WO2009156222A1

WO2009156222A1 - Determination of the position and speed of a vehicle

Info

Publication number: WO2009156222A1
Application number: PCT/EP2009/055173
Authority: WO
Inventors: Andreas Vogel
Original assignee: Robert Bosch Gmbh
Priority date: 2008-06-24
Filing date: 2009-04-29
Publication date: 2009-12-30
Also published as: DE102008002602B4; DE102008002602A1

Abstract

In a method for determining a position (P1) and/or a speed (v1) of a first vehicle (F1) a relative position (a, α) and/or a relative speed (v, ε) of a second vehicle (F2) in relation to the first vehicle (F1) is determined. The relative position (a, α) or relative speed (v, ε) of the second vehicle (F2) which is determined is taken into account in the determination of the position (P1) and/or of the speed (v1) of the first vehicle (F1) using digital transportation route data (S1, S2, ß1, ß2). A device for determining a position (P1) and/or a speed (v1) of a first vehicle (F1) comprises a memory device (10), a measuring device (12) and an evaluation device (14). The memory device (10) serves to store and make available digital transportation route data (S1, S2, ß1, ß2). The measuring device (12) is provided for determining a relative position (a, α) and/or a relative speed (v, ε) of a second vehicle (F2) in relation to the first vehicle (F1). And the evaluation device (14) is provided for taking into account the determined relative position (a, α) or relative speed (v, ε) of the second vehicle (F2) for the determination of the position (P1) and/or speed (v1) of the first vehicle (F1) using the digital transportation route data (S1, S2, ß1, ß2).

Description

ROBERT BOSCH GMBH, 70442 Stuttgart

POSITION AND SPEED DETERMINATION OF A VEHICLE

The invention relates to a method for determining a position and / or a speed of a first vehicle.

In addition, the invention relates to a device for determining a position and / or a speed of a first vehicle.

Previous conventional methods for determining a position and / or a speed, such as that described in EP 0 759 151 B2, have the disadvantage that - depending on the course of the route used - a long distance has to be traveled by the first vehicle until the determination the position and / or speed of the vehicle is completed so far that it is subject to only a small probability of error.

The invention has for its object to provide an improved position and / or speed determination len. Moreover, it is an object of the invention to provide a device with this advantage.

This object is achieved with the features of the independent claims. Advantageous embodiments of the invention are indicated in the dependent claims.

The invention is based on a generic method in that it comprises the following steps: determining a relative position and / or a relative speed of a second vehicle with respect to the first vehicle, wherein the relative position or relative speed of the second vehicle is determined by means of a measuring method; and

- Considering the relative position and / or the relative speed of the second vehicle in the determination of the position and / or the speed of the first vehicle using digital traffic route data. The measuring method is preferably a distance measuring method and / or an angle measuring method and / or a speed measuring method. By including measurement data relating not only to or relating to the first (own) vehicle, it is possible to shorten the distance to be traveled to determine the position and / or speed of the first vehicle. In addition, it can be used to improve the determination of one's own lane on a multi-lane road, the recognition of the correct road from several parallel roads, the recognition of cross roads, intersections and junctions, as well as the detection of a departure time on a road from a car park or parking lot. Thus, even under certain circumstances a position determination can be carried out by map matching for the first vehicle, if it does not move at all or only at low speed.

In a preferred embodiment, the measuring method is carried out as part of an adaptive cruise control (ACC) method.

A further preferred embodiment provides that the determined relative position and / or relative speed of the second vehicle is used for a prediction of a future position or speed of the first vehicle. In other words, positions of one or more vehicles in their own lane are added to the beginning of their own sequence of positions (pearl necklace) as new future positions. The position sequence thus extended can be used to carry out a comparison algorithm of conventional map matching processing. will give. As a result, position sequences of preceding vehicles are compared with digital traffic route data (matched) and a correlation distance for the own vehicle is extended. Because the own position is not (anymore) at the beginning of the position sequence, a more precise matching can be carried out for the own (current) position.

In a likewise preferred embodiment of the method, a sequence of positions of the second vehicle is mapped onto digital traffic route data and assigned to a traffic route, in particular a traffic lane of the traffic route.

A preferred embodiment of the method provides that a position and / or speed of the first and / or

Position and / or speed of the second vehicle is determined by means of a dead reckoning method.

In a likewise preferred development of the method, information about at least one lane on which the second vehicle is located is evaluated.

Furthermore, the method can be configured such that position data and / or speed data of at least two second vehicles are evaluated.

