclusively within the geometric structure to be considered. The example of the central structure in 2a The algorithm may also expand westward (left) through the traffic route network from the traffic intersection of the western border. There may also be a path (not shown) to a traffic intersection on one of the other boundaries.

Through this algorithm, traffic route information may be determined between traffic intersection pairs and stored as transit information. If there are several traffic routes between a traffic route intersection pair, average values of the traffic route information of these routes are determined as transit information. Only traffic intersection pairs whose intersections lie on different boundaries are considered here. Passage information between intersections on the same structure boundary is irrelevant to the later algorithm for determining paths.

It also connection options with high costs can be excluded. For example, traffic links between two intersections that incur certain costs (for example, exceed a certain length, slope, energy consumption) may be disregarded. Alternatively, the algorithm for searching for connections between a traffic intersection pair may be aborted after a certain expansion length or accumulated cost. This is particularly advantageous if connections between intersections have already been determined to the same limit. The cost-intensive intersection connections will then most likely never be included in a route determination and therefore need not be stored here. If, on the other hand, no connections between the corresponding structural boundaries have yet been determined, a cost-intensive connection can also be used to store transit information.

In 4a schematically a structural data set is shown. This structural data record can be part of a data structure. It concerns a geometric structure, which in a first data part by a structure identification (structure ID) 410 is marked. This structure ID 410 is a tag, such as a number or an alphanumeric tag, that uniquely identifies the geometric structure within all geometric structures. The structure ID 410 can also be given by a vector that identifies each geometric structure within a regular array of geometric structures. For example, the geometric structures may be labeled from an origin in the format (i, j), from (0,0) to (m-1, n-1).

In addition to the structure ID, the structure data record also contains structure information 415 to the marked geometric structure. This structural information 415 contain the above-mentioned passing information. Since penetration information is stored from each structure boundary to another structure boundary, multiple structure data sets with the same structure ID can be stored 410 get saved. In the case of geometric structures in the form of quadrilateral polygons, a total of twelve structural data sets for the twelve different directions of propagation can be stored. Alternatively, the drivability information is stored in a record. In this case, the data record is to be created in such a way that it is possible to distinguish between the different directions of penetration and to assign the corresponding transit information.

Again with respect to 3 may determine the passage information in step 300 Initially only be executed for a geometric structure. Alternatively, drivability information for all geometric structures may be determined before proceeding to the next step.

In step 305 of the method, at least one geometric structure with at least two traffic route intersections is determined. As stated above, a traffic intersection is an intersection between a structural boundary and a traffic route. The number of intersection points for a given geometric structure can be determined in step 305 be determined. Alternatively, the number of intersection points per geometric structure or other information necessary for this can already be determined in step 300 be determined. Then this can be resorted to. For example, in this alternative embodiment, the structure information 415 ( 4a) contain such information and be retrieved and evaluated.

For most of the geometric structures that lie above traffic routes, the step in 305 tested condition apply. However, as mentioned above, there are also traffic routes that end in a geometric structure. In order to recognize these geometric structures and in particular those into which several "dead ends" lead, the step 305 and the subsequent step 310 carried out.

In the process step 310 it is determined whether at least one traffic route intersection pair is not connected by a traffic route in a geometric structure with at least two traffic route intersections. This can also be back to the structural information 415 ( 4a) be resorted to. Alternatively, if the structural information 415 ( 4a) are not present, it can be determined from any determined intersection of a geometric structure by means of a suitable algorithm, if any other intersection of the same structure can be achieved via the traffic route network. The same applies to the algorithm to be used, as above for step 300 described.

In the example of 2a will be in step 310 for a geometric structure with traffic intersection points, it can not be determined that a traffic intersection pair is not or can not be connected via a traffic route. The in 2a shown traffic route course allows a connection between each of the intersections. This would be in the process step 310 ( 3 ) the result is "no". The procedure would therefore be finished and jump to step 330 ,

In the other example, after 2c is a very similar schematic view of the traffic route network with superimposed geometric structures as in 2a shown. Opposite the 2a are in 2c the two streets, however, not connected. Thus, in the central structure, there are only connection possibilities via the traffic route network from the western structural boundary to the northern structural boundary, and from the southern structural boundary to the eastern structural boundary (and back). The intersection on the western structural boundary is not linked to at least one traffic intersection, here on the southern as well as the eastern structural boundary, via a traffic route. The same applies to the intersection on the northern border. In step 310 of the method 3 would therefore be determined that at least one traffic intersection pair, here four pairs, is not connected via a traffic route.

