Method of determining the position of a vehicle, arrangement for determining the position of a vehicle, as well as a vehicle provided with such an arrangement

• US 5,307,278 A
• Filed: 08/08/1991
• Issued: 04/26/1994
• Est. Priority Date: 08/13/1990
• Status: Expired due to Fees

• Current Assignee: Mannesmann VDO AG (Continental AG)
• Original Assignee: US Philips Corporation (Koninklijke Philips N.V.)
• Inventors: Van Der Gugten, Willem, Hermans, Hans G. M.
• Primary Examiner(s): Black, Thomas G.
• Assistant Examiner(s): NGUYEN, TAN QUANG
• Application Number:
  US07/742,787
• Time in Patent Office: 992 Days
• Field of Search: 364/449, 364/450, 364/443, 364/444, 340/988, 340/990, 73/178 R
• US Class Current: 701/217
• CPC Class Codes: G01C 21/30 Map- or contour-matching

Abstract

For the determination of the position of a vehicle, navigation parameters are measured, with which periodically dead reckoning coordinates are calculated, which are compared to topographical and traffic technical information stored in a global data base. A local navigation data base is being kept and updated, containing relevant sub-information from the global data base. Using the dead reckoning coordinates test steps are performed on route segments from the local navigation data base, on the basis of which route segments forming possibly driven routes, are stored in a data structure and pseudo-segments are derived from consecutively calculated dead reckoning coordinates which form a pseudo-route and are stored in a further data structure. By comparing the route segments in the data structure and the pseudo-segments in the further data structure a well-founded correction vector for the dead reckoning coordinates is periodically determined.

Claims

1. A method of determining the route traveled by a vehicle comprising:

measuring navigation parameters relating to the movement of the vehicle;

utilizing the navigation parameters to calculate dead reckoning coordinates of the vehicle;

comparing the calculated dead reckoning coordinates to stored global information representing at least one of topographical and traffic technical information for a general area;

selecting from the stored global information local information representing at least one of topographical and traffic technical information for a specific area in which the calculated dead reckoning coordinates lie;

storing the selected local information in a local navigation data base;

selecting from the local information stored in the local navigation data base route segments which are consistent with vehicle positions represented by the calculated dead reckoning coordinates;

storing the selected route segments in a first predefined data structure.

2. A method as in claim 1 where pseudo-segments are derived from consecutively calculated dead reckoning coordinates, said pseudo-segments forming a pseudo-route and being stored in a second predefined data structure.

3. A method as in claim 2 where the pseudo-segments are divided into straight pseudo-segments having a substantially constant direction, and vague pseudo-segments.

4. A method as in claim 3 vague pseudo-segments caused by a curve or a brief deviation from a straight road are removed from the second predefined data structure, the relevant straight pseudo-segments being replaced by extrapolated, contiguous straight pseudo-segments.

5. A method as in claim 3 or 4 where contiguous straight pseudo-segments having substantially the same direction are combined to form one new straight pseudo-segment.

6. A method as in claim 2, 3 or 4 where, when the second predefined data structure has a degree of occupancy exceeding a first threshold value, as many of the oldest pseudo-segments are removed from said data structure as are needed to reduce the degree of occupancy below a second threshold value.

7. A method as in claim 1 where, when the first predefined data structure has a degree of occupancy exceeding a third threshold value, as many of the oldest route segments are removed from said data structure as are needed to reduce the degree of occupancy to less than a fourth threshold value.

8. A method as in claim 2 where, by comparing the route segments in the first predefined data structure and the pseudo-segments in the second predefined data structure a correction vector for the dead reckoning coordinates is periodically determined.

9. A method as in claim 8, where, during said comparison, for each possibly driven route assembled from route segments a branch-translation vector from the pseudo-route is determined on the basis of at least two segment-translation vectors from pseudo-segments making up the pseudo-route, to associated route segments, wherein by means of correlations tests performed on the composite segment-translation vectors a best fitting branch-translation vector is selected as the correction vector.

10. A method as in claim 9, where, if the segment-translation vectors making up the best fitting branch-translation vector are correlated less than a first critical value, the vector which perpendicularly projects the current dead reckoning coordinates onto the nearest route segment is used as the correction vector.

11. A method as in claim 8, 9 or 10 where the correction vector is determined each time the vehicle has covered a given distance.

12. A method as in claim 8, 9 or 10 where the correction vector is determined each time the first predefined data structure and the second predefined data structure both contain a number of segments exceeding a second critical value.

13. A method as in claims 8, 9 or 10 where, after each correction vector determination, the first predetermined data structure and the second predefined data structure are emptied.

14. A method as in claim 8, 9 or 10 where, using the correction vector, the dead reckoning coordinates are corrected to form valid actual position coordinates.

15. An arrangement for determining the route traveled by a vehicle comprising:

means for providing navigation parameters relating to the movement of the vehicle;

a memory for storing a global data base containing at least one of topographical and traffic technical information for a general area;

a processor for utilizing the navigation parameters to calculate dead reckoning coordinates of the vehicle and for comparing said coordinates to information in the stored global data base;

a memory for storing a dynamic local navigation data base containing information selected from the global data base for a specific area in which the calculated dead reckoning coordinates lie;

a first working memory for storing, in a first predefined data structure, route segments which are consistent with vehicle positions represented by the calculated dead reckoning coordinates;

a second working memory for storing, in a second predefined data structure, pseudo segments which are derived &

rom consecutively calculated dead reckoning coordinates and represent a pseudo route;

said processor also being adapted to compare the contents of the first and second working memories to determine a correction vector for the dead reckoning coordinates.

16. An arrangement as claimed in claim 15 where the processor, when comparing the contents of the second and third working memories for the determination of the correction vector, determines for every possibly driven route from PSD a branch translation vector from the pseudo-route on the basis of at least two segment-translation vectors from pseudo-segments making up the pseudo-route, to associated route segments, the processor being programmed to select by means of correlation tests performed on the composite segment-translation vectors a best fitting branch-translation vector as the correction vector.