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WO2019211052A1 - Procédé de détermination de la position d'un véhicule - Google Patents

Procédé de détermination de la position d'un véhicule Download PDF

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Publication number
WO2019211052A1
WO2019211052A1 PCT/EP2019/058143 EP2019058143W WO2019211052A1 WO 2019211052 A1 WO2019211052 A1 WO 2019211052A1 EP 2019058143 W EP2019058143 W EP 2019058143W WO 2019211052 A1 WO2019211052 A1 WO 2019211052A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
dynamics model
driving
driving dynamics
sensor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2019/058143
Other languages
German (de)
English (en)
Inventor
Ulrich STÄHLIN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Priority to DE112019000970.2T priority Critical patent/DE112019000970A5/de
Publication of WO2019211052A1 publication Critical patent/WO2019211052A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/14—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to accident or emergency, e.g. deceleration, tilt of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W2030/082—Vehicle operation after collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/009—Priority selection
    • B60W2050/0091—Priority selection of control inputs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics

Definitions

  • the invention relates to a method for determining the position and / or movement of a vehicle and an associated electronic control device.
  • a vehicle For determining the position and / or movement of a vehicle, various approaches are known from the prior art. For example, by means of satellite navigation, also called Global Navigation Satellite System, GNSS for short, a vehicle can be located via a corresponding receiver. Likewise, the odometry of the vehicle can be used. For example, can be used for odometric measurements, the pulses of the wheel angle encoder of all wheels of a vehicle and the wheel steering angle and derive, for example, a longitudinal speed and a rotation angle about the vertical axis. Acceleration and rotation rate sensors, for example an inertial measurement unit, can be used in a so-called strapdown algorithm for determining location and orientation.
  • GNSS Global Navigation Satellite System
  • a sufficiently precise and reliable determination of the position or movement of the vehicle can often only be achieved by combining or merging a plurality of such and similar measurement information.
  • a model is used which defines calculation rules according to which the position and / or movement of the vehicle is at least approximately determined from the various input variables.
  • the vehicle has an electronic processing device, a status detector, and at least one sensor designed to record driving dynamic measured values and to output sensor data
  • the method comprising the steps includes that the electronic processing device from the Sen sorrtz on the basis of a vehicle dynamics model determines a position and / or movement of the vehicle, characterized in that
  • the condition detector detects a driving condition of the vehicle
  • the processing device uses a first or a second vehicle dynamics model to determine the position and / or movement of the vehicle depending on the detected driving state.
  • the term sensor is preferably understood to mean a single sensor or a system of several sensors.
  • the sensor data may preferably include one or more variables, such as position, speed, acceleration, direction, slip angle, ie the angle between the direction of movement of the vehicle in the center of gravity and the vehicle longitudinal axis when cornering, yaw rate and / or offset compensation Sen sorieren.
  • the vehicle dynamics model preferably designates one or more flowcharts and / or calculation instructions, such as specific input data, sensor data or sensor data processed data is processed into output data containing information about position and / or movement of the vehicle.
  • the vehicle dynamics model preferably also depends on certain properties, such as dimensions, stiffnesses, masses of the vehicle or its components.
  • the specified method has the advantage that an adaptation of the position or movement determination to different driving or BEWE conditions is made possible by under different driving dynamics models, so that the positron or movement determination regardless of the current driving or Be wegungsschreib precise and is reliable. In the following, for simplicity, only spoken of driving condition.
  • the state detector distinguishes between an accident-free driving state and a driving state during or after an accident when detecting the driving state
  • the processing device uses the first driving dynamics model in an accident-free driving state and the second driving dynamics model in a driving state during or after an accident.
  • the second driving dynamics model preferably differs from the first driving dynamics model at least in that parts, in particular specific driving dynamic measured values, of the first driving dynamics model in the second driving dynamics model are not taken into account. According to an advantageous development, adaptive parts of the first driving dynamics model are no longer considered in the second in order to avoid mismatches.
  • the second driving dynamics model is designed such that the determination of the position and / or the movement of the vehicle is suspended for a certain period of time after the change of the driving dynamics model, if appropriate under the condition that no plausible sensor data is available. Thus it can be prevented that the driving dynamics model is misaligned.
  • the condition detector preferably detects the differentiation of the driving conditions on the basis of the measured values of at least one accident sensor.
  • An accident sensor should preferably be understood to be a single or a group of sensors designed to record measured values which in some way make it possible to draw conclusions about an undesired driving situation, for example an imminent, occurring or already occurring collision or a collision between a vehicle-external Object and the vehicle.
  • other known from the prior art accident sensors may be appropriate, as they are often used as a basis for decision for the deployment of an airbag or belt tensioner.
  • the crash sensor preferably comprises a collision sensor configured to detect a contact with an object external to the vehicle or an acceleration induced thereby and / or a rollover sensor configured to detect a rotation about the vehicle longitudinal or transverse axis which is sufficiently high by a rollover allow the vehicle and / or
  • an acceleration sensor which is designed to detect accelerations above a, in particular accident-typical, threshold value and / or
  • an environment or proximity sensor configured to detect an imminent collision of the vehicle with an object.
  • an environment or proximity sensor may be formed, for example, as an ultrasonic sensor.
  • the accident sensor may comprise one or the already existing GNSS receivers, wherein, based on the abruptly changing reception situation of the GNSS receiver, a rollover of the vehicle is recognized or the detection is confirmed by the overbuffer sensor.
  • one of the vehicle dynamics models is modeled on the basis of vehicle data, in particular center distance, axle width, rolling resistance of the wheels, which are dependent on a deformation of the vehicle derived from the measured values of the accident sensor.
  • vehicle data in particular center distance, axle width, rolling resistance of the wheels, which are dependent on a deformation of the vehicle derived from the measured values of the accident sensor.
  • An advantageous embodiment of the method according to the invention comprises that one of the driving dynamics models, in particular the second driving dynamics model, is based on kinematic variables which are derived from the measured values of the accident sensor.
  • a suitably designed collision sensor can provide acceleration values.
  • one of the vehicle dynamics models comprises equations of motion in which the vehicle is mathematically modeled as point mass.
  • the point mass describes a strong idealization of a real body, in this case the vehicle.
  • the point mass is preferably understood as a physical model that represents the body solely in terms of its location and mass, and serves to facilitate the description of the movement of the body. External properties such as volume and shape are neglected.
