EP3308189A1 - Dispositif et procédé de détermination d'une position de véhicule dans un système de coordonnées lié à un noeud de trafic - Google Patents

Dispositif et procédé de détermination d'une position de véhicule dans un système de coordonnées lié à un noeud de trafic

Info

Publication number
EP3308189A1
EP3308189A1 EP16729549.2A EP16729549A EP3308189A1 EP 3308189 A1 EP3308189 A1 EP 3308189A1 EP 16729549 A EP16729549 A EP 16729549A EP 3308189 A1 EP3308189 A1 EP 3308189A1
Authority
EP
European Patent Office
Prior art keywords
coordinate system
vehicle
traffic
determining
determined
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Withdrawn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
EP16729549.2A
Other languages
German (de)
English (en)
Inventor
Ahmad EL ASSAAD
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.)
Molex CVS Bochum GmbH
Original Assignee
Laird Bochum GmbH
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 Laird Bochum GmbH filed Critical Laird Bochum GmbH
Publication of EP3308189A1 publication Critical patent/EP3308189A1/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Withdrawn legal-status Critical Current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
    • G01C21/10—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration
    • G01C21/12—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning
    • G01C21/16—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S5/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
    • G01S5/0009—Transmission of position information to remote stations
    • G01S5/0018—Transmission from mobile station to base station
    • G01S5/0027—Transmission from mobile station to base station of actual mobile position, i.e. position determined on mobile
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S5/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
    • G01S5/02—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations using radio waves
    • G01S5/0257—Hybrid positioning
    • G01S5/0263—Hybrid positioning by combining or switching between positions derived from two or more separate positioning systems
    • G01S5/0264—Hybrid positioning by combining or switching between positions derived from two or more separate positioning systems at least one of the systems being a non-radio wave positioning system
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S5/00—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations
    • G01S5/02—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations using radio waves
    • G01S5/12—Position-fixing by co-ordinating two or more direction or position line determinations; Position-fixing by co-ordinating two or more distance determinations using radio waves by co-ordinating position lines of different shape, e.g. hyperbolic, circular, elliptical or radial
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
    • G05D1/0289—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling with means for avoiding collisions between vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0116—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from roadside infrastructure, e.g. beacons
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/056—Detecting movement of traffic to be counted or controlled with provision for distinguishing direction of travel

