WO2023061740A1

WO2023061740A1 - Method for generating a road map for vehicles, comprising integrated speed information

Info

Publication number: WO2023061740A1
Application number: PCT/EP2022/076693
Authority: WO
Inventors: Ming Gao; Kazuya Tamura; Oliver ROETH; Keisuke Namura; Andreas Schmitt; Jesus Rodriguez
Original assignee: Robert Bosch Gmbh
Priority date: 2021-10-12
Filing date: 2022-09-26
Publication date: 2023-04-20
Also published as: CN118103671A; DE102021211466A1

Abstract

The invention relates to a method (100) for generating a road map (200) for vehicles (300), comprising integrated speed information (213), having the steps of: - receiving (101) a map representation (200) of a traffic infrastructure, comprising the course of at least one lane (201) which can be traversed by vehicles (300); - receiving (103) trajectory data (205) of a travel trajectory (203) of a vehicle (300), wherein the travel trajectory (203) describes the travel of the vehicle (300) at least partly along the lane (201) described in the map representation (200), the trajectory data (205) comprises a plurality of pieces of position information (P1, P2, P3) provided with time information (T1, T2, T3), and the trajectory data (205) is adapted to the map representation (200); - ascertaining (105) at least one speed value (v) of the travel trajectory (203) on the basis of the position information (P1, P2, P3) and the time information (T1, T2, T3) of the trajectory data (205), said speed value (v) describing the speed of travel of the vehicle (300) along the lane (201); and - integrating (107) the speed value (v) into the map representation (200) as speed information (213) relating to the lane (201).

Description

title

Method for generating a road map for vehicles with integrated speed information

The invention relates to a method for generating a road map for vehicles with integrated speed information.

State of the art

In the implementation of future assisted and automatic driving functions, maps and the data they contain about the environment play a crucial role, as they can solve central problems of online perception of vehicle sensors. Road maps containing speed information relating to the lanes of the road map are of great interest here. A method for determining lane-specific speed information is known from publication US 2018/0158332 A1. The methods known from the prior art for integrating speed information into road maps are complex and computationally intensive.

It is therefore an object of the invention to provide an improved method for generating a road map for vehicles with integrated speed information. This object is achieved by the method of independent claim 1 for generating a road map for vehicles with integrated speed information. Advantageous configurations are the subject matter of the subordinate claims.

According to one aspect of the invention, there is provided a method for generating a road map for vehicles with integrated speed information, comprising:

Receiving a map representation of a traffic infrastructure with a course of at least one lane that can be driven on by vehicles;

Receiving trajectory data of a travel trajectory of a vehicle, the travel trajectory describing a journey of the vehicle at least partially along the lane described in the map display, the trajectory data comprising a plurality of position information items provided with time information, and the trajectory data being adapted to the map display;

determining, based on the position information and the time information of the trajectory data, at least one speed value of the travel trajectory, the speed value describing a speed of travel of the vehicle along the lane; and

Integrating the speed value into the map display as speed information relating to the lane.

As a result, the technical advantage can be achieved that an improved method for generating a road map for vehicles with integrated speed information can be provided. In order to integrate the speed information, the method according to the invention provides for trajectory data of at least one travel trajectory of a vehicle to be taken into account in order to determine at least one speed value. The travel trajectory here describes a journey of the vehicle at least partially along a lane described in the map display. The trajectory data are also adapted to the received map display using a corresponding map-matching method known from the prior art. Through the Map-Mat- ching, the position information of the trajectory data, which describes a positioning of the vehicle along the lane traveled at a given point in time, is transferred to corresponding positions within the map display. The trajectory data each include a plurality of pieces of time information and position information that describe a temporal positioning of the vehicle along the travel trajectory while driving along the lane. According to the invention, a speed value is determined based on the position information and the time information of the trajectory data, the speed value describing a speed of the vehicle traveling along the lane. The speed value determined in this way is integrated into the map display as speed information with regard to the lane in which the vehicle is driving. The method according to the invention can thus achieve the technical advantage that the simplest possible determination of the speed information is made possible, which is based solely on the position information and time information of the trajectory data of at least one driving trajectory of a vehicle.

A method for creating a map representation of a traffic infrastructure is known from publication DE 102017209 346 A1. A method for adapting trajectory data to a map representation - a so-called map matching - is known from the publication P. Newson, J. Krumm "Hidden Markov map matching through noise and sparseness" in Proceedings of the 17th ACM SIGSPATIAL International Conference on Advances in Geographic Information Systems, pp. 336-343, 2009.