  • the body is considered as a mathematical point, which thus has no extension, but a finite mass. In particular, a point mass preferably does not possess rotational degrees of freedom.
  • one of the driving dynamics models in particular special second driving dynamics model, based solely on driving dynamics variables that reflect the movement of the vehicle regardless of a road contact, in particular while wheel speeds disregard.
  • driving dynamics models in particular special second driving dynamics model, based solely on driving dynamics variables that reflect the movement of the vehicle regardless of a road contact, in particular while wheel speeds disregard.
  • the second vehicle dynamics model differs from the first vehicle dynamics model in that one or more several threshold values for error detection, in particular threshold values for error detection in acceleration measurement data, are not taken into account from the first vehicle dynamics model in the second vehicle dynamics model.
  • a preferred development of the method according to the invention provides that the second vehicle dynamics model differs from the first vehicle dynamics model in that GNSS data as an input variable of the first vehicle dynamics model in the second driving dynamics model are not taken into account as an input variable. This is particularly advantageous if it is expected that the GNSS receiver is damaged or the normal assumptions for the propagation of GNSS signals no longer apply.
  • the second vehicle dynamics model differs from the first vehicle dynamics model in that data of an inertial measurement unit is not taken into account as an input variable of the first vehicle model in the second vehicle dynamics model as an input quantity.
  • the term inertial measuring unit is understood to mean an acceleration or yaw rate sensor, particularly preferably a plurality thereof, in particular in the form of a sensory measuring unit of an inertial navigation system.
  • the processing device carries out calculations according to the respective other vehicle dynamics model and makes use of these when changing the vehicle dynamics model.
  • the vehicle dynamics model can be changed quickly, without settling times for the newly used vehicle dynamics model are necessary.
  • the method according to the invention stores the processing means used in the use of the first or second vehicle dynamics model for determining the position and / or movement of the vehicle sensor data in a data storage between and used at a change of the vehicle dynamics model, the inter mediate stored sensor data for a certain Period as input.
  • the driving dynamics model can be changed quickly.
  • the object is achieved by an electronic control device which is configured to carry out a method according to one of the preceding claims, wherein the control device preferably has a sensor designed to detect driving dynamic measured values and to output sensor data and a state detector For detecting a driving state of the vehicle includes or is preferably adapted to sen sor songs from the sensor and a driving state of the state detector to receive.
  • Fig. 1 shows schematically a flow chart for carrying out the method according to the invention according to an embodiment.
  • a vehicle has an electronic processing device 20, a state detector 10, as well as at least one sensor designed to detect driving-dynamic measured values and to output sensor data.
  • an inertial measuring unit which is able to detect accelerations and turning rates of the vehicle in all spatial directions.
  • an odometry sensor and a GNSS receiver for receiving satellite signals of a satellite navigation system.
  • the various sensor data originating from these sensors are fused or filtered in the processor 20 so that the respective advantages of the various sensors come into play for the determination of the position or movement of the vehicle.
  • the processing device 20 in the present embodiment receives, via the GNSS receiver, location data of the vehicle including an absolute position of the vehicle on a road surface.
  • location data from the GNSS receiver also includes a speed of the vehicle.
  • the location data from the GNSS receiver is derived in the present embodiment in a manner known to those skilled in the art from a GNSS signal in the GNSS receiver which is received via a GNSS antenna and hence referred to below as GNSS location data. For details, refer to the relevant literature.
  • the processing device 20 is able to increase the information content of the GNSS position data derived from the GNSS signal. This is useful because the GNSS signal is not always available.
  • the further sensor data in the present case include vehicle dynamics data from an inertial measurement unit in the form of a longitudinal acceleration, a lateral acceleration and a Vertical acceleration and a roll rate, a pitch rate and a yaw rate of the vehicle.
  • an odomimetry sensor system is used. This includes wheel speed sensors, which detect the wheel speeds of the individual wheels of the vehicle. It may also include a steering angle signal to further increase the information content of the GNSS location data.
  • situation data of the vehicle are generated via a strapdown algorithm from the vehicle dynamics data of the inertial measurement unit.
  • the fusion of the sensor data also uses comparative data for the same quantities that are derived from the GNSS position data or the data from the odometry sensors. How the position data or comparison data are calculated may depend on the vehicle dynamics model used.
  • the filter used for the merger calculates an error budget for the location data and a fault budget for the comparison data based on the location data and the comparison data.
  • the fault households are then supplied according to the strapdown algorithm and the vehicle dynamics model used to correct the position data or the comparison data. This means that the location data and the comparison data are iteratively adjusted for their errors.
  • the used vehicle dynamics model can be changed depending on a driving state 1 he grasps.
  • a state detector 10 is provided, which is designed to detect a change in the driving state 1 via an accident sensor.
  • the driving state 1 is forwarded by the state detector 10 via a corresponding detector signal 2 to the processing device 20, wherein the detector signal 2 at least a distinction allows between a driving state 1, which corresponds to a normal driving and a driving state 1, which corresponds to a driving state 1 during or after an accident.
  • the processing device 20 determines the position and / or movement of the vehicle based on the used Fahrdy namikmodells. If it receives a detector signal 2 which corresponds to a driving state 1 during or after an accident, it uses a second driving dynamics model 22 instead of the previously used first driving dynamics model 21 in order to generate therefrom a position / movement signal 3 which is generated by the vehicle second driving dynamics model 22, the specifics of the changed driving condition 1 taken into account.
  • the detector signal 2 in conjunction with the accident sensor or the accident sensors can also permit finer distinctions, so that the respectively suitable variant of the second vehicle dynamics model 22 can be selected.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Navigation (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé de détermination de la position et/ou du mouvement d'un véhicule. Le véhicule comporte un dispositif de traitement électronique (20), un détecteur d'état (10) et au moins un capteur conçu pour acquérir des valeurs de mesure dynamiques en termes de roulement et pour émettre des données de capteur. Le dispositif de traitement électronique (20) détermine à partir des données de capteur, sur la base d'un modèle dynamique de roulement, une position et/ou un mouvement du véhicule. L'invention caractérisé en ce que le détecteur d'état (10) détecte un état de roulement (1) du véhicule et le dispositif de traitement (20) utilise en fonction de l'état de roulement détecté (1), des premier ou deuxième modèles (21, 22) dynamiques en termes de roulement pour déterminer la position et/ou le mouvement du véhicule.
PCT/EP2019/058143 2018-05-04 2019-04-01 Procédé de détermination de la position d'un véhicule Ceased WO2019211052A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112019000970.2T DE112019000970A5 (de) 2018-05-04 2019-04-01 Verfahren zum Ermitteln einer Fahrzeugposition