Definitions

  • the invention relates to a device and a method for determining a
  • Self-driving or so-called autonomous vehicles are the subject of intensive development activities.
  • An essential part of the development concerns the control of a traffic flow that includes autonomous vehicles. This control is particularly relevant in the area of traffic nodes, such as intersections.
  • control signals can be transmitted from a higher-level control device to each autonomous vehicle.
  • a device is proposed for determining a vehicle position in a traffic node fixed coordinate system.
  • the device may be an on-vehicle device. This may mean that all elements of the device are arranged in or on the vehicle.
  • the traffic node fixed coordinate system denotes a coordinate system assigned to the traffic node. Parts or sections of the traffic node, for example lanes of driveways and / or departures, do not change their spatial position in the traffic knot-fixed coordinate system.
  • the transportation hub may include one or more accesses and one or more departures.
  • Each driveway and exit may include at least one lane.
  • the traffic junction may be an intersection.
  • crossing here also includes a so-called T-junction or Y-junction.
  • An origin of the traffic node fixed coordinate system for example, correspond to a geometric center of the traffic node. However, this is not mandatory.
  • the hub fixed coordinate system can be two or three
  • the traffic-knot-fixed coordinate system for example, a hitch-fixed longitudinal direction (x-direction) and a hitch-fixed transverse direction (y-direction) include. These may be orthogonal to each other and span a plane orthogonal to a traffic-knot-fixed vertical direction (z-direction).
  • the traffic-knot-fixed vertical direction can be oriented parallel to a gravitational force, wherein the
  • the hub fixed coordinate system may also include the hitch fixed vertical direction. However, this is not mandatory.
  • the hitch-fixed coordinate system may be a two- or three-dimensional coordinate system.
  • the device comprises at least one receiving device for receiving a signal of a traffic node-side transmitting device. The position of the
  • Receiving device in a vehicle coordinate system may be previously known.
  • the received signal may in particular be a high-frequency signal.
  • the traffic node-side transmitting device denotes a device for transmitting signals, wherein this traffic-node-side transmitting device is arranged stationarily with respect to the traffic-knot-fixed coordinate system.
  • the position of the traffic node-side transmitting device in the traffic-knot-fixed coordinate system can be previously known. For example, the position of the
  • Traffic node-side transmitting device in the fixed traffic coordinate system be part of a traffic-specific information that is stored in a memory device of the vehicle or retrievable from an evaluation of the vehicle.
  • the traffic-node-specific information can also be stored in a vehicle-external storage device.
  • this position can also be part of the traffic-node-specific information.
  • a position of the vehicle in the reference coordinate system are determined, for example by means of a position detection device.
  • This position detection device may be, for example, a GNSS device.
  • Reference coordinate system to be a GNSS coordinate system.
  • the corresponding traffic node can then be selected and the traffic-node-specific information retrieved.
  • the traffic node to which the vehicle drives and / or which has a minimum distance from the vehicle can be selected as the traffic node.
  • the traffic node-side transmitting device prefferably be arranged at a predetermined height above a road surface of the traffic node, that is to say with a previously known vertical position.
  • the traffic node-side transmitting device can emit a signal.
  • This signal can be transmitted periodically, for example.
  • the signal may be an answering signal, the answering signal being sent out when on
  • the request signal can
  • the traffic node fixed transmitting device is a transmitting / receiving device that can receive the request signal. It is the same possible that the vehicle-side receiving device is a transmitting / receiving device that can send out the request signal.
  • the device comprises a device for determining a
  • the global reference coordinate system may also comprise two or three spatial directions, in particular a longitudinal direction that is fixed in relation to the reference coordinate system, a transverse direction fixed in reference coordinate system and, if appropriate, a reference direction fixed vertical direction.
  • the spatial relationship in particular the orientation of the spatial directions of the traffic-knot-fixed coordinate system in the global reference coordinate system, can also be part of the retrievable traffic-node-specific information.
  • one of the spatial directions, for example the transverse direction, of the global reference coordinate system is oriented towards the magnetic north pole.
  • the lateral direction may correspond to the direction "magnetic north.”
  • another spatial direction of the global reference coordinate system such as the reference coordinate system fixed longitudinal direction, may be oriented orthogonal to this spatial direction and orthogonal to a gravitational direction.
  • At least one spatial direction of the traffic node is fixed
  • the transverse direction of the traffic-dense coordinate system parallel to one of the spatial directions of the reference coordinate system.
  • the transverse direction of the traffic-dense coordinate system parallel to one of the spatial directions of the reference coordinate system.
  • the device comprises at least one evaluation device.
  • the evaluation device can be part of a vehicle-side control device, for example. Further, for example, the evaluation device can be provided by a microcontroller.
  • a position of the traffic node-side transmitting device in a vehicle coordinate system can be determined as a function of at least one signal property of a received signal.
