EP3338263B1 - Procédé et dispositif de détermination d'une place de stationnement au bord d'une route - Google Patents

Procédé et dispositif de détermination d'une place de stationnement au bord d'une route Download PDF

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Publication number
EP3338263B1
EP3338263B1 EP16758104.0A EP16758104A EP3338263B1 EP 3338263 B1 EP3338263 B1 EP 3338263B1 EP 16758104 A EP16758104 A EP 16758104A EP 3338263 B1 EP3338263 B1 EP 3338263B1
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EP
European Patent Office
Prior art keywords
parking space
parking
road
positions
mapping
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EP16758104.0A
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German (de)
English (en)
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EP3338263A1 (fr
Inventor
Andreas Hildisch
Jonas UHRIG
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP3338263A1 publication Critical patent/EP3338263A1/fr
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Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/14—Traffic control systems for road vehicles indicating individual free spaces in parking areas
    • G08G1/141—Traffic control systems for road vehicles indicating individual free spaces in parking areas with means giving the indication of available parking spaces
    • G08G1/143—Traffic control systems for road vehicles indicating individual free spaces in parking areas with means giving the indication of available parking spaces inside the 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
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/14—Traffic control systems for road vehicles indicating individual free spaces in parking areas
    • G08G1/145—Traffic control systems for road vehicles indicating individual free spaces in parking areas where the indication depends on the parking areas
    • G08G1/147—Traffic control systems for road vehicles indicating individual free spaces in parking areas where the indication depends on the parking areas where the parking area is within an open public zone, e.g. city centre
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/168—Driving aids for parking, e.g. acoustic or visual feedback on parking space