A further advantageous embodiment provides that at least one previous position and / or speed data of the second vehicle is evaluated.

The invention is based on a generic device in that it comprises a memory device, a measuring device and an evaluation device. The storage device serves to store and make available digital traffic route data. The measuring device is intended to be a relative position and / or a relative speed of a second vehicle with respect to the first Vehicle to determine. The evaluation device is provided to take into account the determined relative position and / or the determined relative speed of the second vehicle for determining the position and / or the speed of the first vehicle using the digital traffic route data.

The invention will now be described by way of example with reference to the accompanying drawings by way of particularly preferred embodiments.

Show it:

1 shows a schematic overview sketch with two vehicles to explain a first embodiment, which uses a distance measuring method;

FIG. 2 shows a schematic overview sketch with two vehicles for explaining a distance and / or direction and / or a speed measuring method; FIG.

Fig. 3 is a schematic outline sketch with two vehicles for explaining a second embodiment in which the second vehicle on a

Main axis of the first vehicle is located; and

4 is a schematic overview diagram with two vehicles to explain a third embodiment, wherein a speed measuring method is used.

In the following, features of the arrangements shown in the figures will be described, which can be realized in a common embodiment. By using matching reference numerals, method steps and components are also supported by means of such description parts. written that are associated with other characters.

1 shows a schematic overview sketch with two vehicles F1, F2 for explaining a first embodiment, which uses a distance measuring method. The first vehicle Fl moves on a lane Sl in the reference direction Rl, while the second vehicle F2 moves on a lane S2 in the reference direction R2, where S2 can also be a Nachbahrfahrspur or oncoming lane. Although drift and shear movements occur when cornering and smoothness, due to which the vehicle Fl can move in a slightly different direction than the vehicle longitudinal axis would correspond. Nevertheless, for the purpose of simplifying the explanation of the present invention and without restricting the generality, it is assumed below that a direction of travel R1 of the first vehicle F1 coincides both with a direction of the lane Sl and with a longitudinal axis of the vehicle F1 (the same applies to FIG the second vehicle F2). Direction-dependent measurement data typically refer to a co-ordinate system with a vehicle longitudinal axis as the reference direction. The lanes Sl, S2 shown in Fig. 1 may belong to the same road or to different roads crossing at the point K1. By means of a distance measurement, a distance a of the second vehicle F2 from the first vehicle F1 is determined. This can be done by means of a transit time measurement.

In addition, at least an approximate detection of the direction CC is desirable, in which the second vehicle F2 is located with respect to the longitudinal axis of the first vehicle Fl. For this purpose, a radar method outlined in FIG. 2, a transponder method or an ACC sensor 12 is suitable for this purpose. To this end, the vehicle Fl emits transmission signals SS1, SS2, SS3. Of these signals, the transmission signal SS2 directed to the vehicle F2 is partially reflected (or answered) by means of reflection on the body (or reaction of a transponder attached to the vehicle F2) in the form of the reception signal ES. In In a radar or transponder method, the direction determination can be carried out, for example, by providing a plurality of receiving or transmitting antennas with directivity at the first (or second) vehicle F1 (or F2) in order to obtain a difference between reception or transmission field strengths for different directions and to evaluate this difference in order to determine the direction CC with respect to a major axis of the first (or second) vehicle Fl (or F2).

It is explained below how a position Pl of the first vehicle F1 on the lane Sl can be determined from the determined direction CC and the determined distance a. For the sake of simplicity, it is now assumed-without limiting the generality-that the current detection range of the measuring device 12 on the first vehicle leaves no further lanes apart from the lanes S1 and S2. By means of two in a (short) time interval successive direction measurements can be determined on which lane, the second vehicle F2 is likely to move, so whether it is on the same lane Sl as the first vehicle Fl, or on the other lane S2. In the case constellation shown in FIG. 3, approximately the same angle CC to the second vehicle F2 would be determined in both measurements. In the case constellation illustrated in FIG. 1, the determined values of the directional angles CC of successive directional measurements differ.

