WO2010046165A1 - Positioning device and positioning method - Google Patents

Abstract

The invention relates to a positioning device and to a positioning method for determining a current position (25) in a traffic network (11, 12, 13), wherein a first position (21) is determined by means of a positioning means (2), wherein traffic routes (11, 12) located in the proximity of the first position (21) are accepted as possible positions from a map (3) in which such traffic routes (11, 12, 13) of the traffic network are listed, said method being characterized in that a drive expenditure (6) is determined for the drive, particularly of a vehicle, and an increase of the actually travelled traffic route (12) is inferred from said expenditure in that the determined increase is compared to information on the increases listed in the map (3), or to information determined from information (14, 15, 16) listed in the map on the increases of the traffic routes (11, 12) accepted as a possible position, and that a traffic route (12) is determined as the most probable location (25)from said comparison. The positioning device and the positioning method comprising the characteristics of the independent patent claims provide the advantage that the accuracy of the positioning is improved. The present invention particularly enables a precise detection of inclining or descending road sections being positioned close together. In this manner it is possible, for example, to differentiate between inclining and declining road sections (such as highways in Shanghai). Entrance and exit ramps of parking garages, or the detection of various parking decks, may also be enabled by the present invention.

Description

 Locating device and locating method

State of the art

The invention is based on a locating device and a locating method according to the preamble of the independent claims.

Today's navigation systems for use in vehicles use for locating, that is, here to determine their own position, usually receiver for receiving signals from satellite positioning systems, such as

GPS or Galileo and often also additional sensors, such as accelerometers or gyroscopes or odometer. These allow a position determination with an inaccuracy in the range of a few meters to less than tens of meters. The position thus determined will be with a digital

Map adjusted and plausibility, which is also known under the term "Map Matching".

The problem here is that due to the described inaccuracy in the case of several closely spaced traffic routes or paths a unique

Position determination is often not possible. DE 196 45 209 B4 proposes, in the case of ambiguities in the location determination, only those in the

Map recorded paths as possible locations that are within a travel direction fan, with the travel direction fan from the currently determined direction of travel plus a tolerance range results.

Of these possible locations, one is judged most probable and the following driving directions are generated based on that location. However, the other possible after the above test sites are at

Continue driving in parallel as long as continued until by comparing the particular direction of travel with the road course of the current and the other paths can be made a uniqueness. The disadvantage of this solution is that with closely spaced and partially parallel paths a fault location can take place on a path actually approximately parallel path running, which can be corrected later. In the case of a currently assumed wrong path, this leads to erroneous driving directions, which irritate or mislead the user.

Advantages of the invention

The location device and the location method with the features of the independent claims have the advantage that the accuracy of the location is improved. In particular, the present invention enables accurate detection of closely spaced uphill or downhill traffic route sections. This makes it possible, for example, to differentiate between top and bottom road sections (eg highways in Shanghai). Also, entrances and exits of parking garages or the detection of different parking decks can be made possible with the present invention.

For this purpose, a first position is determined with locating means and assumed from a map in the traffic routes of a traffic network, such traffic routes as possible positions, which are in the vicinity of the first position, further a drive effort, in particular for driving the vehicle, determined and therefrom on a slope of the currently used

Closed traffic path and finally the determined slope compared with recorded in the map information about the slopes or from information recorded in the map information about the slopes of the assumed as a possible position traffic routes, so that from this comparison a traffic route can be determined as the most likely location , The information about the gradients of sections of track can be assigned directly to the map sections of the affected sections of the route or can be stored as assignable. Alternatively, preferably height information can be assigned to individual interpolation points, for example traffic intersections of the route network, so that the gradient information can be determined from the altitude information.

The drive effort can advantageously be determined in a simple manner from information about energy consumption for driving the vehicle. This can be advantageous to existing in the composite vehicle and navigation system

Sensors are used and no further sensors such as incline or altimeter, are required. Alternatively, the drive effort can also be determined directly as drive power or from the drive torque and speed of the drive machine.

The invention is not limited to motor-driven vehicles, but can advantageously also be implemented in connection with mobile units that can also be used as bicycle or pedestrian navigation. To determine the drive effort, the heart rate of the user can be evaluated here, for example, which increases as a result of greater effort when driving or committing an increase over usual for a flat route values.

drawings

Embodiments of the invention are illustrated in the figures and are explained in more detail below.

Show it - A -

FIG. 1 a detail of a road network on which the vehicle equipped with the locating device according to the invention is currently located,

Figure 2 is a block diagram of the locating device according to the invention and

3 shows a flowchart for explaining the operation of the locating device according to the invention or the locating method according to the invention.

Description of the embodiments

The invention will be described below without restriction of generality by the example of a navigation system for vehicles, which vehicle

Navigation systems regularly comprise a locating device, described as a preferred application of the invention. Another use of the invention is conceivable and possible and is within the scope of the invention. For example, the invention may also be applied in connection with mobile units used as bicycle or pedestrian navigation.

