EP1506365A1 - Procede et dispositif pour determiner la courbe d'une voie de circulation de vehicule - Google Patents

Procede et dispositif pour determiner la courbe d'une voie de circulation de vehicule

Info

Publication number
EP1506365A1
EP1506365A1 EP03727462A EP03727462A EP1506365A1 EP 1506365 A1 EP1506365 A1 EP 1506365A1 EP 03727462 A EP03727462 A EP 03727462A EP 03727462 A EP03727462 A EP 03727462A EP 1506365 A1 EP1506365 A1 EP 1506365A1
Authority
EP
European Patent Office
Prior art keywords
yaw rate
curvature
vehicle
speed
model
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.)
Withdrawn
Application number
EP03727462A
Other languages
German (de)
English (en)
Inventor
Gabriel Schwab
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.)
Volkswagen AG
Original Assignee
Volkswagen AG
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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP1506365A1 publication Critical patent/EP1506365A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/14—Yaw
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius

Definitions

  • the present invention relates to a method and a device for determining the curvature of a lane of a vehicle.
  • Information about the curvature of the lane that a vehicle is traveling on can be used in particular to assist the driver when cornering.
  • the curvature values can be used to control a cornering light function.
  • the direction of light emission from the headlamp is at least partially pivoted in the direction of the curve being driven.
  • the cornering light function is particularly important in the case of adaptive motor vehicle headlight systems, since the illumination by the low beam of a conventional headlight in the curve is insufficient in many situations.
  • driver assistance systems in which various systems for environment detection of a motor vehicle are used.
  • automatic distance control e.g. automatically maintains a sufficient safety distance from the vehicle in front.
  • this system it is important to know whether the vehicle is cornering or not.
  • the current curvature value for the driving lane is determined with the help of driving dynamics sensors.
  • the models that are used to calculate the lane curvature have the disadvantage that they only insufficiently estimate the curvature of the lane in front of the vehicle.
  • Such video sensor data is obtained from images that are recorded by video cameras and that show the driving optically record the tool environment. The images obtained are evaluated using digital image processing so that the course of the road ahead of the vehicle can be determined. Disadvantages of the video sensor systems, however, are the very high hardware costs and the still insufficient image processing for determining the road.
  • the current location of the vehicle e.g. determined with a GPS (Global Positionings System) receiver.
  • the location determined in this way is compared with the data on a digital map and the position of the vehicle is determined in this way.
  • the data from the digital map can then be used to determine the exact course of the road on the road traveled by the vehicle.
  • a disadvantage of the curvature determination using navigation data is that it is too imprecise. This is due on the one hand to the error in determining the current position using the GPS receiver and on the other hand to inaccuracies in digital maps. Furthermore, short-term changes in the course of the road cannot be taken into account. In addition, the hardware costs of such a system are relatively high.
  • this object is achieved by a method according to claim 1 and a device according to claim 12, with advantageous developments and further developments resulting from the subclaims.
  • the curvature of the vehicle's lane is calculated on the basis of vehicle dynamic data.
  • the movement of a vehicle can be described by different approximation models. It was examined which of these models and under which conditions is particularly suitable for determining the curvature of a lane.
  • the curvature of the lane can be calculated with a known vehicle speed and a known steering wheel angle, taking into account characteristic stiffness values for the vehicle.
  • the tire stiffness and the deformation of the steering are taken into account.
  • the driving dynamics can also be determined in the so-called yaw rate model from the change in time of the so-called yaw angle and the center of gravity speed of the vehicle.
  • the yaw angle describes the rotation of the vehicle around a vertical axis.
  • the curvature of the lane can be calculated directly from the steering wheel angle, with corrections due to the deformability of vehicle components being incorporated in this model, not as in the single-track model.
  • the curvature can be calculated from the direct measurement of the lateral acceleration and the center of gravity speed of the vehicle. It has now been found that the curvature of the lane can be calculated particularly well as a function of the current speed and yaw rate of the vehicle, ie the change in the yaw angle over time, using either the single-track model or the so-called yaw rate model.
  • the curvature is determined by means of the vehicle speed and the measured steering wheel angle, in the case of the yaw rate model by means of the measured yaw rate and the vehicle speed.
  • the vehicle speed, the yaw rate and the steering wheel angle are measured. From this, depending on the speed and the measured yaw rate, the curvature of the lane is calculated either using a single-track model or using the yaw rate model.
  • the curvature of the lane is calculated using the single-track model, otherwise using the yaw rate model.
  • the limit speed is advantageously between 20 km / h and 40 km / h, preferably between 25 km / h and 35 km / h and particularly preferably 30 km / h.
  • the limit yaw rate is advantageously between 1.5 degrees / s and 2.5 degrees / s, preferably between 1.8 degrees / s and 2.2 degrees / s and particularly preferably 2 degrees / s.
  • the single-track model delivers particularly precise curvature values at speeds below these limit speeds and at low yaw rates below the specified limit yaw rates. If the limit speed or the limit yaw rate is exceeded, the yaw rate model delivers more precise curvature values, so that it is used according to the invention for calculating the curvature.
