DE102016001269A1 - Method for determining a current position of a motor vehicle on a road and a position determining device - Google Patents

Abstract

The invention relates to a method for determining a current position (P ') of a motor vehicle on a roadway (14), in which a landmark (P), which describes a position and / or an orientation of the motor vehicle, based on data from a satellite positioning system and or by means of odometry and the current position (P ') of the motor vehicle is determined from the landmark (P), wherein a determination of the offset (v) of the landmark (P) from a reference orientation point of a digital map (7) and a correction of the landmark (P) by the offset (v) depending on a current driving situation of the motor vehicle are performed.

Description

The present invention relates to a method for determining a current position of a motor vehicle on a road surface, in which a landmark, which describes a position and / or orientation of the motor vehicle, is determined based on data from a satellite-supported position determination system and / or by means of odometry, and current position of the motor vehicle is determined based on the landmark. Moreover, the present invention relates to a position determining device for a motor vehicle.

The interest here is directed to the position determination of a motor vehicle. Information regarding the current position of the motor vehicle, in particular with respect to a roadway, can be used, for example, when navigating the motor vehicle. Here, the driver corresponding navigation instructions can be visually displayed. This can be made possible for example by a so-called augmented reality display (AR display).

In order to determine the current position of the motor vehicle, it is known from the prior art to use data from a satellite-based positioning system. Moreover, it is known from the prior art to determine the position and / or orientation of the motor vehicle by means of odometry. Odometry can also be referred to as dead reckoning or as coupling detection. Here, a direction of travel of the motor vehicle and a current speed of the motor vehicle are determined by means of visual, mechanical and / or optical sensors. On the basis of the data of the satellite-supported position determination system and / or with the aid of odometry, it is then possible to determine a landmark which describes the position and / or the orientation of the motor vehicle. Moreover, it is known from the prior art to perform a comparison with a digital map or a so-called map matching. In this case, the orientation point can be projected onto a roadway deposited in the digital map, and thus the current position of the motor vehicle can be approximated.

This describes the DE 10 2015 003 724 A1 a method for determining a current position of a motor vehicle on a road surface, in which a coarse position value of the motor vehicle is determined based on a comparison of data of a satellite-based positioning system and a digital map. Furthermore, a residence area for the motor vehicle on the roadway is predefined on the basis of the coarse position value. Furthermore, it is provided that a fine position value within the predetermined location range is determined on the basis of the coarse position value by means of odometry, and the current position of the motor vehicle is determined on the basis of the fine position value.

It is an object of the present invention to provide a solution as to how the current position of a motor vehicle can be determined more reliably.

This object is achieved by a method and by a position-determining device having the features according to the respective independent patent claims. Advantageous developments of the present invention are the subject of the dependent claims.

A method according to the invention for determining a current position of a motor vehicle on a roadway comprises determining a landmark, which describes a position and / or an orientation of the motor vehicle, using data from a satellite-supported position determination system and / or using odometry. In addition, the method includes determining the current position of the motor vehicle based on the landmark. Moreover, it is provided that a determination of an offset of the landmark on the basis of a reference orientation point of a digital map and a correction of the landmark by the offset in dependence on a current driving situation of the motor vehicle are performed.

By means of the method, the current position of the motor vehicle is to be determined more reliably. For this, first the orientation point is determined. This landmark can describe the position of the motor vehicle and the orientation or orientation of the motor vehicle. In this case, the position of the motor vehicle can be determined by means of the satellite-supported position determination system. The position of the motor vehicle can also be determined by means of odometry or by means of dead reckoning. In this case, furthermore, the data of a steering angle sensor, a rotation rate sensor or an inertial sensor can be taken into account. Since the landmark was determined based on the data of the satellite positioning system, it usually has an offset. This offset is determined by comparison with a digital map in which at least one reference orientation point is stored. When comparing with the digital map can be taken into account, for example, that the motor vehicle usually on predetermined lanes located. The reference orientation point can describe a reference position for the motor vehicle, which is located, for example, on the roadway. In addition, the reference point of orientation may describe a reference orientation of the motor vehicle. For this purpose, for example, interpolation points in the digital map can be provided, to each of which a reference orientation is assigned.