Definitions

  • One way to park a motor vehicle is to use a parking space located along a street.
  • a parking space is hereinafter referred to as a roadside parking space.
  • Ultrasonic sensors detect the shape of the road edge and the presence of obstacles. A virtual line is drawn between corner points of obstacles. The gap between the virtual line and the edge of the road is then recognized as a parking space. The course of the curb is determined using the data determined by the ultrasonic sensors.
  • position information about parking spaces can be obtained from a database.
  • the information obtained can then be further refined based on values from a sensor of the motor vehicle, as in US 6,178,377 B1 is pictured.
  • the EP 1 901 260 A1 describes a method and apparatus for correcting map information capable of correcting a positional deviation of an object on a second map based on a first map. For this purpose, reference points are extracted from the first map and inserted Interpolation process performed to correct the position and/or shape of the object to be suitable for the second map.
  • the invention is based on the object, starting from the EP 1 901 260 A1 to provide an improved technique for determining a roadside parking space.
  • the invention is based on the idea of obtaining parking information about a roadside parking space from a publicly accessible first data source and refining it on the basis of other map information that can come from another data source.
  • Both data sources can be designed independently of each other as a database.
  • the parking information can come from a public mapping platform such as OpenStreetMap (OSM), to which anyone can contribute, for example by measuring parking spaces themselves using GPS and uploading the information to a central server. It has been shown that position information for parking spaces, as used in OpenStreetMap, is often inaccurate, so that it cannot be used directly for vehicle navigation or parking space searches.
  • OSM OpenStreetMap
  • a road route on which the motor vehicle can move can be obtained from another, second data source, with the accuracy of the stored information usually being significantly higher than that of the first data source.
  • This data source can include, for example, the map memory of a navigation system.
  • a deviation between a reference point of the road from the second data source and its actual position is usually in the range of 10 centimeters or less.
  • the position of the motor vehicle can preferably be of similar quality Accuracy can be determined and then referenced to the information from the second data source.
  • a driver of the motor vehicle can then be guided in an improved manner to drive the motor vehicle towards or along the parking space, for example in order to find a free parking space in the parking space.
  • the motor vehicle can also be driven to the parking space or the free parking space by means of an autonomous control, which does not need to be further monitored by a driver of the motor vehicle.
  • a method of determining a roadside parking space includes steps of determining an initial position and an end position of the parking space using parking space information from a first data source, the parking space extending between the initial position and the end position; determining positions of a course of a road in the area of the starting and ending positions of the parking lot using map information from a second data source; and mapping the positions of the parking space with respect to the course of the road such that the imaged parking space extends immediately next to the road, the position of the parking space being corrected.
  • the image which is carried out as a geometric image, corrects the position of the parking space in a simple and reliable manner so that it corresponds more closely to reality.
  • a street side of the street is assigned to the parking lot, with the imaging taking place in such a way that the imaged parking space lies next to an outermost lane of the assigned side of the street. This allows the parking lot can simply be mapped to its correct location or an improved approximate location. Mapping can also be used on roads with multiple lanes in different directions and equally for right-hand and left-hand traffic.
  • the imaging includes rotating the initial and final positions around a common pivot point, so that the imaged initial position and the imaged end position are at the same distance from the road as possible.
  • the pivot point can be selected, for example, on the route between the start and end positions, in one embodiment in the middle of this route.
  • the starting position or the end position or a point outside the route can also be used as a pivot point. Rotating can reduce or eliminate many of the common inaccuracies or errors that may be superimposed on the start and end positions.
  • the imaging includes moving the start and end positions perpendicular to the road. It is particularly preferred that the shifting is carried out after the rotating described above. A combined rotation and translation can also be performed in a single step. Moving can easily correct or improve the position of the start and end positions.
  • the shifting is preferably carried out along an imaginary or actually constructed line that extends perpendicular to the course of the road through the start or end position.
  • the imaging includes curving the parking lot along the course of the road in its extent between the initial position and the final position.
  • the parking lot can be nestled along the course of the street. Curving the parking space can be done before or after rotating or before or after moving the start and end positions take place. An approximation of a parking space that is assumed to be linear to a curved road can be carried out in an improved manner.
  • the start and end positions of several parking spaces are determined and mapped, with the mapped parking spaces being combined.
  • a parking lot that is composed of several linear sections can be determined more realistically in its actual shape along the course of the road. This approach is useful, for example, if the parking information models a non-rectilinear parking space as several rectilinear segments.
  • Merging involves interpolating between two parking spaces.
  • the course of the road has a curvature and the parking spaces extend on the outside of the curvature, linear sections of the parking lot that are not exactly adjacent to one another are connected to one another using interpolation. An obvious error in dividing the parking lot into linear sections can be easily corrected.
