Method for rapid recovery from dead reckoning system heading loss

• US 5,745,868 A
• Filed: 12/26/1995
• Issued: 04/28/1998
• Est. Priority Date: 12/26/1995
• Status: Expired due to Term

• Current Assignee: Continental Automotive Systems, Inc. (Continental AG)
• Original Assignee: Motorola, Inc. (Motorola Solutions, Inc.)
• Inventors: Geier, George J.
• Primary Examiner(s): LOUIS JACQUES, JACQUES H
• Application Number:
  US08/578,401
• Time in Patent Office: 854 Days
• Field of Search: 364/450, 364/453, 364/447, 364/449.1, 364/449.2, 364/459, 364/460, 364/424.07, 364/424.029, 364/454, 364/571.01, 364/571.02, 364/571.03 , 364/571.04, 364/571.05, 342/357, 342/457, 340/988, 340/990, 340/995, 73/178 R
• US Class Current: 701/216
• CPC Class Codes: G01C 21/28 with correlation of data from several navigational instruments
• CPC Class Codes: G01S 19/426 by combining or switching between position solutions or signals derived from different modes of operation in a single system
• CPC Class Codes: G01S 19/44 Carrier phase ambiguity resolution; Floating ambiguity; LAMBDA [Least-squares AMBiguity Decorrelation Adjustment] method
• CPC Class Codes: G01S 19/53 Determining attitude
• CPC Class Codes: G01S 3/46 using antennas spaced apart and measuring phase or time difference between signals therefrom, i.e. path-difference systems

Abstract

A method of recovering the heading of a terrestrial vehicle navigation system having a GPS receiver integrated with a dead reckoning system. After determining that a current estimate of the heading may be in error (12, 14), Doppler measurement double difference observables are computed for all GPS satellites whose L band carriers are in phase or frequency track, available distance traveled and heading change information is extracted, and the results are combined and processed (20) to produce a new current heading estimate. A recursive estimator is used to guarantee convergence to an accurate result. Conventional GPS/dead reckoning combined systems generally reset to the first available GPS position following a heading loss. Gross positioning errors can accumulate up to this point, however. The methods described can recover the dead reckoning system heading by processing Doppler information from a single GPS satellite, and thus reduce position error growth occurring when the heading is unknown.

Claims

1. A method of recovering a heading of a vehicle having a navigation system installed thereon, the navigation system including a Global Positioning System (GPS) receiver and a dead reckoning system whereby the dead reckoning system includes a heading rate sensor, the method comprising the steps of:

determining heading change information from the navigation system;

running anomaly detection tests to determine if a current heading from the dead reckoning system is in error;

incrementing a heading uncertainty in response to positive anomaly detection test results;

determining whether the heading uncertainty is excessive;

if the heading uncertainty is excessive, determining a recovered heading in response to information from both the GPS receiver and the dead reckoning system and when the GPS receiver is unable to determine a reliable heading;

determining if a difference between the current heading and the recovered heading is excessive;

resetting the current heading and the heading uncertainty if the difference is excessive; and

resetting a position of the vehicle in response to the reset current heading.

2. A method as claimed in claim 1, further comprising the step of recovering a position from a heading loss time.

3. A method as claimed in claim 1, wherein the step of determining a recovered heading comprises the steps of:

computing Doppler measurement double difference observables derived by a GPS receiver for at least one GPS satellite whose L band carrier is in phase or frequency track;

extracting distance traveled and heading change information from the dead reckoning system;

combining the Doppler measurement double difference observables with the distance traveled and the heading change information to produce a new estimate of the heading; and

using a recursive estimator to process the new estimate of the heading with the heading change information to converge on the recovered heading.

4. A method as claimed in claim 3, wherein the step of determining a recovered heading further comprises the steps of:

using a Kalman filter to weight the heading change information with a heading estimate derived from a nonlinear solution technique; and

using covariance information from the Kalman filter to determine convergence of the recovered heading.

5. A method as claimed in claim 3, where the step of extracting comprises the step of extracting from pulse count information from wheel sensors.

6. A method as claimed in claim 5, wherein the step of running anomaly detection tests comprises the step of comparing the pulse count information to a minimum reliable speed.

7. A method as claimed in claim 5, wherein the step of running anomaly detection tests further comprises the step of determining if there is an indication of a sensor failure.

8. A method as claimed in claim 5, wherein the step of running anomaly detection tests further comprises the steps of:

testing the heading change information against a maximum heading rate of the vehicle;

testing the distance traveled and the heading change information against a maximum lateral acceleration of the vehicle;

testing the distance traveled against a maximum speed of the vehicle; and

testing the distance traveled against a maximum longitudinal acceleration of the vehicle.