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018206956.5A DE102018206956A1 (de) 2018-05-04 2018-05-04 Verfahren zum Ermitteln einer Fahrzeugposition
DE102018206956.5 2018-05-04

Publications (1)

Publication Number Publication Date
WO2019211052A1 true WO2019211052A1 (fr) 2019-11-07

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Application Number Title Priority Date Filing Date
PCT/EP2019/058143 Ceased WO2019211052A1 (fr) 2018-05-04 2019-04-01 Procédé de détermination de la position d'un véhicule

Country Status (2)

Country Link
DE (2) DE102018206956A1 (fr)
WO (1) WO2019211052A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022214432A1 (de) 2022-12-29 2024-07-04 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Überwachen einer Eigenbewegungszustandsschätzung eines Fahrzeugs
DE102024201675A1 (de) * 2024-02-23 2025-08-28 Zf Friedrichshafen Ag Architektursystem mit einer Architektur zum Verteilen von Daten in einem Fahrzeug

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011098333A1 (fr) 2010-02-11 2011-08-18 Continental Teves Ag & Co. Ohg Nœud de détection de véhicule
DE102015207016A1 (de) * 2015-04-17 2016-10-20 Robert Bosch Gmbh Objektverfolgung vor und während eines Zusammenstoßes
US20170053461A1 (en) * 2015-08-20 2017-02-23 Zendrive, Inc. Method for smartphone-based accident detection

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3736340B2 (ja) * 2000-12-14 2006-01-18 トヨタ自動車株式会社 車両制御装置
DE102005016009A1 (de) * 2005-04-07 2006-10-12 Robert Bosch Gmbh Verfahren und Vorrichtung zur Stabilisierung eines Fahrzeugs nach einer Kollision

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011098333A1 (fr) 2010-02-11 2011-08-18 Continental Teves Ag & Co. Ohg Nœud de détection de véhicule
DE102015207016A1 (de) * 2015-04-17 2016-10-20 Robert Bosch Gmbh Objektverfolgung vor und während eines Zusammenstoßes
US20170053461A1 (en) * 2015-08-20 2017-02-23 Zendrive, Inc. Method for smartphone-based accident detection

Also Published As

Publication number Publication date
DE102018206956A1 (de) 2019-11-07
DE112019000970A5 (de) 2020-12-03

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