According to the invention, it is provided that the determination of the offset and the correction of the landmark be carried out on the basis of the offset as a function of the current driving situation of the motor vehicle. The current position of the motor vehicle can be determined on the basis of the orientation point and the offset, if a predetermined driving situation of the motor vehicle is detected. In doing so, the particular landmark can be corrected based on the offset. It may also be provided that the offset is not determined or taken into account. This takes into account that in certain driving situations it is not appropriate to determine or estimate the offset and / or to take this into account when determining the current position. In other words, the offset should only be considered if the motor vehicle is in a predetermined driving situation or in predetermined driving situations.

There are thus different types of predetermined driving situations: driving situations in which the offset can be determined and driving situations in which the offset can be used to correct the landmark. In total, four types can be specified before driving situations: driving situations in which the offset is not determined and the landmark is not corrected, driving situations in which displacement is not determined and the landmark is corrected, driving situations in which the displacement is determined and the landmark is not corrected, and driving situations in which the offset is determined and the landmark is corrected. Overall, this makes possible a reliable determination of the current position of the motor vehicle as a function of the current driving situation.

The determination of the offset and the correction of the landmark can be done, for example, when the motor vehicle moves on a straight lane or a lane with a predetermined curvature. The determination of the offset and the correction of the landmark can also be done if the landmark is located on a deposited in the digital maps roadway.

Preferably, a drive through a curve is detected as the predetermined driving situation. In particular, when cornering, a comparison of the orientation of the motor vehicle based on the orientation point with reference alignments at predetermined interfaces in the digital map can be performed to determine or estimate the offset. In this case, it is provided in particular that the offset is determined and the orientation point is corrected if the motor vehicle travels through a curve, this curve having a curve radius which lies between a predetermined minimum curve radius and a predetermined maximum curve radius. Thus, either a minimum and / or a maximum radius of curvature can be set to determine curves suitable for determining the offset. For example, by specifying the minimum curve radius, it is possible to prevent a faulty offset from being determined in tight curves which are not traversed as specified. On the other hand, by specifying the maximum radius of curvature, it is possible to prevent a large incorrect offset from being determined on weak or non-curved roads.

In a further embodiment, a determination of the offset is omitted if a curve with several lanes is traversed and / or if a lane change is performed while driving through the curve. In particular, in the change of the lane during cornering or an evasive maneuver during cornering, a faulty offset can be determined, since the orientation of the motor vehicle does not correspond to an interpolated alignment of the road at any time. In order to avoid this, the estimation of the offset in curves in multi-lane roads and lane changes can not be performed.

It can also be provided that the offset is determined and the landmark is corrected if a curve is traversed with multiple lanes. This can be done in particular if an angle of the motor vehicle to the roadway or an orientation of the motor vehicle to the roadway can be determined. Here it can be provided, for example, that with the help of a camera of the motor vehicle lane markings are recognized and from this the orientation of the motor vehicle is determined to the road. In this way, the offset can then be determined or estimated.

In a further embodiment, the determination of the offset is omitted if the motor vehicle passes through an intersection. If it is known from map data of the digital map that an intersection is being driven or due to the When the trajectory traveled, which is determined by means of the odometry, is detected relative to the geometries stored in the digital map, that an intersection is traveled, the estimation of the offset can likewise be omitted.

