EP2223044A1 - Procédé d'exploitation d'un système de navigation dans un véhicule - Google Patents

Procédé d'exploitation d'un système de navigation dans un véhicule

Info

Publication number
EP2223044A1
EP2223044A1 EP08861529A EP08861529A EP2223044A1 EP 2223044 A1 EP2223044 A1 EP 2223044A1 EP 08861529 A EP08861529 A EP 08861529A EP 08861529 A EP08861529 A EP 08861529A EP 2223044 A1 EP2223044 A1 EP 2223044A1
Authority
EP
European Patent Office
Prior art keywords
route
inactive
active
current position
buffer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP08861529A
Other languages
German (de)
English (en)
Inventor
Oliver Michael
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Garmin Wurzburg GmbH
Original Assignee
Navigon AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Navigon AG filed Critical Navigon AG
Publication of EP2223044A1 publication Critical patent/EP2223044A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3407—Route searching; Route guidance specially adapted for specific applications
    • G01C21/3415—Dynamic re-routing, e.g. recalculating the route when the user deviates from calculated route or after detecting real-time traffic data or accidents

Definitions

  • the invention relates to a method for operating a navigation system in a vehicle according to the preamble of claim 1.
  • Known navigation systems serve to guide the user along a precalculated route from a starting point to a destination point.
  • a Wegnetzda- tenbank is present in the navigation device, in which the corresponding geographical area is described digitally coded.
  • a route calculation unit a route from the starting point to the destination point is calculated taking into account the location information input by the user and the digital map described in the road network database.
  • this route may be an ordered list of links from the starting point to the destination point.
  • the navigation system constantly determines the current position.
  • the position detection unit uses the position signals of suitable positioning systems, for example satellite signals of the GPS satellites or position sensor signals of position sensors installed in the vehicle. tet.
  • maneuvering instructions are calculated by a route guidance unit, which enable the driver to follow the route along the active route.
  • the output, in particular of the maneuvering instructions takes place by means of an optical and / or acoustic output device, in particular by optical display on a display or by acoustic announcement on a loudspeaker.
  • the calculation of a new route is triggered on the basis of the current position and the previously active (old) route is discarded. Then the route guidance is continued with the newly calculated route.
  • the recalculation of a new route is also disadvantageous because, due to special boundary conditions and special optimization criteria in the recalculation of the route, the new route may very strongly deviate from the old route despite a very small deviation from the previously valid route differs. For example, if the driver leaves the freeway briefly to take a break at a car yard, the recalculation of the route that is triggered by it may result in the driver not returning to the freeway and arriving at the destination along the old route, but the new route along smaller country roads leads to the destination point. Such sudden deviations from the originally calculated route due to a route recalculation are irritating to the user and altogether undesirable.
  • the complete route calculation is also dependent on the length of the remaining distance and the route characteristic, also computationally intensive and can therefore take a relatively long time, depending on the hardware used. During route re-calculation, the user may not be able to route the route for a longer period.
  • the method according to the invention is based on the fundamental idea that, when a deviation between the current position and the previously active route is detected, the rejection of the previous route and simultaneous calculation of a new route is often unnecessary because the driver approaches the original route in a timely manner. For example, if the driver accidentally deviated from the route, he often returns to the original route quickly through a spontaneous maneuver, without the need to recalculate a new route. The same applies if the driver consciously leaves the route for a break. Again, a recalculation of the route is unnecessary because the driver starts the original route after the break again.
  • the invention proposes that upon detection of a significant deviation between the current position and the active route, the previously active route is no longer completely discarded and thus the information contained in the previously active route is lost. Instead, it is proposed according to the invention to temporarily store the previously active route in a route buffer, so that the information of the previously used route can optionally be accessed again at a later time if necessary.
  • a route temporarily stored in the route buffer is referred to below as an inactive route. Due to the temporary storage of the information contained in the inactive routes, it can be used again very quickly if required. In many cases, this can save considerable computing power and the response times of the navigation system can be shortened.
  • the output device is output, in particular displayed.
  • the user then has the option of immediately specifying the cached inactive route again as an active route, so that the route guidance unit then calculates maneuvering instructions for following the old route.
  • an intermediate route can be calculated by the route calculation unit, so that the driver is guided from his current position to the old route.
  • the current position can be parallel to the other processing processes in the navigation system after leaving the active route the elements of the inactive route stored in the route buffer are compared. If the navigation system then determines a match of the current position with an element of the inactive route, this inactive route can again be called active route and route guidance based on this route.