9. A method of recovering the heading of a terrestrial vehicle navigation system comprising a GPS receiver integrated with a dead reckoning system, the method comprising the steps of:

determining that a current estimate of the heading may be in error by a predetermined excessive amount;

if the current estimate is in error by the predetermined excessive amount, computing Doppler measurement double difference observables derived by the GPS receiver when the GPS receiver is unable to determine a reliable heading;

extracting distance traveled and heading change information from heading sensors of the dead reckoning system;

combining the Doppler measurement double difference observables with the distance traveled and the heading change information to produce a new current estimate of the heading;

using a recursive estimator to process the new current estimate of the heading with the heading change information to guarantee convergence to an accurate estimate of the heading;

comparing the accurate estimate of the heading with the current estimate of the heading; and

resetting the current estimate of the heading if a difference between the accurate estimate and the current estimate is excessive.

10. A method as claimed in claim 9, additionally comprising the step of constructing a position for the vehicle from a time that the heading was in error.

11. A method of recovering a heading for a vehicle with a terrestrial navigation system comprising a GPS receiver integrated with wheel sensors providing pulse count information, the method comprising the steps of:

determining that a current estimate of the heading may be in error by a predetermined excessive amount;

if the current estimate is in error by the predetermined excessive amount, computing Doppler measurement double difference observables derived by the GPS receiver when the GPS receiver is unable to determine a reliable heading;

extracting distance traveled and heading change information from the pulse count information;

combining the Doppler measurement double difference observables with the distance traveled and the heading change information to produce a new current estimate of the heading;

using a recursive estimator to process the new current estimate of the heading with the heading change information to guarantee convergence to an accurate estimate of the heading;

comparing the accurate heading estimate with the current heading estimate; and

resetting the current heading estimate if a difference between the accurate estimate and the current heading estimate is excessive.

12. A method as claimed in claim 11, further comprising the steps of:

using a Kalman filter to weight the heading change information with a heading estimate derived from a nonlinear solution technique; and

using covariance information from the Kalman filter to determine convergence of the accurate estimate of the heading.

13. A method as claimed in claim 11, additionally comprising the step of constructing a position for the vehicle from a time that the heading was in error.

14. A method as claimed in claim 13, additionally comprising the step of incrementing an uncertainty level associated with the current estimate of the heading using anomaly detection tests.

15. A method as claimed in claim 14, wherein the step of using anomaly detection tests comprises the step of comparing the pulse count information to a minimum reliable speed.

16. A method as claimed in claim 14, wherein the step of using anomaly detection tests comprises the step of determining if there is an indication of a sensor failure.

17. A method as claimed in claim 14, additionally comprising the step of comparing the uncertainty level with a convergence limit associated with linear estimators.

18. A method of recovering the heading of a terrestrial vehicle navigation system comprising a GPS receiver integrated with a transmission odometer and a heading rate sensor, the method comprising the steps of:

determining that a current estimate of said heading may be in error by a predetermined excessive amount;

if the current estimate is in error by the predetermined excessive amount, computing Doppler measurement double difference observables derived by the GPS receiver when the GPS receiver is unable to determine a reliable heading;

extracting distance traveled information from the transmission odometer and heading change information from the heading rate sensor;

combining said satellite Doppler measurement double difference observables with the distance traveled information and the heading change information to estimate a new current estimate of the heading;

using a recursive estimator to process the new estimate of the heading with the heading change information to guarantee convergence to an accurate estimate of the heading;

comparing the accurate estimate of the heading estimate with the current heading estimate; and

resetting the current heading estimate if a difference between the accurate estimate and the current heading estimate is excessive.

19. A method as claimed in claim 18, further comprising the steps of:

using a Kalman filter to weight the heading change information with the new current estimate of the heading derived from nonlinear solution techniques; and

using covariance information from the Kalman filter to determine convergence of the accurate estimate of the heading.

20. A method as claimed in claim 18, additionally comprising the step of constructing a position for the vehicle from a time that the heading was in error.

21. A method as claimed in claim 18, additionally comprising the steps of incrementing an uncertainty level associated with the current estimate of the heading in response to anomaly detection test results.

22. A method as claimed in claim 21, wherein the step of incrementing comprises the step of determining when the heading rate information is in error due to an erroneous calibration of the heading rate sensor.

23. A method as claimed in claim 21, wherein the step of incrementing comprises the step of determining when the heading rate information is in error due to heading rate sensor failure.

24. A method as claimed in claim 21, wherein the step of incrementing further comprises the step of comparing the uncertainty level with a convergence limit associated with linear estimators.

25. A method as claimed in claim 21, further comprising the step of testing the heading rate information against a maximum heading rate of the vehicle.