In a further embodiment, the determination of the offset is omitted if a journey through a tunnel and / or an exit from a tunnel is detected. When driving through a tunnel, there is usually poor or no reception of the satellite-based positioning system. In this case, the orientation point of the motor vehicle can be determined on the basis of odometry or by means of a coupling location method. Inaccuracies in the vehicle sensor system can cause the orientation value to drift. This means that the orientation value deviates increasingly from the actual position of the motor vehicle. As soon as the reception of the satellite-based positioning system is resumed, the orientation value may change abruptly or it may be corrected. This can lead to a faulty position being determined by further use of the previously learned offset. Therefore, it is provided in particular that the offset is adjusted if the drive through the tunnel and / or the exit from the tunnel is detected as the predetermined driving situation. Thus, the position can be reliably determined even when driving through a tunnel or after driving on the tunnel.

If the offset is not determined or can not be determined, a previously determined offset can be used. This is done in particular if a valid offset has previously been determined. It can also be provided that a predetermined offset is used.

Furthermore, it is advantageous if a location area is determined on the basis of the orientation point and the current position of the motor vehicle is additionally determined on the basis of the location area. The residence area can describe, for example, the roadway or a directional roadway. It can also be provided that the occupied area is assigned to a traffic lane of the roadway. For this purpose, for example, data from vehicle sensors, for example a camera, can be used to detect lane markings.

In a further embodiment, the determination of the offset is omitted if the landmark is located outside a lane deposited in the digital map. It can also be provided that the correction of the landmark does not occur. Such a driving situation exists, in particular, when the motor vehicle is outside a mapped roadway. This is the case, for example, when the motor vehicle is in a parking lot, off-road or the like.

A position determining device according to the invention for a motor vehicle is designed for carrying out a method according to the invention. Preferably, the position determination device has a display device for displaying a display as a function of the current position of the motor vehicle. Such a display device may be, for example, a head-up display. Thus, for example, a so-called augmented reality display can be provided in which position or navigation information is displayed on the basis of the current position of the motor vehicle. Thus, the driver of the motor vehicle can be assisted in navigating the motor vehicle.

The preferred embodiments presented with reference to the method according to the invention and their advantages apply correspondingly to the position-determining device according to the invention.

Further advantages, features and details of the invention will become apparent from the following description of a preferred embodiment and from the drawing. The features and feature combinations mentioned above in the description as well as the features and feature combinations mentioned below in the description of the figures and / or shown alone in the figures can be used not only in the respectively specified combination but also in other combinations or in isolation, without the scope of To leave invention.

The invention will now be described with reference to preferred embodiments and with reference to the accompanying drawings. Showing:

1 a position determining device for a motor vehicle in a schematic representation;

2 a schematic flow diagram of a method for determining a current position of the motor vehicle;

3 a roadway on which the current position of the motor vehicle is determined;

4 a trajectory of the motor vehicle when driving at an intersection; and

5 a trajectory of the motor vehicle when driving through a tunnel.

In the figures, identical and functionally identical elements are provided with the same reference numerals.

1 shows a position determination device 1 in a schematic representation. The position determination device 1 can be used in a motor vehicle, in particular in a passenger car. The position determination device 1 includes a receiver 2 for receiving signals or data of a satellite-based positioning system. In addition, the position determination device comprises 1 an odometry unit 3 , by means of which the movement of the motor vehicle can be detected. Using the odometry unit 3 For example, the current speed and / or the current steering angle of the motor vehicle can be determined. Furthermore, the position determination device comprises 1 an inertial measuring unit 4 (IMU - Inertial Measurement Unit), which may include a plurality of inertial sensors, such as acceleration sensors and / or yaw rate sensors.

Based on the data of the satellite positioning system, with the receiver 2 be provided, the data of the odometry unit 3 and the data of the inertial measuring unit 4 can with a unit 5 a landmark P are determined. In addition, with a unit 6 a comparison with a digital map 7 carried out. Based on the map matching, an offset v of the landmark P can be determined. With one unit 8th then the landmark corrected by the offset v can be output. On the basis of the landmark P and the offset v then a current position P 'of the motor vehicle can be determined. On the basis of this current position P 'of the motor vehicle, a display device, in particular a head-up display, of the motor vehicle can be activated. With this display device, an augmented reality display can then be provided, by means of which the driver of the motor vehicle can be assisted in navigating.