On the basis of the geometric methods described below, the person skilled in the art can set up or program a computing device in such a way that it carries out some or all of the described methods by calculation. First, it will be described for the case constellation shown in FIG. 1 how a position of the first vehicle F1 can be determined. From digital traffic data, one direction is the first one

Lane Sl known, and a direction ß2 of the second lane S2. The dot-dashed arrow RO points north. This results between the lanes Sl, S2 a crossing angle ß = ß2 - ß. The value of the angle 52 is β - α. Now, a first auxiliary straight line Gl is drawn, which intersects the image of the lane S2 at any point P3 at the angle 53 (= step angle to 52). On the auxiliary straight line Gl a distance sg with the length a is removed. By the thus determined end point P4 of the route al2g a parallel G2 is drawn to S2. The searched position Pl of the first vehicle F1 is located where the parallel G2 intersects the image of the lane Sl. This embodiment has the advantage that the second vehicle F2 does not need to know an absolute position P2, but only the traffic route or the traffic lane S2 on which it is located. Conversely, however, after applying the method for determining the position P1 of the first vehicle F1, the angle CC can be used to construct an image of another straight line which is defined both by the position P1 of the first vehicle F1 and by the position P2 of the vehicle second vehicle F2 runs. The intersection of this further straight line with S2 corresponds to the position P2 of the second vehicle F2. With the method according to the invention, therefore, an absolute position P2 of a second vehicle F2 can also be determined.

If the second lane S2 has one or more curves, a copy of the image of the traffic lane S2 is used as the parallel G2, the parallel G2 having correspondingly arranged curves with corresponding curve geometry as the traffic lane S2. So in this case, parallel is not a straight line but a curved line. The parallel G2 is preferably to be arranged to intersect the image of the lane Sl at the point P1 corresponding to the point of intersection K1 on the curve of the parallel G2.

The method explained with reference to FIG. 1 can also be used when the lanes S1 and S2 do not actually intersect, but only imaginary extensions of the lanes S1, S2. Incidentally, the procedure is also then applicable if the lane S2 is not a lane different from the lane Sl, but a continuation of the lane Sl in another direction R2.

If relative distances a ', a' 'to at least two second

Vehicles F2 ', F2' 'and positions P2', P2 '' of these vehicles F2 ', F2' 'can be determined, the position Pl of the own vehicle Fl can be determined without measuring the angle OC. For then corresponds to the position Pl of the first vehicle Fl of a corner of a triangle, in which the side opposite to the corner, has a length which corresponds to a distance between the two second vehicles F2 ', F2' ', which is equal to the amount of Difference of the position vectors of the positions P2 ', P2 "(which are assumed to be detectable in this case); and wherein the length of a second side is a distance a 'to the first F2' of the two second vehicles F2 ', F2' 'and the length of the third side is a distance a' 'to the second F2' 'of the two second vehicles F2', F2 '' corresponds.

3 shows a schematic overview sketch with the two vehicles F1, F2 for explaining a second embodiment, in which the second vehicle F2 is located in the reference direction R1 of the first vehicle F1. The value of the crossing angle β between the lanes Sl, S2 is zero degrees in this case constellation; and the first auxiliary straight line Gl coincides with the reference direction Rl. In this case constellation, the position Pl of the first vehicle Fl can be determined when not only the lane S2 on which the second vehicle F2 is located, but also the position P2 of the vehicle F2 on the lane S2. On the auxiliary straight line Gl, a distance sg with the length a is removed starting from the location P2 of the vehicle F2. The sought position Pl of the first vehicle F1 is located where the final position point P4 marks the end of the route sg on the auxiliary straight line Gl. Under certain circumstances, the position P2 of the second vehicle F2 can be determined from a behavior of the second vehicle F2, wherein the behavior is preferably measured from the first or from the second vehicle. For example, track sections may have a characteristic course of elevation and / or characteristic slow driving positions. These typically lead to pitching and acceleration movements of the second vehicle F2, which can be detected depending on the measurement method and allow conclusions about a position P2 of the second vehicle F2.

4 shows a schematic overview sketch with two vehicles F1, F2 for explaining a third embodiment, wherein a speed measuring method is used. The traffic situation shown in the figure corresponds to that shown in Fig. 1. A speed sensor, such as a Doppler frequency meter, detects a radial velocity component vr of the second vehicle F2 relative to the first vehicle F1. With a second measuring function-for example an angle change speed measuring function-a tangential velocity component vt of the second vehicle F2 relative to the first vehicle F1 is detected. From these two speed components vr, vt it is possible-for example by means of vector addition-to determine a relative velocity vector v of the second vehicle F2 with respect to the first vehicle F1. From a known velocity vector v2 of the second vehicle F2 and the relative velocity vector v, an absolute velocity vi of the first vehicle F1 can be determined as the velocity difference vector vi.