  • problems may cause activation of the inactive route stored in the route buffer as a new route if an element of the inactive route coincides with the current position but the corresponding road section is not being driven in the correct direction of travel. If the driver has turned, for example, on a major arterial road, it can often happen that a turning maneuver to follow the old route due to the road conditions is not possible. To avoid such situations, in addition to checking the current position with the elements of the inactive route, the current direction of travel can also be compared with the respectively planned direction of travel on the elements of the inactive route. Only if the planned direction of travel coincides with the current direction of travel on the already matching element of the inactive route, the inactive route is activated as a new route.
  • the remaining route from the position of the exit of the active route to the destination point can be temporarily stored as an inactive route in the route buffer in order to save storage space. If, however, the caching of the inactive route is restricted to this rest route, problems can arise in particular in the above-described check of the correspondence of the current position with an element of the inactive route, since the inactive route no longer contains all parts originally from the route calculation unit calculated route includes. If, for example, the driver left the old route unconsciously and drove back a short distance in the direction of the starting point, entering the old route would simply not be recognized as an inactive route if the rest of the route were merely stored in the old route Position of leaving the route is because this part of the originally calculated route is not stored in the route buffer. stores is.
  • a subsection of the already traveled route is also stored in the route buffer memory.
  • This additional subsection runs starting from the position of leaving the active route backwards a little way in the direction of the starting point.
  • the length of the subsection can be preconfigured by appropriate configuration and, for example, correspond to a specific length dimension or a specific relative length dimension as a function of the length of the original route.
  • the inventive method improves the routing when leaving the originally active route.
  • a further mitigation of this problem can be achieved by using route trees. Thereafter, a route tree is calculated for each active route. This route tree contains, in addition to the active route, alternative route sections branching off from the active route.
  • the driver then leaves the active route and if this deviation is detected by the navigation system, it is first checked before the initiation of a rerouting whether the current position coincides with an element of the alternative route sections of the route tree. As far as this is the case, a rerouting can be spared because the driver is then returned along the precalculated alternative route section to the active route in order to continue the journey along the active route.
  • route trees can be time-intensive, so that in cases where a route tree can not be used immediately further, the route tree according to the basic idea according to the invention should again not simply be discarded. Rather, it is advantageous that, upon detection of a significant deviation of the current position on the one hand and the active route or the alternative route sections of the active route tree of another.
  • the active route tree is stored as an inactive route tree in a route tree buffer.
  • the current position can then be compared in each case with the elements of the elements of the inactive route trees stored in the route tree buffer. If a match is found, the recalculation of a new route tree can be avoided by activating an inactive route tree stored in the route buffer.
  • an inactive route or an inactive route tree is temporarily stored in the route buffer or in the route tree buffer.
  • an inactive route or an inactive route tree is temporarily stored in the route buffer or in the route tree buffer.
  • inactive routes or inactive route trees stored side by side in the route buffer or in the route tree buffer, relatively large amounts of data can accumulate, which must be stored in the route buffer or in the route tree buffer. Since, however, only limited storage space is available on a regular basis, older inactive routes or older inactive route trees must be deleted when a new inactive route or a new inactive route tree and its additional storage in the cache are added. However, the information value of the various inactive routes or inactive route trees is regularly very different.
  • a comparison analysis should be carried out, the deletion then being carried out as a function of the comparison result of the comparative analysis or the newly added route or the newly added route tree is not recorded in the inactive route or route tree memory, because the comparison results of the comparison analysis with the at least one stored route or the at least one stored route trees results in the newly added route or the newly added route tree have a lower information content than the stored ones.
  • the different inactive routes can be evaluated, for example, according to which travel time or which route has already been covered on the various routes. For routes with a very short travel time or very short driving distance should regularly have a much lower information value than routes with already traveled long travel time or already covered long driving distance.
  • the evaluation of the travel time or the route to reach the actual destination, which may also be an intermediate destination, along the various inactive routes offers.
  • the inactive routes stored in the buffer can be displayed on the optical output device.
  • the inactive routes should be suitably characterized, for example by a different coloration compared to the active route, so that the driver can easily distinguish the inactive routes from the active route.