2 shows a schematic flow diagram of a method for determining the current position P 'of the motor vehicle. This will be a block 9 Orientation points P are provided continuously as input data. On the one hand, these landmarks P can describe the position of the motor vehicle. Further, the landmarks P may describe the orientation of the motor vehicle. In the block 9 become the landmarks P with the digital map 7 adjusted. In the digital map 7 Corresponding reference orientation points can be stored, which on the one hand represent a reference position for the motor vehicle. In this case, the reference position can for example be assigned to a centerline of a roadway or a lane in the digital map. Furthermore, it can be provided that the reference orientation points corresponding support points in the digital map 7 are assigned, which in turn describe reference alignments.

One block 10 Both the landmarks P and those with the digital map 7 fed aligned reference points. Based on a difference of the landmarks P and the reference orientation points then the respective offset v can be determined. In a block 11 a residence area for the motor vehicle is specified. This residence area may be based on, for example, the dimensions of the roadway 14 or lanes 15 the roadway 14 in the digital map 7 be determined. In a block 12 then the current position P 'of the motor vehicle is determined.

Thus, an approach is pursued that links a coarse positioning based on map data with a fine positioning based on vehicle odometry. For this purpose, the residence area is defined, within which the estimated position of the motor vehicle may move. In order to avoid that the orientation point P or the estimated vehicle position in bad reception of the satellite positioning system or for other reasons constantly resides at the edge of the occupied area and thus further steering movements in the direction of the road outside of the estimated vehicle position P can not be understood accordingly, the Offset v determined or estimated. This offset v can be calculated on subsequently determined input positions in order to achieve a corrected position for further use. It is provided that the determination of the offset v and the correction of the landmark P is determined on the basis of the offset v as a function of the current driving situation of the motor vehicle. Thus, the current driving situation or a current driving maneuver of the motor vehicle is detected and decided depending on whether the offset v is determined and the landmark P is corrected with the offset v.

It may be provided that the current position P 'of the motor vehicle is determined on the basis of the orientation value P and the offset v, if one or more predetermined driving situations of the motor vehicle are detected. In such a predetermined driving situation may be for example, to negotiate a cornering. During cornering, the comparison of the vehicle orientation with the orientation in the nodes of the digital map 7 be determined. It may be provided in particular that this procedure is limited to certain curve radii. For example, a maximum, a minimum, or a maximum and a minimum radius of curvature may be set to determine curves suitable for determining the offset v. For example, the specification of a minimum curve radius can prevent a wrong offset v from being determined in tight curves. This can be the case, for example, when a roundabout which represents a curve with a relatively small curve radius is driven "sloppily". On the other hand, it can be prevented by a maximum radius of curvature that a large incorrect offset is determined on weak or non-curved lanes.

In one variant, the maximum and / or minimum curve radius can be selected adaptively, for example, depending on the driving situation, road class or road type.

Furthermore, it may be provided that the determination of the current curve radius - for example, to choose in which curves the method can be applied - on the basis of data of the digital map 7 or based on vehicle odometry. When using the digital map 7 For example, curvature radii stored there can be taken into account.

Furthermore, driving situations are to be provided in which the offset v is not taken into account in the determination of the current position P 'or in which the estimation of the offset v is not carried out. Especially when changing the lane 15 during cornering or an evasive maneuver during cornering, the estimate of the offset v can not be made correctly. The reason for this is that the orientation of the motor vehicle does not at all times interpolate alignment of the roadway 14 equivalent. To avoid this problem, the determination of the offset v in multi-lane lanes 14 not be carried out. Furthermore, a lane change or a lane change can be detected and the estimate of the offset v in curves when detected lane changes are not made. A lane change can be detected for example on the basis of environmental sensors, vehicle odometry or a comparison of vehicle odometry and map data. The environment sensor system may be, for example, a camera that can detect lane markings.