  • the vehicle coordinate system denotes a coordinate system fixed with respect to the vehicle. This vehicle coordinate system can also have two or three spatial directions, in particular a vehicle longitudinal direction, a vehicle transverse direction and, if appropriate, a
  • Vehicle vertical direction include.
  • the vehicle longitudinal direction may, for example, be oriented parallel to a roll axis of the vehicle.
  • the vehicle transverse axis can be oriented parallel to a vehicle pitch axis.
  • the vehicle vertical axis can be oriented parallel to aigegierachse.
  • the at least one signal property may be, for example, a signal level or a signal intensity of the received signal.
  • Relationship between the signal property and a distance may be the spatial distance between the receiving device and the hub
  • Coordinate system can be determined.
  • the distance may be proportional to a ratio between transmission power and reception power.
  • the transmission power may be previously known.
  • Receiving device received signal to determine.
  • the at least one signal property is a runtime.
  • the detection of the distance between the vehicle and the traffic node-side transmitting device can thus take place as a function of the transit time of the signal between the transport node-side transmitting device and the vehicle-side receiving device.
  • the vehicle-side transmitting device is a request signal with information about the Encoding the sending time of the request signal.
  • a response signal is sent back to the vehicle with a minimum time delay.
  • the duration of the time delay can be coded by a signal property and thus determined on the vehicle side or be known on the vehicle side, for example stored in a memory device.
  • the transmission time of the response signal is then the sum of the transmission time of the request signal and the duration of the time delay and the duration of the request signal. If the response signal is received in the vehicle-side receiving device, a receiving time can be further determined on the vehicle side, wherein the duration of the
  • Response signal can be determined.
  • the duration of the request signal also corresponds to half of this difference.
  • the determination of the transit time of the response signal can be carried out without temporal synchronization between the transport node-side transmitting device and the vehicle-side receiving device. It is also advantageous here that the response signal can be generated and transmitted as an analog and high-frequency signal in the traffic node-side transmitting device. Thus, a minimal
  • Time delay in the generation and transmission of the response signal can be achieved.
  • Vehicle coordinate system determinable. Since the spatial relationship between the global reference coordinate system and the traffic node fixed coordinate system is previously known, can be determined by the in the global reference coordinate system
  • Direction information to determine the direction of travel of the vehicle in the traffic knot-fixed coordinate system for example in the form of a direction vector.
  • the vehicle position in the traffic knot-fixed coordinate system can be determined such that the direction information, for example a
  • traffic-dense coordinate system corresponds to the distance in the vehicle coordinate system.
  • the vehicle approaches the traffic node or in which direction in the fixed traffic coordinate system, the vehicle from the transport node. This allows the assignment of the vehicle to a part or section of the traffic node, for example to a traffic lane. Depending on this assignment and the distance then the vehicle position can be determined in the fixed traffic coordinate system. This means that individual steps of the method also for determining a retraction in the
  • Transformation rule in particular a transformation matrix, are determined, which can be converted by means of the transformation rule, the position of the traffic node-side transmitting device in the vehicle coordinate system in the vehicle position in the transport node fixed coordinate system.
  • Position vector feasible wherein the position vector, the position of the
  • the determination of the vehicle position in the traffic knot-fixed coordinate system by means of the proposed device can, for example, take place at a point in time at which the vehicle enters a spatial area which is also known as
  • Traffic node area can be designated, enters or enters with a predetermined size around the transport node. For example, the determination may be performed when the traffic node side transmitting device is a vehicle side received request signal having a received power that is greater than a predetermined threshold.
  • Direction of travel information designed as an inertial sensor or includes an inertial sensor.
  • the inertial sensor can in particular be designed such that the inertial sensor can generate an output signal which forms an angle between one
  • Reference coordinate system represents.
  • the output signal may represent an angle between the direction of travel vector and a direction oriented toward the north magnetic pole.
  • This direction may be a reference direction in the global reference coordinate system.
  • Such inertial sensors are regularly present in vehicles. This results in an advantageous way that existing
  • inertial sensors allow a reliable and accurate determination of the direction of travel.
  • the inertial sensor is a magnetometer
  • the magnetometer can be designed in particular as a magnetometer compass.
  • the magnetometer allows the detection of the earth's magnetic field, in particular the direction of the earth's magnetic field. This in turn allows the determination in an advantageous manner an angle between the vehicle longitudinal direction and the magnetic north direction (magnetic north).
  • a yaw angle can be determined as the direction of travel information.
  • the yaw angle denotes an angle between a
  • the yaw angle can be detected by the previously explained inertial sensor.
  • the yaw angle can in this case, in particular, the angle between the vehicle longitudinal direction and a direction that is towards the