  • the display of the inactive route should be configurable, in particular deactivatable, in order to give the driver the opportunity to influence the representation of the inactive routes appropriately.
  • leaving the active route is a deliberate decision of the driver, for example, to make a short break or a short refueling.
  • the vehicle is often turned off and the navigation system disconnected from the power supply.
  • the storage should take place in a non-volatile storage medium. Even if the nonvolatile storage medium is disconnected from the power supply, the routes or route trees stored in the nonvolatile storage medium are retained so that this information can be accessed directly after the vehicle is restarted.
  • nonvolatile storage medium is write-protected and can only be overwritten after appropriate user release. In this way, unconscious data loss on information in the inactive routes or in the inactive route trees is excluded.
  • the user has an opportunity to interact with the Navigation device, eg by operation or voice command, is provided, with which he interrupts the current route guidance, or if the previously active routes is left, suppresses a route re-calculation and / or breaks off. This triggers user-initiated storage of the active route. If it hits again on an element of the previously active, now inactive route, the route guidance is automatically continued. Alternatively, the abovementioned ability of the route calculation to the last active route could be made available to the user here.
  • the method is particularly suitable for breaks, eg for refueling.
  • FIG. 2 shows a schematically illustrated second traffic situation
  • FIG. 3 shows a map section with a planned route plotted therein
  • FIG. 4 is an enlarged detail of the card according to FIG. 3; FIG.
  • FIG. 5 shows the map detail according to FIG. 4 after calculation of a new route
  • Fig. 6 shows the schematic structure of a navigation system according to the invention.
  • FIG. 1 shows the situation at an intersection 1, through which a route 2 calculated by a navigation system leads.
  • Junction 1 there is a fork in the road where the right arm of the fork must be negotiated to follow Route 2.
  • Fig. 2 it is shown, on soft route 3, the driver drives through the junction 1. It can be seen that the driver accidentally drove his left arm at the intersection 1 instead of the right arm of the fork and thus left the active route 2.
  • the navigation system determines that the active route has been left.
  • the display device of the navigation system for example, a screen, displays a message, for example, "Route is recalculated.” Based on this message, the driver notices that he has departed from the predicted route and immediately turns right Passing a short connecting road, the vehicle then returns to the originally calculated route at position 4. At that time, the still running recalculation of a new route is interrupted and the old route temporarily stored in a route buffer is reactivated.
  • Figures 3 to 5 illustrate a situation in which the route is deliberately left by the driver, for example because of a break, and recalculation of the route is to be avoided.
  • FIG. 3 shows an overview map 6 with streets of the highest road category in France.
  • a route 9 is drawn, which leads from a starting point 8 (in this case, Le Mans) to a destination point 10, in this case near Valenciennes).
  • the route uses only roads of the highest category after reaching the interurban road network. If this route 9 is driven without any driving errors and driving interruptions, the entire route can be traveled on motorways of the highest category.
  • FIG. 4 shows a section of the overview map 6 in the area of the Greater Paris.
  • roads 12 and 13 are also low.
  • Rigerer street categories which are urban and rural roads or multi-lane highways.
  • the route 9 is located in the map section of FIG. 4. If the driver leaves the route at position 14, for example to take a break, this usually triggers the calculation of a new route.
  • the original route 9 is stored as an inactive route when leaving the route 9 at the position 14 in the route buffer. After the break, this inactive route can then be reactivated either automatically or through appropriate user interaction and continue the journey along the originally planned for the trip motorway ring around Paris.
  • the navigation system 16 consists of various components that can be implemented in the form of hardware and / or software modules. Also, various functional modules can be implemented in a structural unit or as software modules.
  • Central control unit of the navigation system 16 is a control unit 17, which receives user input from the input unit 23, displays results on a screen 24 and can output acoustic signals via a speaker 25.
  • a position determination unit 21 e.g. a GPS module and / or a coupling location device that determines the current position of the vehicle.
  • a location element from the map database 19 is imaged by a localization unit 20 in a digital map.
  • a destination entered at the input unit 23 can be fed to the route calculation unit 18 together with the currently traveled map element, which uses the map database to calculate an optimal route and provide route guidance.
  • the route guidance is presented to the user on the screen 24 and / or the loudspeaker 25.
  • the position determination unit 11 and the localization unit 20 are used to permanently or cyclically check whether the vehicle is still traveling on the current route determined by the route calculation unit.
  • the localization unit 20 determines in connection with the control unit 17 that the active route has been left, the previously active route is stored as a route which is now inactive in a route buffer 12.
  • the control unit 17 or a in FIG. 6 evaluation unit not shown, whether sufficient space is still available in the route buffer memory 22 or whether an inactive route already stored in the route buffer memory 22 must be deleted after carrying out an appropriate evaluation.