Furthermore, it can be provided that the respective offset v is determined in the form of an offset vector. Here, several successively determined offset vectors can be compared with each other. In the event of excessive deviations of individual offset vectors from the other offset vectors, errors are possible and thus the estimate of the offset v can be correspondingly suspended.

Both in the estimation of the offset v in curves and in the estimation of the offset v on the basis of the distance between the landmark P and the center of the road, based on the digital map 7 situations may arise in which it is advantageous to suspend the offset estimation. In a further variant, the input position, depending on the driving situation or position of the input position to the roadway 14 for estimating the offset v, or the estimated offset v can be kept constant. For example, an entry position off the road 14 be used for the estimation of the offset v. The offset v can also be kept constant when the input position or the landmark P on the road 14 located.

3 schematically illustrates the estimation of the offset v. Here, a landmark P is shown which is an estimated trajectory 13 assigned. The estimated trajectory 13 results from several consecutively determined landmarks P. The offset v is based on a roadway 14 in the digital map 7 determined, the present three lanes 15 having. The estimate of the offset v is in the use of the distance to the digitized roadway 14 as a reference in this case only orthogonal to the roadway 14 possible. In a variant of the method, it is also possible to determine circle segments, an offset vector being determined in each case for each circle segment. The offset vector for each circle segment can be determined in each case when the motor vehicle travels orthogonal to the orientation of the vector. The respectively valid total offset vector is selected in accordance with the longest of the individual offset vectors. It can be provided that the respective offset vectors have a validity period. Such a validity period may be a period of time or a distance covered or a combination of both. This validity period can ensure that degraded reception of the satellite positioning system has a lasting effect on the offset v.

If the offset v has been determined, the current position P 'of the motor vehicle can be determined therefrom. For the following Input positions or orientation values P can then on the basis of the offset v a trajectory 16 be determined. It can also be provided that based on the location area for the motor vehicle, for example, based on the road 14 and / or lanes 15 is determined, a corrected trajectory 17 is determined.

If a crossroads 18 the determination of the offset v can be suspended. Driving on the intersection 18 for example, from the data of the digital map 7 or due to a driven trajectory 19 relative to those in the digital map 7 stored geometries are detected. This is schematically in 4 shown. There is a schematic representation of the digital map 7 a mesh with edges and nodes 20 shown. The edges describe the roadway 14 indication of their center. At the illustrated junction 18 it is a crossroads 18 from two streets, each two structurally separate carriageways 14 which, in the digital map 7 four nodes 20 or intersection points arise. Based on the trajectory traveled 19 can then drive on the intersection 18 be recognized.

In a further variant, the quality of the data from the satellite positioning system may decide whether a distance is used to estimate the offset v. Possible criteria for the quality of this data may be, for example, those of the recipient 2 estimated standard deviations, covariances, signal-to-noise ratios or various so-called Dilution of Precision values (HDOP, PDOP, ...). The aforementioned cases in which an estimate of the offset v takes place or is suspended may each be used singly or in combination.

In the case of poor or no reception of the satellite positioning system, the determination of the landmark P can be supported by the odometry or the coupling location. Such a situation occurs, for example, when driving on a tunnel 21 on. This is schematically in 5 shown. Due to the inaccuracies in the vehicle sensor system, for example the odometry unit 3 , the position estimate or the respective landmark P can drift. This means that the landmark P will increasingly deviate from the actual position of the motor vehicle. As soon as a better or even a reception of the satellite-based positioning system is available, the orientation value P can be corrected abruptly. This is for example when leaving the tunnel 21 the case. This can lead to incorrect correction of the orientation value P as a result of the further use of the previously used offset v.