  • Magnetic North Pole is oriented. This results in an advantageous manner that the yaw angle, which is usually determined in the context of the operation of other vehicle assistance systems, also for determining the vehicle position in
  • the device comprises a transmission device for transmitting the vehicle position in the traffic node fixed coordinate system.
  • the transmitting device may be part of the previously explained transmitting / receiving device.
  • Control means are transmitted, which can control a traffic flow through the traffic node based on this vehicle position.
  • the device comprises a device for
  • the guideway can be a guideway of the vehicle, which has covered this between two times.
  • the determination of the vehicle position in the traffic knot-fixed coordinate system depending on the direction information and the position of the transport node side transmitting device in the vehicle coordinate system can be performed only once or initially, in particular if the vehicle at an entry time first in the above-mentioned space around the area
  • a travel path which was covered by the vehicle between the further time and the time of entry can be determined.
  • the route information may include distance information and direction information.
  • the vehicle position determined at the time of entry can then be updated or updated. For example, it is possible to determine portions of the travel path in spatial directions of the vehicle coordinate system and to convert these into the transport node-fixed coordinate system. The converted shares can then be added to the vehicle position determined at the time of entry.
  • the updated vehicle position in the traffic-node-fixed coordinate system can likewise be transmitted to a higher-level system.
  • the device for determining the route includes the device for determining the direction information, a device for
  • a device for determining a vehicle speed can be designed, for example, as an acceleration sensor, in particular as a three-dimensional acceleration sensor.
  • a device for determining a vehicle rotation in particular in three-dimensional space, can be configured as a sensor for a yaw angle, a pitch angle and / or a roll angle or as a sensor for a yaw angular velocity, a pitch angular velocity and / or a roll angular velocity.
  • the arrangement comprises a
  • the arrangement comprises a Traffic node-side transmitting device.
  • the arrangement may further include a
  • Traffic control associated with control node This can control a traffic flow through the traffic node depending on the particular vehicle positions.
  • the traffic node-side transmitting device can be designed in accordance with one or more aspects (e) explained in this disclosure.
  • the method may be performed by means of a device according to one of the embodiments described in this disclosure.
  • the device is designed such that the
  • a signal of a traffic node-side transmitting device is received by a vehicle-side receiving device.
  • This signal may, in particular, be a response signal to a request signal transmitted on the vehicle side.
  • heading information is determined in a global reference coordinate system, with a spatial relationship between the global
  • Vehicle coordinate system determined.
  • the vehicle position in the traffic node fixed coordinate system is then determined depending on the direction information and the position of the traffic node side transmitting device in the vehicle coordinate system.
  • the method can be carried out in particular by means of an evaluation device on the vehicle side.
  • the method can be carried out, in particular, when the vehicle first arrives at a time of entry in a predetermined space around the vehicle
  • Traffic node is detected around.
  • the method advantageously makes it possible to determine the vehicle position in the traffic node fixed coordinate system precisely, quickly and computationally easily. Furthermore, already existing elements or sensors are used in an advantageous manner as a rule.
  • the process can be carried out once at the time of entry. As explained in more detail below, this so determined entry or initial vehicle position can be subsequently updated.
  • a yaw angle is determined as the direction of travel information, wherein the yaw angle denotes an angle between a vehicle longitudinal direction and a reference direction of the global reference coordinate system. This has been explained previously.
  • the track can hereby by a device for
  • the vehicle comprises a device for determining the vehicle position in the traffic knot-fixed coordinate system according to one of the embodiments described in this disclosure.
  • the vehicle position in the traffic knot-fixed coordinate system is determined by a method according to one of the embodiments described in this disclosure.
  • the traffic flow is controlled as a function of the vehicle position determined in this way.
  • the control can take place by determining and transmitting direction control signals and vehicle speed control signals to the vehicle.
  • FIG. 1 is a schematic block diagram of a device according to the invention
  • Fig. 2 is a schematic plan view of a traffic junction with several
  • FIG. 1 shows a schematic block diagram of a device 1 according to the invention for determining a vehicle position in a coordinate system fixed to the traffic knot.
  • the device 1 is arranged in a vehicle V1, V2, V3, V4 (see FIG. 2).
  • the device 1 comprises a transmitting / receiving device 2.
  • signals of a transport node-side transmitting / receiving device 3 can be received.
  • the device 1 comprises an inertial sensor embodied as a magnetometer compass sensor 7, wherein a yaw angle ⁇ can be determined by means of the magnetometer compass sensor 7.
  • the device 1 comprises a speed sensor 4, which detects a speed of the vehicle V1, V2, V3, V4.
  • the vehicle-side transmitting / receiving device 2, the magnetometer compass sensor 7 and the speed sensor 4 are signal and / or data technology connected to an evaluation device 5, which is also part of the device 1.