The starting point is the situation outlined in FIG. In Fig. 1, reference numerals 11, 12 and 13 denote sections in a traffic route network, in the present case, road sections. A first road section 11 is straight ahead. Of these branches off a second road section 12, hereinafter also transition. This transition 12 runs essentially parallel to the first road section 11 and leads to a third road section 13, which traverses the first road section 11 and runs essentially transversely to the first road section 11 in the region of the map section shown. In this map section, the vehicle is currently at position 25, ie approximately in the middle of the transition 12. The locating device 1 shown in FIG. 2 comprises means 2 for determining a current position. Without loss of generality, it is subsequently assumed that the position determining means are a receiver 2 for satellite radio signals emitted by satellites of a satellite positioning system, such as GPS, Galileo or the like. Others, in particular supplementary position determining means or sensors from whose signals a position can be determined, such as acceleration or yaw rate sensors, from the output signals by integration starting from a last determined position a new current position can be determined - also known as "coupling location" are also possible.

The satellite receiver 2 in the present case provides position information based on the received satellite radio signals. This position information corresponds, for example, to a point 21 within the in

Figure 1 depicted map detail, which is located on the first road section 11 facing edge of the transition 12. Due to the nature of the system, this positional information is subject to an inaccuracy of the order of magnitude of typically a few meters to a few tens of meters, so that it can be assumed that the actual position of the receiver 2 lies within an error range 22 around the determined position 21. After adjustment of the position determined in this way with road map data stored in a memory 3, which adjustment is carried out by a computer 4 of the navigation system 1 and is also known as "map matching", then its actual position 22 on the transfer 12 would be the possible locations of the vehicle as well as a fictitious position 26 on the first road section 11 into consideration.

Conventionally, the computer 4 would now assume one of these two positions as the most probable, compare them with a previously calculated in a conventional manner from a start to a destination route and from it

Derive driving instructions, if and as soon as they are meaningful or necessary for the user to follow the route, ie, for example, when turning from one currently used road to another road would have to continue to follow the route. These driving instructions would then be output via output means 5, in particular, for example, as synthesized voice instructions via loudspeakers. As the most probable position, in the present case, for example, the fictitious position 26 would be assumed if the calculated route continues over the first road section 11. If the driver now but intentionally or unintentionally deviated from the first road section 11 and thus in the present case also by the route by driving on the transition 12, it would be given on reaching the third road section 13 no driving instructions, since the computer 4 of position 26 as a location go out, where no

Driving instruction would be useful because the road section 11 leads straight ahead at this point. Thus, the driver would now rely on his own considerations, if he should follow the third road section 13 to the left or to the right. Only after turning to the third road section 13, the computer 4 would determine on the basis of the significantly changed direction of travel that the vehicle was previously not at the fictitious position 26, but at the actual position 22.

In addition to the data of the road sections 11, 12 and 13, information about altitude values is also contained in the road map data contained in the memory 3.

In the present case, for example, the branch point at which the transition 12 branches off from the first road section 11, a first height value 14 of, for example, 150 meters above normal zero associated with the further course of the first road section 11 in the area or shortly after the crossing the third road section 13 a second altitude value

15 of for example 145 m above sea level. NN and the junction of the transition 12 in the higher-lying third road section, for example, a third altitude 16 of 165 m above sea level. NN. These height values thus form a height profile of the respective road section 11, 12, 13, preferably in the form of interpolation points. From these elevation values 14, 15 and 16, the computer can determine a slope of the relevant road section 11, 12 and 13 by subtracting the height values 4, namely starting from the point of departure of the transition 12 from the first road section 11 for the first Road section 11 a slope, so a slope value with a negative sign, for the second road section 12 an increase, so a slope value with a positive sign. Alternatively or additionally, gradient values can also be stored in the individual route sections 11, 12 and 13 instead of altitude values. The following is stored by

Altitudes 14, 15 and 16 are assumed.

The computer 4 and the operating program to be processed by the computer 4 are now designed to use these altitude values or the slope values derived therefrom of the individual vehicle locations 22 and 26, which are suitable for satellite positioning, to specify the position. For this purpose, the altitude or slope values are related to a current or immediately preceding drive effort 6 of a drive machine for driving the vehicle. The drive effort 6 can from data of

Vehicle drivelines are determined or read out directly. In an increased compared to a drive for in-plane drive 6 can be concluded on the assumption of a constant or decreasing speed on an increased driving resistance and thus an increase in the traveled road section 12. In contrast, can be closed with reduced drive effort at a constant or increasing speed to a reduced driving resistance and thus a sloping road section 11. The speed, and thus also a speed change, can occur with the position determining means 2, in the case of a satellite receiver 2

Basis of the Doppler effect.