This effect can be avoided by determining the orientation as well as the position when determining the orientation point P. This is represented by the arrows in the present case. It is noticeable that an angle 22 This orientation during the abrupt correction of the landmark P further corresponds approximately to the actual orientation, but clearly from the direction of the estimated trajectory 13 different. In this way, such a correction in the input signal or with respect to the orientation point P can be determined and compensated by the adaptation of the estimated offset v. In a further variant, based on data of the digital map 7 the end of the tunnel 21 be recognized and the expected correction of the landmark point P are intercepted. In another variant, based on the data of the digital map 7 driving on the tunnel 21 be determined and for this time the estimated offset v be set.

In a further variant of the method, the size of the determined offset v, for example the Euclidean length of the determined offset vector, can be monitored and compared with a fixed or adaptively determined maximum size. In the case of exceeding this maximum size, the determination may be marked as "unsafe" and then may not be used by downstream systems.

The determination of the current position P 'described above can also be carried out with methods for determining the currently traveled lane or the lane currently being traveled 15 be combined. In this way, the accuracy of the position estimation can be further improved. For this purpose, for example, the permitted residence area on a lane 15 limited previously determined. It can also be provided that for determining the offset v instead of the distance to the center of the digitized roadway 14 the distance to the center of the digitized lane 15 is used. In this way, in turn, can be avoided that the entry positions outside the carriageway 14 at the edge of the roadway 14 But instead can be used to more precisely determine the offset v of the input position.

LIST OF REFERENCE NUMBERS

1

Positioning device

2

receiver

3

Odometrieeinheit

4

inertial measuring unit

5

unit

6

unit

7

digital map

8th

unit

9

block

10

block

11

block

12

block

13

estimated trajectory

14

roadway

15

lane

16

trajectory

17

corrected trajectory

18

crossing

19

trajectory

20

line

21

node

22

tunnel

23

angle

P

landmark

P '

actual position

v

offset

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102015003724 A1 [0004]

Claims (10)

Method for determining a current position (P ') of a motor vehicle on a road ( 14 ), in which a landmark (P), which describes a position and / or an orientation of the motor vehicle, is determined on the basis of data from a satellite-supported position determination system and / or by means of odometry, and the current position (P ') of the motor vehicle on the basis of the landmark ( P), characterized in that a determination of an offset (v) of the landmark (P) based on a reference orientation point of a digital map ( 7 ) and a correction of the landmark (P) by the offset (v) in dependence on a current driving situation of the motor vehicle are performed. A method according to claim 1, characterized in that the offset (v) is determined and the landmark (P) is corrected if the motor vehicle is moved through a curve, wherein a curve radius of the curve is between a predetermined minimum turning radius and a predetermined maximum turning radius , Method according to one of the preceding claims, characterized in that the determination of the offset (v) is omitted if a curve with several lanes ( 15 ) and / or if a lane change is performed while driving through the curve. Method according to one of the preceding claims, characterized in that the determination of the offset (v) is omitted if the motor vehicle is an intersection ( 18 ) passes through. Method according to one of the preceding claims, characterized in that the determination of the offset (v) is omitted if a journey through a tunnel ( 21 ) and / or an exit from a tunnel ( 21 ) is recognized. A method according to claim 5, characterized in that the offset (v) is adjusted if, as the predetermined driving situation, the journey through the tunnel ( 21 ) and / or the exit from the tunnel ( 21 ) is recognized. Method according to one of the preceding claims, characterized in that the determination of the offset (v) is omitted if the orientation point (P) outside a in the digital map ( 7 ) deposited roadway ( 14 ) is located. Method according to one of the preceding claims, characterized in that a location area is determined on the basis of the orientation point (P) and the current position (P ') of the motor vehicle is additionally determined on the basis of the location area. Positioning device ( 1 ) for a motor vehicle, which is designed to carry out a method according to one of the preceding claims. Positioning device ( 1 ) according to claim 9, characterized in that the position determining device ( 1 ) has a display device for displaying a display in dependence on the current position (P ') of the motor vehicle.

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