According to one specific embodiment, determining the speed value includes: determining in the map display at least one sampling point positioned on the lane;

determining two trajectory data of the travel trajectory adjacent to the scanning point; and

Determine the velocity value for the sample location based on the two trajectory data by:

determining a positional difference between the two trajectory data based on the positional information of the two trajectory data; determining a time difference between the time information of the two trajectory data; and

Determining the speed value as a ratio between the determined position difference and the determined time difference.

In this way, the technical advantage can be achieved that the speed value can be determined precisely and easily. In order to determine the speed value, at least one sampling point within the map display, which is positioned along the lane, is thus determined. Furthermore, two trajectory data of the travel trajectory are determined, each of which is adjacent to the position of the sampling point in the map display within the map display. Subsequently, to determine the speed value at the position of the sampling point, a position difference between the position information of the two selected trajectory data and a time difference between the two time information of the two selected trajectory data is determined, with the speed value at the position of the sampling point as a ratio of the determined position difference and the determined time difference is identified. This enables a simple method for determining the speed value based on the position differences and time differences between two adjacent trajectory data of the driving trajectory.

According to one specific embodiment, the trajectory data also each include a speed value of a longitudinal speed of the respective vehicle, with the determination of the speed value including:

determining in the map display at least one sampling point positioned on the lane;

determining the velocity value for the sample location based on the two velocity values of the two trajectory data as an average velocity of the two velocity values. As a result, the technical advantage can be achieved that a simple and precise speed determination is made possible by taking into account the speed values of the trajectory data.

According to one embodiment, determining the speed value further includes:

determining a center lane positioned along a longitudinal direction at a center of the lane;

determining at the position of the scanning point a separation line extending perpendicularly to the central lane over a width of the lane, the scanning point being positioned on the separation line; wherein the two trajectory data adjacent to the scanning point are two trajectory data of the running trajectory with a shortest distance to the separation line, and wherein the two trajectory data are arranged immediately before and/or behind the separation line with respect to a direction of the running trajectory.

In this way, the technical advantage can be achieved that the determination of the speed value can be made more precise. For this purpose, a central lane positioned in a center of the lane along a longitudinal direction of the lane is determined. Furthermore, at the position of the scanning point, a separation line extending perpendicularly to the central lane through the scanning point and across the width of the lane is determined. The two trajectory data adjacent to the scanning point are determined as two trajectory data of the travel trajectory, which each have the shortest distances to the separation line running through the scanning point. The trajectory data can be arranged directly in front of and/or behind the separation line within the map display with reference to a direction of the travel trajectory. In this case, the two trajectory data can be determined by simply determining the distance of the trajectory data from the respective separation line. This enables the simplest and most precise identification possible of the trajectory data to be used to determine the speed value.

According to one embodiment, a plurality of scanning points is determined, the scanning points being arranged along a longitudinal direction of the lane, wherein two adjacent trajectory data are determined for each sampling point, wherein a speed value is determined for each sampling point based on the two trajectory data, and wherein the speed information of the lane integrated into the map display comprises the plurality of speed values of the plurality of sampling points along the lane.

As a result, the technical advantage can be achieved that detailed speed information is made possible with regard to the lane in which the vehicle is traveling on the map display. For this purpose, a plurality of sampling points is determined and a corresponding speed value is determined for each of the sampling points. The sampling points are determined for different positions along the longitudinal direction of the lane, so that a speed profile running along the lane can be determined from the plurality of determined speed values. The speed profile determined in this way and including the plurality of speed values can subsequently be integrated into the map display as speed information of the lane. As a result, the speed information of the map display can be made more precise, in that speed differences at different points in the lane can be taken into account by the described speed profile.

According to one embodiment, the speed information includes: an average value of the speed values of the sampling points, an average value of the speed values of the sampling points, a variance of the speed values of the sampling points, a maximum value of the speed values of the sampling points, a minimum value of the speed values of the sampling points, a 0.25 quantile of the Sample velocity values, a 0.75 percentile of the sample velocity values.

This can achieve the technical advantage that comprehensive and precise speed information can be provided. In particular, as an alternative or in addition to the speed values of the sampling points, the speed information can include a statistical variable that based on the plurality of sample point velocity values. The information content of the speed information can be increased by considering the statistical variable as speed information.