  • Merging may also include discarding a portion of a parking lot that intersects another portion at an acute angle. This error can occur particularly on the inside of a curved road. By discarding a short protruding section of the parking lot, a simple and reliable correction to the representation of the parking lot can be made.
  • the mapping takes place on the basis of further semantic information that is assigned to the parking space.
  • Such information can in particular indicate whether individual parking spaces for motor vehicles in the parking lot are provided parallel to the course of the road, perpendicular to the course of the road or at an angle to the course of the road.
  • Additional semantic information may include, for example, at what times what prices or under what circumstances the parking space can be used. For example, a residents' parking space, a disabled parking space and a supplier parking space can be identified and, if necessary, related to the corresponding data of the motor vehicle or its driver in order to determine the specific usability of the parking space.
  • the method is carried out on board a motor vehicle, with an occupancy status of a parking space in the parking lot being determined using a sensor of the motor vehicle. If the location of the parking space is corrected using the method described above, it can be easy to drive to the parking space using the motor vehicle and use a sensor to determine a free parking space.
  • the sensor can, for example, work on the basis of ultrasound, laser, radar or even optically. The driver can then be informed of a free parking space or, in the case of autonomous control, the motor vehicle can automatically park in the parking space.
  • An apparatus for determining a roadside parking space includes a first interface to a first data source for determining an initial position and an end position of the parking space, the parking space extending between the initial position and the end position; a second interface to a second data source for determining a course of a street in the area of the start and end positions of the parking lot; and a processing device for mapping the positions of the parking space with respect to the course of the road in such a way that the imaged parking space extends directly next to the road and the position of the parking space is corrected.
  • Figure 1 shows a schematic representation of two exemplary streets 105 and several exemplary parking spaces 110 in a map display. Positions or courses of the streets 105 usually come as positions of a parking lot 110 from a predetermined first data source, as described below with reference to Figure 3 will be described in more detail. In the upper area of Figure 1 the streets 105 and the parking lots 110 are shown in their original relative positions, while in the lower area of Figure 1 the parking spaces 110 are shown in their depicted, corrected positions with respect to the streets 105.
  • a road 105 has one or more lanes 115.
  • the road 105 has a course 120, which is usually defined on the basis of individual positions 125. Between individual positions 125, for example, an interpolation can take place on the basis of a Bézier curve or a spline.
  • the geometric data of the road 105 usually comes from a second data source, as will be explained in more detail below, with the information about the road 105, its lanes 115, the positions 125 and the course 120 usually being very precise, for example in the range of approx. 10 centimeters.
  • the geometric information of the road 105 can be represented in any way, for example graphically or as a data structure in a working memory of a processing device.
  • a reference system for the information is preferably a geodetic system such as WGS84.
  • a parking space 110 is typically defined by an initial position 130 and an end position 135, between which the parking space 110 extends.
  • the extent of the parking space 110 is assumed to be linear. It is not always known which of the positions 130, 135, based on a direction of travel along the Parking lot 110, which is assigned to a starting position and which is assigned to an end position of the parking lot 110, so that it cannot be known on which side of the street the parking lot 110 is located with respect to the street 105.
  • Parking lot 110 is a roadside parking lot, which in reality is usually directly adjacent to street 105 or one of its lanes. If several lanes 115 are provided, the parking lot 110 is usually located directly next to the outermost (slowest) lane 115. In right-hand traffic, the parking lot 110 is usually to the right of a lane 115 in the direction of travel, and in left-hand traffic it is to the left. Regardless of the actual shape of the parking lot 110, its extent is typically specified in one or more linear segments, each defined by an initial position 130 and an end position 135. A curved parking lot 110 can be modeled by multiple linearly extending parking spaces 110. Information about the parking lot 110 from the first data source and information about the course of the road 105 from the second data source differ, as referred to below Figure 3 is described in more detail, usually in terms of timeliness, scope or accuracy.
  • the first data source includes a publicly accessible database such as OpenStreetMap, which anyone can access online and into which a registered user can also enter new or updated information, for example about a parking space 110. While the reliability of the information from the first data source, for example whether or not there is a parking space 110 at the specified position, can be high, the accuracy of the start and end positions 130, 135 is often significantly lower than that of the information from the second data source. Depending on the accuracy of a positioning device that a user used to determine positions 130, 135 of a parking space 110 before feeding them into the first data source, deviations between the positions 130, 135 and the actual boundaries of the parking space 110 may occur in the area one or more meters.
  • OpenStreetMap a publicly accessible database
  • the positions 130, 135 can also be related to a geodetic system, which preferably corresponds to that of the first data source.
  • the parking space 110 or the positions 130, 135 can be represented in any way, for example graphically or as any, for example vector-oriented data structure.
  • a parking space 110 is additionally assigned semantic information 140, which can include further information, in particular about the usability of the parking space 110.