Again with respect to 3 the procedure goes to the step 315 if at least one traffic intersection pair is not connected by a traffic route. In this step 315 is the at least one geometric structure (determined in the steps 305 and 310 ) divided into substructures. Each substructure has at least one substructure boundary. For substructures, the same applies as for the geometric structure. That is, the substructure may take any form suitable for meaningfully dividing the geometric structure. For example, a geometric structure can be subdivided along symmetry axes and / or subdivided into structures of equal size. If the geometric structure is created along the latitude and longitude, the associated substructures can also be subdivided along geographic longitudes and latitudes. In the example of 2c such subdivision is performed in substructures for the geometric structure shown in the center. For example, the structure can be divided into four equal-sized polygons, each with four edges.

In the following step 320 First substructure information is then determined for the at least one subdivided geometric structure. This first substructure information indicates over which substructure boundary of a substructure a traffic path leads from the substructure into an adjacent substructure or an adjacent geometric structure. As mentioned above, most traffic routes should also cut the boundaries of a substructure twice if it is not a "dead end". Thus, in most cases, the first substructure information will indicate over which substructure boundaries of the substructure a traffic path leads from the substructure into an adjacent substructure or adjacent geometric structure. Likewise, in the case of a traffic route (one-way street) that can only be traveled in one direction, it must be taken into account that the latter possibly intersects two substructure boundaries, but only leads beyond the substructure over a boundary. The substructure information is stored in memory 120 ( 1 ) filed.

In 4b schematically a substructure data set, ie a data set with substructure information represented. This substructure record also consists of a structure ID 420 that identifies a geometric structure. This structure ID 420 in the substructure data record is the same as in the structural data record 4a , Next to the structure ID 420 however, substructure information becomes here 425 saved. This substructure information 425 can be stored in the form of a byte field or byte array or bit field or bit array.

The substructure information 425 contain bit groups for each substructure. These bit groups can contain as many bits as the substructure has boundaries. In the example, as it is in 2c is shown, each substructure has four boundaries or pages. Accordingly, the substructure information 425 divided into four bits per substructure. Each bit of these groups indicates whether there is a substructure boundary of the subtree a traffic route from the substructure into an adjacent substructure or an adjacent geometric structure or not. For example, the bit value can be set to "1" if a traffic route leads out of the substructure. The order of the bits is predetermined by a specific order of the substructure boundaries. For example, for a rectangular or quadratic substructure, the first bit value may indicate the "exit possibility" across the northern boundary. The second bit value indicates whether a traffic route leads out beyond the eastern boundary of the substructure. Accordingly, the third and fourth bit positions indicate whether a traffic route over the southern or western substructure boundary leads out of the substructure. For substructures with other geometric shapes (eg, triangles, hexagons, etc.), fewer or more bit values per substructure may be needed to hold one bit for each substructure boundary.

In 4c the bit distribution is shown in more detail. The substructure information 425 are subdivided into as many 4-bit groups as there are substructures in the associated geometric structure. That is, the first four bits correspond to the substructure boundaries of the first substructure, the next four bits correspond to the structure boundaries of the second substructure, etc. Here, the first substructure may be, for example, in the southeast corner (bottom left) of the geometric structure. The next substructure would then adjoin the first substructure to the east, and so on. If a series of substructures is complete throughout the entire geometric structure, proceeding with an overlying series of substructures back to the left. In this way, all substructures and their associated substructure boundaries can be extracted from the substructure information 425 be retrieved and evaluated.

Of course, the present disclosure is not limited to the above-described order of the substructures within the geometric structure and the order of the substructure boundaries within a substructure. Any other order can be chosen as well. However, to allow easy evaluation, the order should be the same for all substructures and substructure boundaries.