According to one embodiment, the plurality of scanning points is determined at a predetermined distance from one another along the longitudinal direction of the lane.

As a result, the technical advantage can be achieved that the precision of the speed information can be further increased. For this purpose, the scanning points can be determined at predetermined distances from one another along the longitudinal direction of the lane. The resolution of the speed profile given by the plurality of scanning points and the speed values determined for the plurality of scanning points can thus be varied via the distances between the individual scanning points. For roads where a small change in speed is to be expected over a long stretch, such as occurs on freeways, for example, the distance between sampling points can be increased, so that a smaller number of sampling points and associated speed values are required to create the respective speed profile of the speed information is to be taken into account. As a result, the computing effort can be reduced. Meanwhile, on roads where a high speed variance is to be expected over a short distance, as occurs for example in city traffic, the distances between the sampling points can be reduced and thus the number of sampling points and the associated number of speed values of the speed profile can be increased. As a result, the speed resolution of the speed profile can be increased, as a result of which the precision of the speed information can be improved.

According to one specific embodiment, trajectory data of a plurality of travel trajectories of a plurality of journeys by the vehicle or a plurality of vehicles along the lane are received, with the data for the plurality of travel trajectories being based on the position information and time information Speed values of the respective travel trajectories are determined, with an average speed value being determined as speed information of the lane based on the speed values of the plurality of travel trajectories.

As a result, the technical advantage can be achieved that a further increase in the precision of the speed information is made possible. To determine the speed information, a large number of trajectory data of a plurality of travel trajectories of a plurality of journeys, which are each carried out by a single vehicle or a plurality of vehicles, for example a vehicle fleet, along the lane are taken into account. According to the invention, speed values are determined for each travel trajectory based on the respective trajectory data of the travel trajectory. To create the speed information based on the plurality of speed values of the plurality of travel trajectories, an average speed value can then be formed based on the plurality of speed values by averaging based on the plurality of speed values of the plurality of travel trajectories. The respective speed information of the lane can be given here by the average speed value. A mean speed value determined in this way can be generated for each of the plurality of scanning points. A speed profile generated in this way can thus include a plurality of mean speed values at the respective positions of the plurality of scanning points. The precision of the speed information of the lane can be further increased by the formation of the average speed values, in that an average speed information can be provided that can be applied to most driving situations along the lane.

According to one embodiment, the map display comprises a plurality of lanes, with trajectory data being received from a plurality of driving trajectories along the plurality of lanes, with number of lanes speed values are determined, and wherein the speed values are integrated into the map display as speed information relating to the plurality of lanes.

As a result, the technical advantage can be achieved that a comprehensive map display with integrated speed information can be provided for a plurality of lanes.

According to one embodiment, the position information and the time information of the trajectory data of the travel trajectories are based on data from a global navigation satellite system.

As a result, the technical advantage can be achieved that precise time information and position information of the trajectory data and, based thereon, precise determination of the speed information are made possible.

According to one embodiment, the lane is a lane that can be driven on in two directions, with trajectory data from driving trajectories in the two directions being received and individual speed values being determined for each direction and integrated into the map display as individual speed information.

As a result, the technical advantage can be achieved that a further increase in the precision of the speed information is made possible. For this purpose, individual speed information is determined for any direction of travel of the individual lanes. In particular, the speed information for lanes that can be traveled in two opposite directions can be determined simultaneously.

According to a second aspect of the invention, a computing unit is provided which is set up to execute the method for generating a road map for vehicles with integrated speed information according to one of the preceding embodiments. According to a third aspect of the invention, a computer program product is provided which comprises instructions which, when the program is executed by a data processing unit, cause the latter to execute the method for generating a road map for vehicles with integrated speed information according to one of the preceding embodiments.

Exemplary embodiments of the invention are explained with reference to the following drawings. In the drawings show:

1 shows a schematic representation of a vehicle driving in a lane;

FIG. 2 shows a schematic representation of a section of a map representation; FIG.

3 shows a further schematic illustration of a speed profile of a travel trajectory;

4 shows a schematic representation of a map representation with integrated speed information;

5 shows a flow diagram of the method for generating a road map for vehicles with integrated speed information according to an embodiment; and

6 shows a schematic representation of a computer program product.