In the present case of FIG. 1, the transition 12 rises from the first height value 14 of 150 m above sea level. NN to the third altitude 16 of 165 m above sea level. NN on. Assuming that the actual vehicle location at the

Position 25 is located on the transition, thus an increased drive effort 6 was detected. Since the transition 12 is the only in the tolerance range 22 of the satellite positioning rising Road section is - the first road section 11 falls from the first altitude value 14 of 150 m above sea level. NN to the second altitude 15 of 145 m above sea level. NN ab - results in the reconciliation of the drive effort 6 with the slope values of the candidate route sections 11 or 12, the transition 12 as the actual vehicle location 25th

For real-time determination as to whether a rising, sloping or even road is currently being driven on, the measure of the drive effort is, in particular, the current drive power of the drive machine of the vehicle. Alternatively, the drive torque together with the engine speed, from which in turn the power can be determined, are considered. As an indirect measure in particular the energy consumption, in the case of an internal combustion engine, the fuel consumption. This can be set in a vehicle with gearbox in particular also to the current gear ratio in relation. So the energy consumption is a measure of the expended

Drive work and thus the current drive effort at a certain time or the total drive effort for a certain distance or slope.

To determine the location on a rising, sloping or level

Thus, in particular, the current drive effort, for example the drive power for the slope of the assumed road section or a total effort, for example the fuel consumption, for a certain distance covered can be related to the height difference on this route.

The mode of operation of the locating device according to the invention and of the locating method according to the invention will be explained again below with reference to the flowchart of FIG.

The procedure runs in an endless loop. In the location device 1, the current position 21 is continuously determined. According to the invention, it is compared whether this position is close to one in the road map data recorded up-ramp (or ramp) (step 100). If not, the process starts again (step 100). Otherwise, according to the invention, the fuel consumption is first compared with an upper threshold value (step 120). If the fuel consumption is greater than a predefined upper threshold value, it is assumed according to the invention that the vehicle has moved up the ramp 12 (step 140). If this is not the case, the fuel consumption is now compared with a fixed lower threshold. If the fuel consumption 6 is less than the lower threshold value, it is assumed in accordance with the invention that the vehicle has driven down a ramp 11 (step 150).

In an advantageous and preferred extension of the current drive effort, ie in particular fuel consumption, not compared with a fixed upper or lower threshold, but with a fuel consumption curve. This is dependent on acceleration and

Speed of the vehicle, which allows a more accurate statement of the fuel consumption under load.

The following input variables are used: - Current fuel consumption

- current engine speed

- currently engaged gear

- current engine temperature

- current position - digital map (with recorded up / downs)

Threshold for fuel consumption or fuel consumption characteristic curve (s)

- optional: current acceleration (can be determined from two consecutive measured values)

- optional: current speed (proportional to engine speed and engaged gear).

In an extension according to the invention it is proposed that the fuel consumption, for example, as a function of acceleration and Speed, preferably in addition depending on a load condition of the vehicle is recorded. This has the advantage that this characteristic curve does not have to be known in advance, but only gradually arises due to the different driving conditions. As soon as a sufficient characteristic curve has been created, the ramp detection can begin.

The signals used for the evaluation need not be limited to motor control signals. For example, it is also possible to use data of an ESP system, transmission data or the air pressure sensor of an air-conditioning system or the like, which is available via CAN networking, for determining the drive effort. Basically all sensors and signals in different systems can be used here, which allow a conclusion about the drive effort or the "effort" when driving on a ramp.

In the case of a navigation system for cyclists or pedestrians, for example, biometric data for determining a current effort can also be evaluated as an indication of a sudden traffic increase. For this purpose, for example, the heart rate is suitable, which can be evaluated in a conventional manner with appropriate heart rate monitors.

Claims

claims: 1. Location method for determining a current position (25) in one Traffic route network (11, 12, 13), wherein with locating means (2) a first position (21) is determined, wherein from a map (3), are recorded in the traffic routes (11, 12, 13) of the traffic route network, such traffic routes ( 11, 12) are assumed to be possible positions close to the first position (21), characterized in that a drive effort (6), in particular for driving a vehicle, determined and therefrom on an incline of the currently used traffic route (12) it is concluded that the ascertained grade has information on the gradients or information recorded on the map (3, 14) of the slopes (15, 16) recorded on the map (3), from the traffic lanes (11 , 12), and that from this comparison a traffic route (12) as the most probable location (25) is determined. 2. locating method according to claim 1, characterized in that the Drive effort is determined indirectly from an energy consumption of the vehicle. 3. Location device (1) for determining a current position (25) in a traffic route network (11, 12, 13), with locating means (2) for determining a first position (21), and with a computer (4) consisting of a Map (3) in which traffic routes (11, 12, 13) of the traffic route network are recorded, such traffic routes (11, 12) as possible positions determined, which are in the vicinity of the first position (21), characterized in that means ( 6) for determining a drive effort, in particular for driving the vehicle, are provided and the computer (4) is adapted to a drive effort (6) on a slope of the currently used Traffic route (12), the slope ascertained with information on the gradients recorded on the map (3) or information (14, 15, 16) recorded on the map (3), information about the gradients from those assumed to be possible Traffic routes (11, 12) to compare and to determine from this comparison a traffic route (12) as the most probable location (25).