  • a position of the traffic node-side transmitting device 3 in a vehicle coordinate system can be determined by means of the evaluation device 5 as a function of at least one signal property of a signal received by the transmitting / receiving device 2.
  • Fig. 2 shows a schematic plan view of an intersection 6 with four road sections, each road section each comprising an entrance and a departure. Also shown are a first vehicle V1 which travels along the access of a first road section to the center of the intersection 6. Accordingly, a second, a third and a fourth vehicle V2, V3, V4 travel along the driveways of the further road sections towards the center of the intersection 6.
  • a method for determining a vehicle position in a traffic knot-fixed coordinate system is described as an example for the first vehicle V1. Of course, the same method can be used to determine the vehicle position of the other vehicles V2, V3, V4.
  • the first vehicle V1 and all other vehicles V2, V3, V4 may each comprise a device 1 (see FIG. 1).
  • the first vehicle V1 can periodically transmit request signals by means of the transmitting / receiving device 2. These can be received by a transport node-side transceiver 3. If a received power of a request signal is greater than a predetermined threshold value, then the traffic node-side transmitting / receiving device 3 generates a response signal, which in turn is received by the vehicle-side transmitting / receiving device 2.
  • Transport node-side transmitting / receiving device 3 has been sent, a distance of the vehicle-side transmitting / receiving device 2 of the
  • Vehicle coordinate system of the first vehicle V1 can be determined.
  • Vehicle coordinate system of the first vehicle V1 includes a vehicle longitudinal axis x V i, which may be oriented parallel to a roll axis of the vehicle V1. Further, the vehicle coordinate system of the first vehicle V1 comprises a transverse direction y V i, which may be oriented parallel to a pitch axis of the vehicle V1. Not shown is a vertical axis of the first vehicle V1, which may be oriented parallel to a yaw axis of the first vehicle V1. Also shown is an origin C V i of the
  • Vehicle coordinate system of the first vehicle V1 is already known.
  • This traffic-knot coordinate system comprises a longitudinal direction x N and a
  • Transverse direction y N wherein the transverse direction y N is oriented toward the magnetic north pole.
  • an origin C N of the traffic node fixed coordinate system which is arranged in the center of the driveways.
  • Coordinate systems depending on the transit time of the signal, a distance between the origin C V i of the vehicle coordinate system of the first vehicle V1 can be determined from the origin C N of the traffic knot-fixed coordinate system. Also, the angle of incidence of the vehicle-side
  • Receiving device received response signal in the vehicle coordinate system can be determined.
  • the angle of incidence and the distance can be coded as a direction vector in the vehicle coordinate system, the direction vector being oriented from the origin C V i of the vehicle coordinate system of the first vehicle V1 to the origin C N of the fixed-traffic coordinate system and the magnitude of the direction vector corresponding to the distance.
  • the position of the origin C N of the traffic node fixed coordinate system in the vehicle coordinate system of the first vehicle V1 can be determined as a vector (x (C N ) vi; y (C N ) vi).
  • a yaw rate ⁇ of the first vehicle V1 is determined.
  • the yaw angle ⁇ denotes an angle between the vehicle longitudinal direction x V i of the first vehicle V1 and the direction which is oriented toward the magnetic north pole. These Direction can also be referred to as Magnetic North. This direction forms a reference direction of a global reference coordinate system. The direction towards the magnetic north pole is oriented parallel to the transverse direction y N.
  • the yaw angle of the first vehicle V1 is 0 °.
  • the magnetometer compass sensor can detect a yaw angle ⁇ different from 0 °, wherein this deviation may be due to measurement noise, in particular measurement noise according to a mean-free Gauss distribution.
  • one standard deviation of this measurement noise may be between 1 0 (inclusive) and 5 ° (inclusive).
  • a yaw angle ⁇ of the second vehicle V2 is 90 °
  • a yaw angle ⁇ of the second vehicle V2 is 90 °
  • a transformation matrix T R can then be determined.
  • the transformation matrix T R allows the conversion of the coordinates of the origin C N of the traffic node fixed
  • the method may be performed when a vehicle V1, V2, V3, V4 first enters an entrance area at a predetermined area R around the origin C N of the traffic node fixed coordinate system.
  • the method described can be carried out once at the time of entry.
  • the thus determined vehicle position in the fixed traffic coordinate system can then be transmitted via the transmitting / receiving device 2 to a central control device, not shown, wherein the central control device in dependence of
  • the transmitted vehicle position can control a traffic flow through the intersection 6. Furthermore, the vehicle position in the traffic-knot-fixed coordinate system can be determined again after this first time. For this purpose, for example, a travel path of the vehicle V1, V2, V3, V4 can be determined between the entry time and a later, further time, wherein the travel path can be determined in dependence on speed information and direction information.
  • the speed information can be determined in dependence on the output signals of the speed sensor 4 (see FIG. 1) and the direction information in dependence on the yaw angle ⁇ (see FIG. 1). Furthermore, the vehicle position determined at the time of entry can be fixed in the traffic node
  • Fig. 3a shows an exemplary yaw angle a, which is between a
  • Coordinate system is determined, wherein the transverse direction y N is oriented parallel to a direction toward the magnetic north pole.
  • the yaw angle is positive and is about 30 °.
  • the yaw angle ⁇ is negative and is about -30 °.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)