Fig. 1 shows a schematic representation of a vehicle 300 driving in a lane 201.

1 shows a vehicle 300 driving in a lane 201. The vehicle 300 is driving in the lane 201 along a direction of travel R and is located thus at different times T1, T2, T3 at different positions P1, P2, P3 along the lane 201. The vehicle 300 generates trajectory data 205 while driving along the lane 201, the respective position information P1, P2, P3 and time information T1, T2 , T3 include. The position information P1 , P2 , P3 and the time information T1 , T2 , T3 here describe a position that the vehicle 300 held at different points in time while driving along the lane 201 . Based on the trajectory data 205 determined in this way, a driving trajectory 203 can also be determined, which includes the trajectory data 205 and describes the driving of the vehicle 300 along the lane 201 .

1 also shows a computing unit 302 that is set up to execute the method 100 according to the invention for generating a road map 200 for vehicles 300 with integrated speed information 213 . The trajectory data 205 of the driving trajectory 203 of the vehicle 300 are made available to the computing unit 302 in order to carry out the method 100 according to the invention. Furthermore, a map display 200 of a traffic infrastructure is provided to processing unit 302 . In this case, the map display 200 comprises at least the lane 201 traveled by the vehicle 300. The trajectory data 205 is also adapted to the map display 200 via a map-matching method. The position information P1 , P2 , P3 of the trajectory data 205 can thus be converted into position values within the map display 200 by the adaptation using the map matching method. The computing unit 302 can be embodied, for example, as an external map server that is set up to generate map representations 200 of traffic infrastructures and to provide the map representations 200 to vehicles 300 for executing the map representations 200 if necessary.

To determine the trajectory data 205, the vehicle 300 also includes a position determination module 301. The position determination module 301 is set up to determine a position of the vehicle 300 at a given point in time. The position can be designed as a geo position. In particular, the position determination module 301 can be embodied and set up as a receiver of a global navigation satellite system GNSS receive corresponding position information and time information from a corresponding GNSS transmitter. The position information here describes a geo-position of the respective vehicle 300, while the associated time information of a trajectory datum defines a respective point in time at which the corresponding vehicle 300 was in the respective geo-position.

For a detailed description of the method according to the invention, reference is made to the description of FIG. 2 below.

Fig. 2 shows a schematic representation of a section of a map display 200.

2 shows a section of a map display 200. In the section of the map display 200 shown, a section of the lane 201 traveled by the vehicle 300 is shown in particular. Furthermore, two travel trajectories 203 including trajectory data 205 are shown in FIG. 2 . The two driving trajectories 203 each describe two individual journeys of a vehicle 300 or the same vehicle 300 along the lane 201. The trajectory data 205 each include position information and time information. The position information and time information each describe a positioning of vehicle 300 at a given point in time along lane 201 , analogously to the point described for FIG. 1 .

According to the invention, the shown trajectory data 205 of the travel trajectories 203 are adapted to the map display 200 by means of a map-matching method known from the prior art.

According to the method according to the invention, a speed value v is determined based on the trajectory data 205, and in particular based on the position information and time information of the trajectory data. The speed value v describes a speed of the vehicle 300 along the lane 201 at the time when the travel trajectory 203 and the corresponding trajectory data 205 are recorded. In the embodiment of method 100 according to the invention that is shown, a plurality of speed values v along lane 201 are recorded. For this purpose, a plurality of scanning points 207 along a longitudinal direction L of lane 201 are determined. According to the invention, the speed values v for the respective positions P of the scanning points 207 are determined.

Based on the plurality of speed values v determined for the positions P of the scanning points 207, speed information 213 with respect to the lane 201 is determined according to the invention and incorporated into the map display

200 integrated. The speed information 213 in this case includes the speed values v determined for the plurality of positions P along the longitudinal direction L of the traffic lane 201 in the form of a speed profile.

In order to determine the speed values v at the positions P of the scanning points 207, a central lane 211 of the lane 201 running along the longitudinal direction L and positioned in a center of the lane 201 is first determined according to the embodiment shown. Subsequently, a plurality of separation lines 209 oriented perpendicularly to the central lane 211, running through the scanning points 207 and extending over a width B of the lane 201 is determined. The separation lines 209 thus divide the lane 201 into a plurality of areas.