  • the semantic information 140 can come from any data source, for example from the same data source as the positions 130, 135 of the parking lot 110.
  • the semantic information 140 can, for example, provide an indication of at what times and by which user group (severely disabled people, residents, suppliers ), under what circumstances (parking ticket, parking permit, parking disc) or how long the parking space 110 can be used by a motor vehicle.
  • the semantic information 140 can indicate how the parking lot 110 or individual parking spaces 145 are laid out with respect to the street 105.
  • the parking spaces 145 are laid out parallel, perpendicular or oblique to the course 120 of the street 105. It can also be noted whether it is a paved parking space 110, partial or complete parking on a shoulder or a sidewalk, and whether individual parking spaces 145 are marked or not. An indication of the size of storage areas 145 can also be provided.
  • the starting position 130 and the end position 135 are rotated about a common pivot point 150 until the parking lot 110 is as parallel as possible to the course 120 of the street 105.
  • Parallelism is preferably assumed if the distances between the starting position 130 and the end position 135 from the course 120 are as equal as possible.
  • the pivot point 150 can be chosen flexibly, but is preferably between the starting position 130 and the end position 135.
  • the initial position 130 is shifted along a straight line that runs through the initial position 130 and is perpendicular to the course 120.
  • the end position 135 is displaced along a straight line that runs through the end position 135 and is also perpendicular to the course 120.
  • both positions 130, 135 are shifted by the same amount. If the parking space 110 is already rotated parallel to the path 120, it is shifted perpendicular to the path 120. The shifting takes place until the parking space 110 is at the correct distance from an adjacent lane 115.
  • the bicycle path can be interpreted as the outermost traffic lane 115 and the parking lot 110 is moved so that it adjoins the bicycle path.
  • the distance can be zero.
  • the two steps mentioned can also be carried out together by shifting the starting position 130 and the end position 135 by amounts that are independent of one another. Further steps and variants of the The proposed approach is described below with reference to Figure 2 described in more detail.
  • Figure 2 shows a schematic representation of a further exemplary street 105 with exemplary parking spaces 110.
  • the street 105 with its course 120 and its lanes 115 are shown together with several exemplary parking spaces 110, the start and end positions 130, 135 of which are already according to the above statements have been corrected or mapped with respect to the course 120.
  • the individual parking spaces 110 have already been grouped together in an improved manner.
  • Road 105 describes a curve with a predetermined curvature.
  • the individual parking spaces 110 are no longer directly adjacent to one another; Gaps 205 have formed which may result from the mapping process described above or from inaccuracy in the information from the first data source.
  • a gap 205 is preferably closed by interpolating the course of the parking lot 110 in the area of the gap 205. The interpolation can always take place when the gap 205 is smaller than a predetermined dimension, is on the outside of the curve of the road 105 or when semantic information 140 is available from which it can be concluded that the parking lot 110 should not have a gap 205.
  • Several parking spaces 110 overlap on the inside of the curve. It is proposed to delete short, protruding sections 210 of the intersecting parking spaces 110 under predetermined conditions in order to be able to specify an improved course of the parking space 110. For example, a section 210 may be deleted if it extends less than a predetermined amount from an intersection 215 between two parking spaces 110. In addition, it may be required that the parking spaces 110 form an acute angle with one another at the intersection 215.
  • a fourth step it can also be checked whether there is a free parking space 145 for parking a motor vehicle 300 in one of the parking spaces 110.
  • the motor vehicle 300 can drive along the roadside parking lot 110 in the lane 115 and scan the parking lot 110 at a predetermined vertical height. If there is no object there, it can be concluded that there is a free space 145.
  • the size of the free parking space 145 can be determined and compared with dimensions of the motor vehicle 300. A free parking space 145 can only be displayed if it is sufficiently large for the motor vehicle 300.
  • a driver of the motor vehicle 300 can also specify certain conditions that a parking space 145 should meet. For example, he can indicate his membership of a predetermined user group or demand that a parking fee should be below a predetermined threshold. If a footprint 145 does not meet one of the specifications, the footprint 145 cannot be displayed as free.
  • Figure 3 shows a motor vehicle 300 with a device 305, which is set up in particular to carry out the method described above.
  • the device 305 includes a processing device 310 with a first interface 315 to the above-mentioned first data source 320 and a second interface 325 for connection to the above-mentioned second data source 330.
  • the data sources 320 and 330 can be implemented in any desired way. For example, they can be accommodated completely or partially on board the motor vehicle 300. In another embodiment, information from the data sources 320 or 330 can also be received from an external source using a wireless interface 335, which can be, for example, WLAN or mobile communications.
  • a positioning device 340 can additionally be provided, which preferably comprises a navigation receiver for satellite signals.
  • the first data source 320 can, for example, include OpenStreetMap and the second data source 330 map information from a manufacturer of the motor vehicle 300.
  • a sensor 345 can be provided to scan a parking space 110 at a predetermined vertical height and thus determine an occupancy status of the parking space 110 or one of its parking spaces 145. Based on the signals from the sensor 345, the processing device 310 can superimpose an occupancy state (“Occupancy Grid”) on an internal representation of the street 105 and the parking lot 110. This information can be presented to a driver of the motor vehicle 300.
  • an occupancy state (“Occupancy Grid”)