Again with respect to 3 The disclosed method may be optional in step 325 determine second substructure information for at least one geometric structure. This further substructure information indicates via which substructure boundaries a traffic route leads from the geometric structure into an adjacent geometric structure. Such substructure information, also referred to as substructure output information, is also stored and identified with a structure ID. This substructure output information is also stored in the memory 120 ( 1 ) filed.

An example of a record for this further substructure information is schematically shown in FIG 4d shown. This contains a structure ID 430 to identify the record for a geometric structure. Furthermore, the data set contains substructure output information 435 for which with the structure ID 430 marked geometric structure. The subtree output information 435 can also be stored as a bit or byte array (or bit or byte array).

The subtree output information 435 for a given geometric structure specify over which substructure boundary a traffic route leads out of the geometric structure. Compared to the record that is in the 4b and 4c Thus, only substructure boundaries that are on a structural boundary are considered. The bit array of the subtree output information 435 therefore requires as many bit values as there are substructure boundaries on the boundaries of the geometric structure. In the in 2c this would be sixteen limits or bits.

In 4d An example of an order of these bits is also given. Thus, the first four bits correspond to "extendability" across each of the four substructure boundaries on the northern structural boundary of the underlying geometric structure. The order of the substructure boundaries can again be from left to right. The next four bits in the subtree output information 435 correspond to the "extension possibilities" over the four substructure boundaries on the eastern boundary of the geometric structure. Here, the order of the substructures can be from bottom to top. The other bits then correspond to the substructure boundaries of the southern and western structural boundaries.

Of course, the order of the bit values or the direction in which the substructures are considered can also be changed here. It is only to be noted that this is done identically for all geometric structures to make retrieving and evaluating the bit information simple.

However, it should be noted that the structure is subdivided into substructures, ie there are independent traffic routes. Thus, the substructure output information is 435 depending on a specific substructure. Since this information is later used for expansion through the geometric structures, it makes sense Substructure output information 435 for each substructure input boundary, ie a substructure boundary over which a traffic route leads into the associated structure, to ascertain and store. From each substructure to be considered, for example, based on the first substructure information 425 Substructure boundaries are determined, which lead out of the substructure. This allows expansion from substructure to substructure within the structure until a substructure boundary that is at a structural boundary is reached. This substructure boundary (s) can be stored as second substructure information for a structure and a specific substructure. It is thus possible to determine and store several data records for a structure ID.

Subsequently or after step 310 if at least one non-connected traffic intersection pair has not been found, in step 330 Checked that all geometric structures have been checked. If not, the procedure goes to step 305 back and determines another geometric structure with at least two traffic intersections.

Alternatively, the method goes to step 310 back. To do this, in step 305 all geometric structures with at least two traffic intersections have been determined and stored or otherwise marked.

If in step 330 If it is determined that all relevant geometric structures have been completed, the method ends 3 ,

The thus determined data structure with structural data and first and / or second substructure data may be used by an algorithm that determines one or more paths. The determination is made by an expansion from node to node in a graph defined by the data structure. As mentioned above, the expansion can be used to determine a specific route, one or more alternative routes or a remaining range of a vehicle. The 5 FIG. 12 shows a flow chart of an embodiment of a method for determining one or more paths in a traffic route network divided into geometric structures. As described above, at least one geometric structure is subdivided into substructures.

The expansion through the traffic route network is carried out according to the embodiment, for reasons of speed or to reduce the processor load not on the traffic route network level, but on a structural level. Therefore, the process starts in step 510 with the determination of a geometric start structure. This start structure is the geometric structure in which a start position of a path lies in the traffic route network. For example, the starting position may be a location position determined by the system. This location position may have been determined by a GPS receiver, for example. Alternatively, the starting position may also be any position in the traffic route network. It can also be selected by a user to calculate a particular route regardless of a location location.

The goal of the expansion is to reach a target structure in case a route is searched between the start position and a target position. For this, a rough direction to the target position can be determined and, in the further course, the expansion can be guided by structures preferring this direction. Alternatively, expansion may be in all directions, for example, when the remaining range of a vehicle is to be determined and displayed on a map display (e.g., in a vehicle).