In the embodiment shown, the sampling points 207 are evenly spaced at a distance D from one another. By varying the distances D between the scanning points 207, a number of scanning points 207 along the lane 201 and, associated therewith, a number of speed values v of the speed profile of the speed information 213 of the lane

201 can be varied.

To determine the speed values v at the positions P of the respective sampling points 207, for each sampling point 207 for a travel trajectory 203 in each case two trajectory data 205 adjacent to the position P of the respective sampling point 207 are determined. A trajectory datum 205 arranged in the direction of travel R in front of the scanning point 207 and a trajectory datum 205 arranged in the direction of travel R behind the scanning point 207 are preferably selected for this purpose. Alternatively, however, two trajectory data 205 arranged in front of or behind the scanning point can also be selected. Based on the ascertained adjacent trajectory data 205, a speed value v is ascertained for each sampling point 207, taking into account the respective position information and time information of the trajectory data 205. For this purpose, a position difference AP of the position information of the two determined trajectory data 205 arranged in front of and behind the scanning point 207 and a time difference AT of the time information of the two determined trajectory data 205 are determined. A speed value v is here determined as a ratio between the position difference AP and the time difference AT according to the following ratio: v=AP/AT.

A detailed description of the determination of the speed values v at the positions P of the sampling points 207 is described using the sampling point 207 arranged in the dashed box and the trajectory data 206, 208 of the travel trajectories 203. To determine the two trajectory data adjacent to the respective sampling point 207, a distance determination of the trajectory data 205 of the travel trajectories 203 to the respective separation line 209 of the respective sampling point 207 can be carried out, taking into account the separation lines 209. The two trajectory data 205 of a travel trajectory 203 each with the shortest distances to the respective separation line 209 of the scanning point 207 are identified here as the two trajectory data 205 adjacent to the scanning point 207 .

In the example shown, the trajectory data 206, 208 arranged in the dashed box are the trajectory data of the travel trajectories 203 with the shortest distance D to the respective separation line 209 of the scanning point 207 arranged in the dashed box. To determine the speed value v of the sampling point 207 arranged in the dashed box, corresponding position differences AP and time differences AT are determined based on the position information P6, P8 and the time information T6, T8 of the trajectory data 206, 208, with the following applying in the example shown: AP=P8 - P6 and AT = T8 - T6. Following the direction of travel R of the travel trajectories 203, the trajectory datum 208 is recorded later than the trajectory datum 206, so that the following applies: T8>T6 and P8>P6, so that a positive speed is determined relative to the direction of travel R by the above-mentioned relation v=AP/AT .

According to one embodiment, the trajectory data 205 also each include a speed value of a longitudinal speed of the vehicle at the respective point in time when the respective trajectory data 205 was recorded. The speed values of the trajectory data 205 can be taken into account to determine the speed value v by scanning point 207, the speed value v of the scanning point 207 is calculated as a mean value of the two speed values of the two trajectory data 205 closest to the scanning point.

The trajectory data 206, 208, each with the smallest distance D from the separation line 209, can be arranged directly in front of and/or behind the respective separation line 209 in relation to the travel direction R of the respective travel trajectory 203. In the embodiment shown, the trajectory datum 206 is arranged immediately before and the trajectory datum 208 is arranged immediately after the separation line 209 .

Following the example shown, a corresponding speed value v can be determined for each sampling point 207 for each driving trajectory 203, taking into account the respective two trajectory data 205 adjacent to the respective sampling point 207.

If, as in the example shown, a plurality of different travel trajectories 203 are taken into account, each along the same lane 201 and are based on individual journeys by a vehicle 300 or a plurality of vehicles 300 along the lane 201, a corresponding speed value v can be determined for each scanning point 207 based on the respective trajectory data 205 of the respective journey trajectories 203 according to the method 100 described above. If the plurality of travel trajectories 203 run in the same travel direction R, as is the case in the example shown, the respective speed value v of a sampling point 207 can be used as an average speed value v of the plurality of speed values determined for the different travel trajectories 203 v to be determined. For this purpose, a mean value can be determined as a mean speed value v for each sampling point 207 based on the plurality of speed values v determined for this sampling point 207 of the plurality of travel trajectories 203 taken into account.

With a plurality of speed values v, which are determined for a plurality of sampling points 207, a corresponding piece of speed information 213 of the respective lane 201 can be embodied as a speed profile comprising the plurality of speed values v. In this case, the speed profile includes the plurality of calculated speed values v, which are each assigned to the positions P of the scanning points 207 .