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)

Claims (8)

  1. Procédé de détermination d'une aire de stationnement en bord de route (110), le procédé comprenant les étapes suivantes :
    - détermination d'une position de début (130) et une position de fin (135) de l'aire de stationnement (110) en utilisant des informations d'aire de stationnement provenant d'une première source de données, l'aire de stationnement (110) s'étendant entre la position de début (130) et la position de fin (135) ;
    - détermination de positions (125) d'un tracé (120) d'une route (105) dans la zone des positions de début (130) et de fin (135) de l'aire de stationnement (110) en utilisant des informations cartographiques provenant d'une deuxième source de données ;
    - représentation des positions de l'aire de stationnement (110) en référence au tracé (120) de la route (105) de telle sorte que l'aire de stationnement (110) représentée s'étende directement à côté de la route (105), la position de l'aire de stationnement (110) étant corrigée,
    la première source de données comprenant une base de données accessible au public et la représentation des positions de l'aire de stationnement (110) comportant des transformations géométriques, comprenant la rotation, le déplacement et/ou la courbure, les positions de début (130) et de fin (135) de plusieurs aires de stationnement (110) étant déterminées et représentées, et les aires de stationnement (110) représentées étant regroupées ;
    le regroupement comprenant une interpolation entre deux aires de stationnement (110), avec laquelle des portions linéaires des aires de stationnement qui ne sont pas exactement contiguës l'une à l'autre sont reliées entre elles par interpolation.
  2. Procédé selon la revendication 1, un côté de route (105) de la route (105) étant associé à l'aire de stationnement (110) et la représentation s'effectuant de telle sorte que l'aire de stationnement (110) représentée se trouve à côté d'une voie de circulation la plus extérieure (115) du côté de route (105) associé.
  3. Procédé selon la revendication 1 ou 2, la représentation comprenant une rotation de la position de début (130) et de fin (135) autour d'un point de rotation commun (150), de sorte que la position de début (130) représentée et la position de fin (135) représentée présentent des distances aussi égales que possible par rapport à la route (105).
  4. Procédé selon l'une des revendications précédentes, la représentation comprenant un déplacement de la position de début (130) et de fin (135) respectivement perpendiculairement à la route (105).
  5. Procédé selon l'une des revendications précédentes, la représentation comprenant une courbure de l'aire de stationnement (110) le long du tracé (120) de la route (105) dans son extension entre la position de début (130) et la position de fin (135).
  6. Procédé selon l'une des revendications précédentes, la représentation étant effectuée sur la base d'informations sémantiques (140) supplémentaires qui sont associées à l'aire de stationnement (110).
  7. Procédé selon l'une des revendications précédentes, le procédé étant mis en œuvre à bord d'un véhicule automobile (300), et un état d'occupation d'une surface d'arrêt (145) sur l'aire de stationnement (110) étant déterminé au moyen d'un capteur (345) du véhicule automobile (300).
  8. Arrangement de détermination d'une aire de stationnement en bord de route (110), le dispositif comprenant ce qui suit :
    - une première interface (315, 335) avec une première source de données (320), pour déterminer une position de début (130) et une position de fin (135) de l'aire de stationnement (110), l'aire de stationnement (110) s'étendant entre la position de début (130) et la position de fin (135) ;
    - une deuxième interface (325, 335) avec une deuxième source de données (330), pour déterminer un tracé (120) d'une route (105) dans la zone des positions de début (130) et de fin (135) de l'aire de stationnement (110) ; et
    - un dispositif de traitement (310) destiné à représenter les positions de l'aire de stationnement (110) en référence au tracé (120) de la route (105) de telle sorte que l'aire de stationnement (110) représentée s'étende directement à côté de la route (105), la position de l'aire de stationnement (110) étant corrigée, la première source de données comprenant une base de données accessible au public et la représentation des positions de l'aire de stationnement (110) comportant des transformations géométriques, comprenant la rotation, le déplacement et/ou la courbure, les positions de début (130) et de fin (135) de plusieurs aires de stationnement (110) étant déterminées et représentées, et les aires de stationnement (110) représentées étant regroupées ;
    le regroupement comprenant une interpolation entre deux aires de stationnement (110), avec laquelle des portions linéaires des aires de stationnement qui ne sont pas exactement contiguës l'une à l'autre sont reliées entre elles par interpolation.
EP16758104.0A 2015-08-18 2016-08-12 Procédé et dispositif de détermination d'une place de stationnement au bord d'une route Active EP3338263B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015215693.1A DE102015215693A1 (de) 2015-08-18 2015-08-18 Verfahren und Vorrichtung zum Bestimmen eines Straßenrand-Parkplatzes
PCT/EP2016/069247 WO2017029220A1 (fr) 2015-08-18 2016-08-12 Procédé et dispositif de détermination d'une place de stationnement au bord d'une route