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Navigation (AREA)

Abstract

L'invention concerne un procédé d'exploitation d'un système de navigation dans un véhicule, le système de navigation comprenant - un dispositif de saisie sur lequel peuvent être saisies des instructions d'utilisateur et/ou des indications de lieu, notamment des points de départ et/ou des points de destination, - une base de données de réseau de parcours, - une unité de détermination de la position qui détermine la position actuelle à partir des signaux de position, notamment de signaux de satellite ou de signaux de capteur de position, - une unité de calcul d'itinéraire pour calculer les itinéraires en tenant compte des indications de lieu et de la base de données de réseau de parcours. Selon l'invention, les itinéraires mènent à chaque fois du point de départ, notamment de la position actuelle, au point de destination. Le système de navigation comprend aussi - au moins une unité de guidage d'itinéraire qui calcule des instructions de manœuvre pour suivre le trajet le long de l'itinéraire actif, - au moins un dispositif d'émission visuel et/ou sonore pour délivrer l'instruction de manœuvre. Le procédé selon l'invention comprend les étapes suivantes : a) Détermination de la position actuelle ; b) Détermination d'un écart important entre la position actuelle et l'itinéraire actif ; c) Mémorisation temporaire d'au moins une partie de l'itinéraire jusqu'à présent actif en tant qu'itinéraire actif dans une mémoire temporaire d'itinéraire.
EP08861529A 2007-12-19 2008-11-28 Procédé d'exploitation d'un système de navigation dans un véhicule Withdrawn EP2223044A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200710061706 DE102007061706A1 (de) 2007-12-19 2007-12-19 Verfahren zum Betrieb eines Navigationssystems in einem Fahrzeug
PCT/DE2008/001970 WO2009076925A1 (fr) 2007-12-19 2008-11-28 Procédé d'exploitation d'un système de navigation dans un véhicule

Publications (1)

Publication Number Publication Date
EP2223044A1 true EP2223044A1 (fr) 2010-09-01

Family

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Application Number Title Priority Date Filing Date
EP08861529A Withdrawn EP2223044A1 (fr) 2007-12-19 2008-11-28 Procédé d'exploitation d'un système de navigation dans un véhicule

Country Status (3)

Country Link
EP (1) EP2223044A1 (fr)
DE (1) DE102007061706A1 (fr)
WO (1) WO2009076925A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2511662B1 (fr) 2011-04-11 2014-06-11 Harman Becker Automotive Systems GmbH Procédé pour guider un utilisateur d'un dispositif de navigation
DE102014224810B4 (de) 2014-12-03 2019-05-23 Elektrobit Automotive Gmbh Navigationssystem
DE102019006749A1 (de) * 2019-09-27 2021-04-01 Joynext Gmbh Ausgeben von Zielführungshinweisen für ein bewegbares Objekt

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JP2955073B2 (ja) * 1991-08-05 1999-10-04 ビステオン・テクノロジーズ，エル・エル・シー 車両用ナビゲーションシステム
US5757289A (en) * 1994-09-14 1998-05-26 Aisin Aw Co., Ltd. Vehicular navigation system
JP3632706B2 (ja) * 1994-09-22 2005-03-23 アイシン・エィ・ダブリュ株式会社 車両用ナビゲーション装置
EP0777206A1 (fr) * 1995-11-30 1997-06-04 Aisin Aw Co., Ltd. Appareil de navigation pour véhicule
DE19616071A1 (de) * 1996-04-23 1997-10-30 Vdo Schindling Verfahren und Einrichtung zur Zielführung eines Fahrzeuges
DE19806794C2 (de) * 1998-02-19 2000-12-21 Becker Gmbh Navigationsgerät
GB2335492B (en) * 1998-03-18 2002-02-27 Nokia Mobile Phones Ltd Local navigation alternatives
JP4108291B2 (ja) * 2001-04-16 2008-06-25 三菱電機株式会社 移動体ナビゲーション装置及び移動体ナビゲーション方法
DE10141695A1 (de) * 2001-08-25 2003-03-06 Bosch Gmbh Robert Verfahren zur Rückführung eines navigierbaren Objektes sowie Einrichtung hierzu
JP4479484B2 (ja) * 2004-11-29 2010-06-09 株式会社デンソー 車載ナビゲーション装置

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Also Published As

Publication number Publication date
DE102007061706A1 (de) 2009-07-02
WO2009076925A1 (fr) 2009-06-25

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