Alternatively or additionally, given a plurality of sampling points 207 , speed information 213 of the respective lane can include a statistical variable that is based on the plurality of speed values v of the plurality of sampling points 207 . The speed information 213 can thus, for example, be a mean value of the speed values v of the sampling points 207, a variance of the speed values v of the sampling points 207, a maximum value of the speed values v of the sampling points 207, a minimum value of the speed values v of the sampling points 207, a 0.25 quantile of the speed values v of the sampling points 207 or a 0.75 quantile of the speed values v of the sampling points 207. Contrary to the example shown in FIG. 2, travel trajectories 203 with different travel directions R can also be taken into account. The speed values v and the speed information 213 based thereon are calculated separately for different travel trajectories 203 with opposite travel direction R, so that separate speed information 213 for the different travel directions R can be determined. The travel trajectories 203 with the opposite travel direction R can be taken into account simultaneously according to the invention in that the same distance determinations to the respective separation lines 209 and the determinations of the position differences AP and time differences AT or the speed values are carried out for the different travel trajectories 203 and the corresponding trajectory data 205 of the trajectory data 205 for determining the speed values v of the sampling points 207 are taken into account.

Fig. 3 shows a schematic representation of a speed profile of a driving trajectory 203.

3 shows an example of a speed profile based on a plurality of speed values v, which were determined in each case for positions P of a plurality of scanning points 207 along the longitudinal direction L of a lane 201. In this case, the speed values v can be absolute speed values v, which were determined for a travel trajectory 203 in each case. As an alternative to this, the speed values v can also be embodied as mean speed values v, which are based on mean values of a plurality of speed values v, which were determined for a plurality of individual travel trajectories 203 for the respective sampling points 207. A resolution of the respective speed profile can be effected via a variance in the distance D between the sampling points 207 and, associated therewith, via a number of sampling points 207 per section of the lane 201 . Depending on the configuration of the respective lane 201, a larger distance D between the scanning points 207 and, associated therewith, a smaller number of sampling points 207 can be selected. In contrast, for a lane 201 with a high speed variance, as can occur in city traffic, for example, a smaller distance D and, associated therewith, an increased number of sampling points 207 and thus a speed profile with an increased resolution can be selected.

Fig. 4 shows a schematic representation of a map display 200 with integrated speed information 213.

4 shows an example of a road map 200 or a map display with a plurality of lanes 201. The lanes 201 are provided with speed information 213 in this case. In this case, the speed information 213 is represented via the points distributed along the lanes 201 . In this case, the points 213 represent individual speed values v at the respective positions P of the scanning points 207. The speed information 213 and the corresponding speed values v are determined here in accordance with the explanations described above.

FIG. 5 shows a flow diagram of the method 100 for generating a road map 200 for vehicles with integrated speed information 213 according to an embodiment.

To generate a road map 200 for vehicles 300 with integrated speed information 213 according to the method 100 according to the invention, in a method step 101 a map representation 200 of a traffic infrastructure with a course of at least one lane 201 in which vehicles 300 can travel is received. The map display 200 can be embodied here in particular as a digital map.

In a further method step 103, trajectory data 205 of a travel trajectory 203 of a vehicle 300 is received, the travel trajectory 203 describing a journey of the vehicle 300 at least partially along the lane 201 described in the map display 200, the trajectory End data 205 comprise a plurality of items of position information P1, P2, P3 provided with time information T1, T2, T3, and the trajectory data 205 are adapted to the map representation 200 by means of a map matching method.

In a further method step 105, at least one speed value v of the travel trajectory 203 is determined based on the position information P1, P2, P3 and the time information T1, T2, T3 of the trajectory data 205. The speed value v here describes a speed of the vehicle 300 along the lane 201 .

For this purpose, according to the embodiment shown, a central lane 211 positioned along a longitudinal direction L in a center of lane 201 is first determined in a method step 115 .

Furthermore, in a method step 109 in the map display 200 at least one scanning point 207 positioned on the lane 201 is determined.

In a method step 117 , at a position P of the scanning point 207 , a separation line 209 that runs perpendicularly to the central lane 211 and extends over a width B of the lane 201 and includes the scanning point 207 is determined.