Next will be in step 515 determines at least one adjacent geometric structure into which a traffic route leads from the start structure. This at least one adjacent geometric structure can be explained by structural information 415 ( 4a) be determined. The structure ID of the start structure can be used to retrieve a data set for the geometric start structure from the structure data. The structure information 415 Contain the passage possibilities through the start structure. From these structural boundaries can be determined, over which a traffic route leads to an adjacent geometric structure. In step 515 All adjacent geometric structures into which a traffic route leads are determined.

Furthermore, it is possible for the start structure to be subdivided into substructures. In this case, a start substructure is first determined, ie a substructure in which the start position lies. By simple coordinate or vector determination, the substructure is determined. The structure ID of the start structure becomes the associated first substructure information 425 ( 4b) accessed. From this startup substructure, you can now use the first substructure information 425 Substructure boundaries are determined that lead out of the start substructure. This is done until a substructure boundary that is on a structural boundary is reached.

Alternatively, the adjacent geometric structures may be represented by the substructure output information 435 ( 4d) be determined. This is helpful, for example, if the start substructure is a substructure at the edge of the structure, and as above 3 described, for all input substructures corresponding second substructure information 435 were saved. In this case, the structure ID of the start structure and the identification of the start substructure can be used to retrieve a data record for this geometric structure from the second substructure data. The retrieved substructure output information 435 then only have to be examined to see if they contain a positive bit value ("1"). For each bit that contains a positive bit value, the associated substructure boundary and thus also the structure boundary of the start structure is determined via which a traffic route leads out of the start structure. Necessarily, this traffic route also leads into the adjacent geometric structure.

In an implementation variant of the present disclosure, the second substructure data is substructure information 435 (please refer 4d) not in the store 120 stored. For example, they were not affected by the procedure with reference to 3 is described, determined and stored. Since the second substructure data only a section of the first substructure data (see 4b and 4c) They can also be determined from these only when needed. For this purpose, a data record is retrieved from the first substructure data by means of the structure ID of the start structure.

In this implementation variant, however, it has to be considered that structures divided into substructures may contain different non-crossing traffic routes. Therefore, the substructure output information is 435 separately for certain substructures. As described above, by evaluating the first substructure information 425 the substructure output information of the structure, but only on the basis of a specific substructure, can be determined.

After all adjacent geometric structures have been identified, into which a traffic route leads from the start structure, in step 520 determines whether these adjacent geometric structures each have substructures themselves. This check can be carried out in a simple manner by searching in the first and / or second substructure data for a data record which has the structure ID of the respective adjacent geometric structure. If no such data record is found, no substructures have been created for the corresponding geometric structure.

In the event that substructures are present, in step 525 determines one or more substructure entry boundaries for all detected contiguous geometric structures. The substructure input boundaries are substructure boundaries that lie on the boundary of the geometric structure and over which a traffic route runs from the outgoing geometric structure (here, first, the start structure) into the adjacent geometric structure.

In the following step 530 At least one substructure output boundary, belonging to the geometric structure just considered, is determined. A substructure exit boundary is again a substructure boundary over which a traffic route leads into another adjacent geometric structure.

Subsequently, in step 535 determines at least one further adjacent geometric structure adjacent to the at least one determined substructure exit boundary.

This expansive process will now be described with reference to an exemplary embodiment 6a explained in more detail. In 6a schematically two adjacent geometric structures are shown. Both geometric structures are crossed by two traffic routes. Also shown is a start position, such as a vehicle position, in the left geometric structure. Thus, this geometric structure is the starting structure.

The two streets run across the structural boundary between the two geometric structures. Thus, the substructure exit boundaries O ₃ and O _{1 result} as possible "border crossings" to the adjacent geometric structure on the right in FIG 6a , This information can be obtained, for example, from the data records with the first or second substructure information ( 425 or. 435 in 4b to 4d) can be retrieved via the tree ID of the left tree (the startup tree).

Since the start structure itself is subdivided into substructures, it is possible that from the start position, both substructure exit boundaries are not O ₃ and O ₁ can be achieved. Therefore, according to an implementation possibility, a substructure is first determined in the start structure, the start position being in this substructure. As in 6a shown, this is the substructure ( 3 . 2 ). For numbered substructures, this would be substructure " SP ₁₄ ".