Abstract

L'invention concerne un procédé et un dispositif destiné à déterminer une position de véhicule dans un système de coordonnées lié à un nœud de trafic, le dispositif (1) comportant au moins un moyen de réception (2) destiné à recevoir un signal d'un dispositif émission côté nœud de trafic (3) au moins un dispositif de détermination d'une information de direction de roulement dans un système de coordonnées de référence mondial et au moins un dispositif d'évaluation (5), une relation spatiale entre le système de coordonnées de référence mondial et le système de coordonnées lié au nœud de trafic étant déjà connue, une position du dispositif d'émission côté nœud de trafic (3) pouvant être déterminée dans un système de coordonnées de véhicule au moyen du dispositif d'évaluation (5) en fonction d'au moins une caractéristique d'un signal reçu, la position du véhicule dans le système de coordonnées lié au nœud de trafic pouvant être déterminée dans le système de coordonnées du véhicule au moyen du dispositif d'évaluation (5) en fonction de l'information de direction de roulement et de la position du dispositif d'émission côté nœud de trafic (3).
EP16729549.2A 2015-06-15 2016-06-14 Dispositif et procédé de détermination d'une position de véhicule dans un système de coordonnées lié à un noeud de trafic Withdrawn EP3308189A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015210958.5A DE102015210958A1 (de) 2015-06-15 2015-06-15 Vorrichtung und Verfahren zur Bestimmung einer Fahrzeugposition in einem verkehrsknotenfesten Koordinatensystem
PCT/EP2016/063573 WO2016202771A1 (fr) 2015-06-15 2016-06-14 Dispositif et procédé de détermination d'une position de véhicule dans un système de coordonnées lié à un nœud de trafic

Publications (1)

Publication Number Publication Date
EP3308189A1 true EP3308189A1 (fr) 2018-04-18

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP16729549.2A Withdrawn EP3308189A1 (fr) 2015-06-15 2016-06-14 Dispositif et procédé de détermination d'une position de véhicule dans un système de coordonnées lié à un noeud de trafic

Country Status (5)

Country Link
US (1) US20180364046A1 (fr)
EP (1) EP3308189A1 (fr)
CN (1) CN107750340A (fr)
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CN107750340A (zh) 2018-03-02

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