In a method step 111, two trajectory data 206, 208 of the travel trajectory 203 that are adjacent to the scanning point 207 are then determined. For this purpose, the trajectory data 206, 208 are determined from the travel trajectory 203, each having the shortest distances D to the separation line 209. The trajectory data 206, 208 with the smallest distance D to the separation line 209 can be arranged directly in front of or behind the separation line 209 in relation to the travel direction R of the travel trajectory 203.

In a further method step 113, a speed value v based on two trajectory data 206, 208 is subsequently determined for the respective sampling point 207. For this purpose, a position difference AP between the two trajectory data 206, 208 can be determined based on the position information P6, P8 of the two trajectory data 206, 208. Furthermore, a time difference AT between the time information T6, T8 of the two trajectory data 206, 208 can be determined. The speed value v can be determined as a ratio between the determined position difference AP and the determined time difference AT. Alternatively, the speed value v for the sampling point 207 can be determined from the speed values of the trajectory data 206, 208 as an average of the two speed values of the two trajectory data 206, 208.

In a further method step 107, the speed value v determined in this way is included in the map display 200 as speed information 213 relating to the lane 201.

According to one specific embodiment, a multiplicity of speed values v can be determined for a multiplicity of scanning points 207, which are arranged along the longitudinal direction L of the traffic lane 201. In this case, the speed information 213 relating to the respective lane 201 can be embodied as a speed profile comprising the plurality of speed values v. In this case, the scanning points 207 can be spaced apart from one another along the longitudinal direction L of the lane 201 at a predetermined distance D, which can be configured variably according to the requirements.

According to one embodiment, trajectory data 205 of a plurality of travel trajectories 203 of a plurality of journeys along the lane 201 can be taken into account, with the journeys being carried out by a single vehicle 300 or by a plurality of vehicles 300 . Corresponding speed values v can be calculated for each travel trajectory 203, taking into account the corresponding trajectory data 205 for the individual sampling points 207, in accordance with the statements described above. A speed value v of the respective sampling point 207 can be determined using an average speed value v in the form of a mean value of the individual speed values v of the plurality of travel trajectories 203 . According to one embodiment, the map display 200 may include a plurality of lanes 201 . According to the invention, corresponding speed information 213 can thus be determined for the plurality of lanes 201 of the map display 200 in accordance with the embodiments described above. For this purpose, travel trajectories 203 along the plurality of lanes 201 and in particular the associated trajectory data 205 for determining the speed values v for a plurality of sampling points 207 can be determined and speed profiles or speed information 213 based thereon can be calculated and integrated into the map display 200.

According to one embodiment, the position information P1, P2, P2 and the time information T1, T2, T3 of the trajectory data 205 of the travel trajectories 203 can be based on data from a global navigation satellite system GNSS.

The computing unit 302 designed to execute the method 100 according to the invention can be designed in particular as a corresponding map server that is set up to provide the vehicles 300 with a corresponding map display 200 with integrated speed information 213 in addition to executing the method 100 according to the invention.

6 shows a schematic representation of a computer program product 400 including instructions which, when the program is executed by a computing unit, cause the latter to execute the method 100 for generating a road map 200 for vehicles 300 with integrated speed information 213 .

The computer program product 400 is stored on a storage medium 401 in the embodiment shown. The storage medium 401 can be any storage medium known from the prior art.

Claims

- 22 - Claims

1 . Method (100) for generating a road map (200) for vehicles (300) with integrated speed information (213), comprising:

Receiving (101) a map display (200) of a traffic infrastructure with a course of at least one lane (201) in which vehicles (300) can drive;

Receiving (103) trajectory data (205) of a travel trajectory (203) of a vehicle (300), the travel trajectory (203) describing a travel of the vehicle (300) at least partially along the lane (201) described in the map display (200), wherein the trajectory data (205) comprises a plurality of position information items (P1, P2, P3) provided with time information (T1, T2, T3), and wherein the trajectory data (205) are adapted to the map display (200);

Determining (105) based on the position information (P1, P2, P3) and the time information (T1, T2, T3) of the trajectory data (205) at least one speed value (v) of the travel trajectory (203), the speed value (v) a speed describes the travel of the vehicle (300) along the lane (201); and integrating (107) the speed value (v) into the map display (200) as speed information (213) relating to the lane (201).