Starting from this substructure in which the starting position is located, the substructure boundaries are determined via which a traffic route leads into an adjoining substructure or an adjacent geometric structure. This determination is made by retrieving a record with first substructure information 425 (please refer 4b) based the structure ID of the startup structure. From the substructure information 425 let the bit values be associated with the substructure ( 3 . 2 ) or "SP ₁₄ ". For the substructure ( 3 . 2 ) would have to be from the substructure information 425 the bit positions 57 to 60 (14 * 4 + 1 to +4). The numbering of the bit positions can also begin with zero, so that the bit positions 56 to 59 (14 * 4 to +3). In the case of 6a with an order "NOSW", this would result in the bit values "0101". Thus, there are two substructure boundaries over which one traffic route leads to another substructure.

Subsequently, the bit information about the substructures west and east of the start substructure is evaluated and further substructures are revealed through which the traffic route runs. Here are the substructures ( 3 . 1 ) and (3, 3). This process is repeated until at least one substructure exit boundary of the start structure has been reached. In 6a these would be the substructure exit boundaries W ₂ and O ₃ , About the in 6a shown southern substructure exit boundary S ₀ as well as eastern substructure boundary O ₁ If there is no connection via a traffic route from the start position. By evaluation of the first substructure information 425 These substructure exit limits can not be reached either.

The determination of the adjacent structures can be made from the substructure exit boundaries W ₂ and O ₃ be derived. The geometric structures are identified (numbered) in the same way as the substructures. Thus, the structure IDs for the adjacent geometric structures are to be determined west and east by simply subtracting one ("1") from the index "j". To the north or south, the index "i" would have to be increased or decreased by one.

In the case of a route calculation, the expansion in a certain direction may be preferred. If the target position is in the east of the starting position, a westward expansion can be discarded. However, factors other than the direction can also be taken into account, for example the road category, height differences or other costs from the drivability information of the adjacent geometric structures. For a residual range determination, of course, all directions would be considered in the expansion.

For the adjacent geometric structure (right in 6a) it is now determined whether it has substructures. Since this is the case, we are looking for substructure exit boundaries. This can be done by retrieving both the first substructure information 425 as well as the second substructure information 435 happen. Since here too several input limits and output limits are present, the expansion can only from the O ₃ be continued adjacent substructure. For this purpose, the corresponding substructure of the adjacent geometric structure is determined. Due to the above-described marking or numbering of the substructures, this transition is easy to determine. For indexing in the format "i, j", only the value "j" must be set to zero ("0") to the east, while "i" remains the same. For the transition from the substructure ( 3 . 3 ) to the east this is the substructure ( 3 . 0 ). To the west, "j" would be set to "n-1". Likewise, when transitioning north and south, the value "i" is set to zero ("0") or "m-1", while "j" remains the same. With a numbering in the format SP ₀ to SP ₁₅ the determination of the neighboring substructure is carried out by subtraction or addition of the number of substructures in western or eastern direction. To the north and south, a similar addition can be made depending on the number of substructures.

In the adjacent geometric structure (right in 6a) now takes place starting from the "input limit" W ₃ and its substructure ( 3 . 0 ) or. " SP ₁₂ "An expansion to a substructure boundary. This is done again by evaluating the first substructure information 425 ( 4b) , Thus, further substructures and substructure boundaries can be determined until a substructure exit boundary is reached. In the case of 6a becomes the substructure output boundary N ₁ reached. Now another adjacent geometric structure can be determined and the process repeats itself.

Again with respect to 5 was in step 520 checks if an adjacent geometric structure has substructures. If this is not the case ("No" in step 520 ), becomes the step 540 carried out. In this step, at least one structure output boundary associated with the geometric structure is determined. A structure output boundary is a structural boundary over which a traffic route leads to another adjacent geometric structure.

Subsequently, the assumption is made that in the 6a the right geometric structure (this would be the "adjacent geometric structure") does not contain substructures. However, this also means that the traffic routes are connected in this geometric structure. This connection is in 6a shown in dashed lines. Thus, the northern and southern structural boundaries would also be determined as structural exit boundaries. The western structural boundary would be the entrance limit in this example.