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EP3338263A1 EP3338263A1 (fr) 2018-06-27
EP3338263B1 true EP3338263B1 (fr) 2024-03-27

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KR100376895B1 (ko) 1996-09-20 2003-03-19 도요다 지도샤 가부시끼가이샤 위치 정보 제공 시스템 및 장치
DE102007002262A1 (de) * 2007-01-16 2008-08-21 GM Global Technology Operations, Inc., Detroit Verfahren und Vorrichtung zur Unterstützung des Fahrers eines Kraftfahrzeugs beim Einparken
DE102008012411A1 (de) * 2008-03-04 2009-09-10 Universität Konstanz Interaktive Methode zur integrierten Darstellung schematischer Netzpläne und geographischer Karten
DE102008046367A1 (de) * 2008-09-09 2010-03-11 Valeo Schalter Und Sensoren Gmbh Verfahren und Vorrichtung zur Unterstützung eines Einparkvorgangs eines Fahrzeugs
DE102009029553A1 (de) * 2009-09-17 2011-03-24 Robert Bosch Gmbh Verfahren und Vorrichtung zur Erfassung der Orientierung einer Parklücke für ein Fahrzeug
US8606499B2 (en) * 2011-12-16 2013-12-10 Navteq B.V. Method and apparatus for determining parking area location information
DE102012219233A1 (de) * 2012-10-22 2014-04-24 Felix Huljus Verfahren und/oder Vorrichtung zur Erfassung und Darstellung einer Fahrzeugplatzauslastung
JP5975172B2 (ja) * 2013-04-26 2016-08-23 トヨタ自動車株式会社 駐車支援装置
DE102014212843A1 (de) * 2014-07-02 2016-01-07 Robert Bosch Gmbh Verfahren zur Parkplatzvermittlung und Freier-Parkplatz-Assistenzsystem

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Publication number Priority date Publication date Assignee Title
EP1901260A1 (fr) * 2005-07-07 2008-03-19 Matsushita Electric Industrial Co., Ltd. Dispositif de correction d informations cartographiques, procédé de correction d informations cartographiques, programme, dispositif de communication d informations utilisant le programme, et dispositif d acquisition d informations

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DE102015215693A1 (de) 2017-02-23
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