2. The method (100) according to claim 1, wherein the determination (105) of the speed value (v) comprises:

determining (109) in the map display (200) of at least one scanning point (207) positioned on the lane (201);

Determination (111) of two trajectory data (206, 208) of the travel trajectory (201) adjacent to the scanning point (207); and Determining (113) the speed value (v) for the sampling point (207) based on the two trajectory data (206, 208) by: o determining a position difference (AP) between the two trajectory data (206, 208) based on the position information (P6, P8) of the two trajectory data (206, 208); o determining a time difference (AT) between the time information (T6, T8) of the two trajectory data (206, 208); and o determining the speed value (v) as a ratio between the determined position difference (AP) and the determined time difference (AT). Method (100) according to claim 1 or 2, wherein the trajectory data (205) each further comprise a speed value of a longitudinal speed of the respective vehicle, and wherein the determination (105) of the speed value (v) comprises:

Determination (111) of two trajectory data (206, 208) of the travel trajectory (201) adjacent to the scanning point (207); and

determining (113) the speed value (v) for the sampling point (207) based on the two speed values of the two trajectory data (206, 208) as an average speed of the two speed values. The method (100) of claim 2, wherein determining (105) the velocity value (v) further comprises:

determining (115) a central lane (211) positioned along a longitudinal direction (L) in a center of the lane (201);

Determination (117) at the position (P) of the scanning point (207) of a separation line (209) extending perpendicularly to the central lane (211) over a width (B) of the lane (201), the scanning point (207) on the separation line ( 209) is positioned; wherein the two trajectory data (206, 208) adjacent to the scanning point (207) are two trajectory data of the driving trajectory (203) with a shortest distance to the separation line (209), and wherein the two trajectory data (206, 208) are arranged directly in front of and/or behind the separation line (209) in relation to a direction (R) of the travel trajectory (201). Method (100) according to claim 2, 3 or 4, wherein a plurality of sampling points (207) is determined, the sampling points (207) being arranged along the longitudinal direction (L) of the lane (201), wherein for each sampling point (207) two adjacent trajectory data (206, 208) are determined, with a speed value (v) being determined for each scanning point (207) based on the two trajectory data (206, 208), and with the speed information (213 ) of the lane (201) includes the plurality of speed values (v) of the plurality of sampling points (207) along the lane (201). Method (100) according to claim 5, wherein the speed information comprises: an average value of the speed values of the sampling points, an average value of the speed values of the sampling points, a variance of the speed values of the sampling points, a maximum value of the speed values of the sampling points, a minimum value of the speed values of the sampling points, a 0 .25 percentile of sample point velocity values, a 0.75 percentile of sample point velocity values. Method (100) according to Claim 5 or 6, the plurality of scanning points (207) being determined at a predetermined distance (D) from one another along the longitudinal direction (L) of the lane (201). Method (100) according to one of the preceding claims, wherein trajectory data (205) of a plurality of travel trajectories (203) of a plurality of journeys of the vehicle (300) or a plurality of vehicles (300) along the lane (201) are received, wherein for the plurality of travel trajectories (203) based on the position information - 25 -

(P1, P2, P3) and time information (T1, T2, T3) speed values (v) of the respective travel trajectories (203) are determined, with an average speed value ( v) is determined as speed information (213) of the lane (203). Method (100) according to any one of the preceding claims, wherein the map display (200) comprises a plurality of lanes (201), wherein trajectory data (205) from a plurality of driving trajectories (203) along the plurality of lanes (201) are received, wherein speed values (v) are determined for the plurality of lanes (201), and wherein the speed values (v) are integrated into the map display (200) as speed information (213) relating to the plurality of lanes (201). Method (100) according to any one of the preceding claims, wherein the position information (P1, P2, P3) and the time information (T 1, T2, T3) of the trajectory data (205) of the travel trajectories (203) on data of a global navigation satellite system. Method (100) according to one of the preceding claims, wherein the lane (201) is a lane that can be driven on in two directions, and trajectory data (205) of trajectories (203) of the two directions are received, and individual speed values (v ) are determined and integrated into the map display (200) as individual speed information (213). Arithmetic unit (302) which is set up to execute the method (100) for generating a road map (200) for vehicles (300) with integrated speed information (213) according to one of the preceding claims 1 to 11. - 26 - Computer program product (400) comprising instructions which, when the program is executed by a data processing unit, cause the latter to use the method (100) for generating a road map (200) for vehicles (300) with integrated speed information (213) according to one of the preceding claims 1 to 9 to execute.