In addition, the relative position a, CC and / or the relative speed v, ε of the second vehicle F2 can be used in determining the position Pl and / or the speed vi of the first vehicle F1, a position P2 and / or speed v2 for to unload the first vehicle Fl shut down. If the determination according to the invention of the position and / or speed of the first vehicle F1 does not serve an ACC-specific, collision avoidance-specific or collision preparation-specific application, a further development provides that the position and / or speed determination is also based on the assumption that the first vehicle F1 is not on a collision course with the second vehicle F2. For example, it can (depending on a relative speed between the first and second vehicle) for the first vehicle Fl

Partial distances of a counter or parallel lane before and / or behind the second vehicle F2 be excluded as possible positions of the first vehicle Fl. In this way, an actual position Pl of the first vehicle F1 tends to be more accurately determined.

Preferably, a separate relative position sequence is generated in each case for a plurality of second vehicles and evaluated by means of map matching.

In a first development of the above-described embodiments of the invention, the information about the position P2 and / or speed v2 of the second vehicle F2 is obtained by means of a navigation device of the second vehicle F2 and transmitted to the first vehicle F1, for example by radio. In a second development, the second vehicle F2 has a transponder which feeds this information P2, v2 into a transponder response signal ES, which is received and evaluated by a receiver on the first vehicle F1. In both developments, the first

Vehicle Fl determine its position Pl or speed vi from a difference between the relative position a, OC and position P2 or from a difference between the relative speed v, ε and speed v2. By means of at least one further sensor 16 - such as a video camera - a panoramic view can be increased, so that further relative positions a, OC can be generated, preferably by such vehicles F2, which are not on their own lane Sl.

If a position of one or more second vehicles F2 is known or can be determined, the position P2 of the second vehicle F2 can be displayed in a map which is displayed on a display of the first vehicle F1. Thus, for the driver of the first vehicle Fl approaching oncoming traffic at bottlenecks, as well as turning and overtaking maneuvers perceptible.

The features of the invention and the prior art disclosed in the foregoing description, in the drawings and in the claims may be essential to the realization of the invention both individually and in any combination.

Claims

claims

Method for determining a position (Pl) and / or a speed (vi) of a first vehicle (Fl), the method comprising the following steps:

- Determining a relative position (a, CC) and / or a relative speed (v, ε) of a second vehicle

(F2) with respect to the first vehicle (Fl), wherein the relative position (a, OC) or relative speed (v, ε) of the second vehicle (F2) is determined by means of a measuring method; and

- Considering the relative position (a, CC) and / or the relative speed (v, ε) of the second vehicle

(F2) in the determination of the position (Pl) and / or the speed (vi) of the first vehicle (Fl) using digital traffic route data (Sl, S2, ßl, ß2).

2. Method according to claim 1, wherein the measuring method is part of an adapative cruise control method (ACC).

Method) is performed.

3. The method according to claims 1 or 2, wherein the determined relative position (a, CC) and / or relative speed (v, ε) of the second vehicle (F2) for a prediction of a future position (P2) or speed (v2) of the first vehicle (Fl) is used.

4. The method according to any one of claims 1 to 3, wherein a sequence of positions (P2v, P2) of the second vehicle (F2) is mapped to digital traffic route data (Sl, S2, ßl, ß2) and a traffic route, in particular a lane (S2 ) of the traffic route.

5. Method according to one of claims 1 to 4, wherein a position (Pl) and / or speed (vi) of the first (Fl) and / or position (P2) and / or speed (v2) of the second vehicle (F2) is determined by means of a dead reckoning method.

6. The method according to any one of claims 1 to 5, wherein information about at least one lane (Sl, S2) is evaluated, on which the second vehicle (F2) is located.

7. Method according to one of claims 1 to 6, wherein position data and / or speed data of at least two second vehicles (F2, F3) are evaluated.

8. Method according to one of claims 1 to 7, wherein at least one previous position (P2v) and / or speed datum (v2v) of the second vehicle (F2) is evaluated.

9. A device for determining a position (Pl) and / or a speed (vi) of a first vehicle (Fl) comprising:

a storage device (10) for storing and making available digital traffic route data (Sl, S2, β1, β2);

- A measuring device (12), which is provided to a relative position (a, OC) and / or a relative speed (v, ε) of a second vehicle (F2) with respect to the first vehicle (Fl) to determine; and

- An evaluation device (14), which is provided, the determined relative position (a, OC) and / or the determined relative speed (v, ε) of the second vehicle (F2) for the determination of the position (Pl) and / or the speed (vi) of the first vehicle

(Fl) using the digital traffic data

(Sl, S2, ßl, ß2) to take into account.