In the next step 550 At least one further adjacent geometric structure is determined. These would be - still under the assumption above - the geometric structures that border north and south of the right pictured structure. Note, however, that the left-hand structure shares two substructure exit boundaries with the right-hand structure. Since substructures have already been taken into account in the left structure (the expansion came from there), there must be a traffic route that has not yet been considered. Thus, the western structural boundary should also be considered as the starting point. In general, the existence of substructures in a structure suggests that there are independent traffic routes, while in a geometric structure without substructures there are interconnected or only a single traffic route (s).

Following step 535 or step 550 the procedure goes to step 560 in which the determined further adjacent geometric structures are defined as new start structures.

In the following step 565 a check is made as to whether an iteration boundary has been reached. Such an iteration boundary may be the achievement of a target structure in which a target position is located. In the case that a residual range determination is performed, the iteration limit is the achievement of a certain distance (which may correspond to the remaining energy supply) or a certain energy consumption (eg indicated in liters of available tank contents). Distance and energy consumption can be calculated from the structural data or the driving information 415 (please refer 4a) during expansion and summed up for each path.

If the iteration limit is not reached, the procedure goes to step 515 and repeats for the new or new startup structure (s). Thus, it is first examined whether the new or new start structure (s) contain substructures. Subsequently, further adjacent geometric structures are determined, which are again defined as new start structures (step 560 ).

This is repeated until in step 565 it is determined that the iteration limit has been reached. In this case ("Yes" at step 565 ) all achieved geometric structures in step 570 saved. Alternatively, the structures may also be displayed, but this includes at least one graphical storage. Both allow a display of a determined route or range in a map display. Since the expansion took place at the structural level, only the geometric structures that were traversed during the expansion can be highlighted or otherwise marked in the illustration. For the user but this allows a quick display of the expansion result. The inaccuracy is usually acceptable, since both with a (possibly rough) route determination as well as remaining range determination of the ad is often based on a large map area.

The above expansion can be done between geometric structures with and without substructures. In a further implementation possibility, geometric structures may also have a different number of substructures. As in 6b is shown, different geometric structures may be divided into different sizes or in a different number of substructures. In this case, in the transition from one geometric structure to the next, it is first necessary to check whether there is a corresponding number of substructures in a neighboring (adjacent) geometric structure for substructures in a geometric structure. Alternatively, it is not possible to compare the number within a geometric structure, but the number of substructures along a structural boundary between the two geometric structures.

This can be done, for example, by the number of bits in the first substructure information 425 ( 4b) the two adjacent geometric structures is compared. Alternatively, the number of bits in the substructure output information 435 ( 4d) the two adjacent geometric structures are compared. However, this only works if, as ideally, always the same number of substructures in the longitudinal and transverse directions is used. If, on the other hand, there are a different number of substructures in the longitudinal and transverse directions, the data structure must contain this information. This can be stored, for example, in a separate record. Alternatively or additionally, one or more of the in the 4a . 4b and 4d records shown store this information. For example, the numbers n and m, as they relate to 2d stored in one of the mentioned records. In the event that other polygons are used instead of rectangles, the number of side edges or the corners of the polygons must also be stored.

It is advantageous if n and m of adjacent structures are each a multiple of the corresponding value of the adjacent structure. As a result, all substructure boundaries of the structure with fewer substructures always fall on a substructure boundary of the structure with more Substructures. Thus, a clear and therefore better allocation of substructures is possible.

Regarding 6b It will now be described how to transition between structures with a different number of substructures. Substructures with n = 4 and m = 4 were created in the illustrated left structure, whereas in the right structure with n = 8 and m = 8. The method according to the present disclosure determines that n and m, respectively, are different from adjacent structures. To determine the corresponding substructure boundaries of two adjacent geometric structures, the ratio of the number of substructures along a structural boundary can be calculated. In the present case, the ratio would be 1: 2, from which it can be deduced that for a substructure boundary from the left structure two substructure boundaries in the right structure must be taken into account.

For example, then from the substructure exit boundary O ₃ two substructure entry limits W ₆ and W ₇ be determined in the adjacent geometric structure. The associated substructures ( 6 . 0 ) and (7, 0), however, do not both have a positive bit value ("1") for their western side edges. This can be used to determine that for the substructure ( 7 . 0 ) no traffic route over the substructure boundary W ₇ leads. Thus, the traffic route from the substructure ( 3 . 3 ) of the left geometric structure in the substructure ( 6 . 0 ) lead the right geometric structure, so over O ₃ or. W ₆ , The further expansion via traffic routes on the basis of the substructure information then takes place as described above with respect to 5 has been described.

The present disclosure thus allows a more precise determination of paths through the traffic route network, without having to accept large losses in the speed of the path calculation. For each substructure, only as many bit values as they have substructure boundaries need to be stored. Instead of breaking up or even recalculating the passing information of the geometric structures onto the substructures, only directions of passage are stored according to a variant. Thus, an expansion algorithm only has to work at the level of the substructure boundaries while taking into account the structural level drivability information. Here, of course, other variants would be conceivable.

In summary, the present disclosure allows a more accurate path calculation without unduly burdening the available processor and memory resources. From the more accurate path calculation, a driver benefits especially in the more reliable residual range determination for a given energy supply. However, the higher accuracy can also be used advantageously in many other applications, for example in the area of route calculation or navigation.

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• DE 102011104258 A1 [0004]

Claims (9)

Apparatus for determining one or more paths in a traffic route network subdivided into geometric structures, wherein at least one geometric structure is subdivided into substructures, the device comprising: a processor system that is set up to: a) determining (510) a geometric starting structure in which a starting position of a path lies in the traffic route network; b) determining (515) at least one adjacent geometric structure into which a traffic route leads from the starting structure; c) determining (525) if substructures exist with respect to an adjacent geometric structure, a substructure input boundary associated with the adjacent geometric structure, the traffic path leading over the substructure entry boundary; d) determining (530) at least one substructure exit boundary associated with the adjacent geometric structure, wherein via the substructure exit boundary a traffic route leads into another adjacent geometric structure; e) determining (535) at least one further adjacent geometric structure adjacent to the at least one determined substructure exit boundary; f) determining (560) the at least one further adjacent geometric structure as a respective new start structure; and g) repeating steps b) to f) for the at least one new start structure until an iteration limit has been reached. Device according to Claim 1 wherein the processor system is further adapted to: determine, according to b), whether substructures exist for at least one adjacent geometric structure, if substructures exist for an adjacent geometric structure, continue with c), and if there are no substructures for an adjacent geometric structure, determining at least one structure output boundary associated with the adjacent geometric structure (540), wherein via the structure exit boundary one traffic route leads into another adjacent geometric structure, and then to jump to f). Device according to Claim 1 or 2 wherein the processor system is adapted to determine for d): d1) at least one substructure boundary associated with the substructure into which the traffic route leads, wherein via the at least one substructure boundary a traffic route leads to an adjacent substructure or an adjacent geometric structure; and d2) d1) for the adjacent substructure until at least one substructure exit boundary of the adjacent geometric structure is reached. Device according to one of the Claims 1 to 3 wherein the processor system is adapted to determine a substructure in the start structure according to a): a1), wherein the start position lies in the substructure; a2) determine at least one substructure boundary of the substructure over which a traffic route leads into an adjacent substructure or an adjacent geometric structure; and a3) a2) for the adjoining substructure until at least one substructure exit boundary of the starting structure has been reached. Device according to one of the Claims 1 to 4 wherein the processor system is further adapted to: h) store (570) all of the achieved geometric structures. Device according to one of the Claims 1 to 5 wherein the processor system is adapted to call for d1) and / or for a2): - a data structure containing first substructure information for the geometric structure indicating over which substructure boundary of a substructure a traffic path from the substructure to an adjacent substructure or leading to an adjacent geometric structure; and determine the at least one substructure output boundary based on the first substructure information. Device according to one of the Claims 1 to 6 wherein the processor system is adapted to call for d): - a data structure containing, for the geometric structure, second substructure information indicating over which substructure boundary of a substructure a traffic path leads from the geometric structure into an adjacent geometric structure; and determine the at least one substructure exit boundary based on the second substructure information. Device according to Claim 6 or 7 wherein the processor system is adapted, for calling a data structure: - to transmit structure identification data of a specific geometric structure; and retrieving a substructure record from the data structure for the particular geometric structure. Device according to one of the Claims 1 to 8th , where the iteration limit is a range of a Vehicle or a geometric structure with a target position reflects.

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