  • variables that are characteristic of the rigidity of the vehicle are preferably taken into account.
  • the curvature can preferably be calculated using the following formula:
  • v SP is the center of gravity speed of the vehicle
  • ⁇ i is the steering wheel angle
  • / is the center distance
  • l v or l is the distance between the center of gravity and the front or rear axle
  • m is the mass of the vehicle
  • c ⁇ V or c aH is the stiffness of the front or rear tires
  • c'av is the stiffness the front axle is.
  • the curvature can preferably be calculated using the vehicle speed and the measured yaw rate using the following formula:
  • K is the curvature
  • d ⁇ / dt the measured yaw rate
  • ⁇ _ ⁇ the center of gravity of the vehicle.
  • the vehicle speed is preferably the center of gravity speed of the vehicle. It is determined on the basis of the measured wheel speeds of the vehicle and the yaw rate.
  • the curvature of a lane of a vehicle which is traveling on a roadway of known curvature is determined by means of the single-track model and / or the yaw rate model, and a speed-dependent correction factor is calculated from the determined curvature and the known roadway curvature and the calculated curvature is corrected in Dependence on the speed by the correction factor.
  • the correction factor results from the quotient of the calculated curvature and known curvature. It has been found that the correction factor is in a range between 0.98 and 1.20.
  • the device according to the invention for determining the curvature of a lane of a vehicle comprises a vehicle speed sensor, a yaw rate sensor and a steering wheel angle sensor.
  • the device is characterized by a decision unit, which is coupled to the vehicle speed sensor and the yaw rate sensor and receives the vehicle speed and the measured yaw rate as input signals, and by which, depending on the speed and the measured yaw rate, either a single-track model or a yaw rate model can be selected. Furthermore, the device is characterized by a calculation device by means of which the curvature of the lane can be calculated on the basis of the selected model, the curvature being determined on the basis of the vehicle speed and the measured steering angle in the single-track model and on the basis of the measured yaw rate and the vehicle speed in the yaw rate model is calculated.
  • a limit speed and a limit yaw rate are preferably stored in the decision unit, the decision unit selecting the single-track model when the speed is below the limit speed and the yaw rate below the limit yaw rate, and otherwise selecting the yaw rate model as the calculation model.
  • the calculation device When selecting the single-track model, the calculation device preferably calculates the curvature using the following formula:
  • v SP is the center of gravity speed of the vehicle
  • ⁇ / . is the steering wheel angle
  • k is the steering ratio
  • the device further comprises a memory unit in which correction factors are stored, the correction factors resulting from known and calculated curvatures as a function of vehicle speeds.
  • the storage unit is coupled to the calculation device, so that curvatures calculated by the calculation device can be corrected by the correction factors stored in the storage unit.
  • curvatures of the lane of a vehicle determined with the method and the device according to the invention can be used particularly well when controlling the cornering light function of an adaptive headlight system.
  • the specific curvature can also be used in other driver assistance systems, e.g. an automatic distance control.
  • FIG. 1 schematically shows an exemplary embodiment of the device according to the invention for determining the curvature of a lane of a vehicle
  • FIG. 2 shows the results of measurements for different curvature models for driving at different speeds
  • FIG. 3 shows the values for a measurement run calculated according to the single-track model, the actual curve radii as well as the amount error of the single track model and
  • FIG. 4 shows the values calculated for the curve radii for the same measurement run as that on which FIG. 3 is based, according to the yaw rate model, and the amount of error for the yaw rate model.
  • the device for determining the curvature of a lane of a vehicle comprises a yaw rate sensor 1, a vehicle speed sensor 2 and a steering wheel angle sensor 14. These sensors 1, 2 and 14 determine the vehicle speed, the yaw rate and the steering wheel angle while driving.
  • sensors can be used, for example, which deliver the data for an electronic stability program (ESP) for driving dynamics control.
  • ESP electronic stability program
  • the electronic stability program comprises a total of four as vehicle dynamics sensors Wheel speed sensors, a steering wheel angle sensor, a yaw rate sensor and a lateral acceleration sensor.
  • the data from these arrangements are made about "a bus available and can also be used in this way for the calculation of the lane curvature.
  • vehicle speed is understood to mean the speed v S p of the vehicle's center of gravity. It is not measured directly, but determined from the signals of the individual wheel speeds. Since the trajectory of the vehicle's center of gravity is a superposition of a purely translational movement with the speed
  • the yaw rate vector d ⁇ / dt has only one component in the vertical direction.
  • the distances ⁇ are the distances from the respective wheel contact point to the center of gravity of the vehicle.
  • the wheel speeds of the front axle still have to be corrected by the steering angle. Since the wheel speed sensors can only measure the proportion of the speed in the wheel plane, an error results for the axis direction of the wheel, which is, however, advantageously corrected if the float angle is known.
  • the speed sensor 2 In addition to the measured values of the wheel speeds and the yaw rate, the speed sensor 2 also detects whether the brake pedal is actuated. A distinction is then made between two cases when calculating the center of gravity:
  • VSP max (V S PI, v S p 2 , v SP3 , v S P4)
  • Unit 5 transmits the vehicle speed to units 6, 11 and 14 as an output variable.
  • the yaw rate determined by the yaw rate sensor 1 is also transmitted to the unit 3, in which the absolute amount of the yaw rate is formed. This absolute amount is finally transferred to unit 4.
  • the measured yaw rate is compared with a limit yaw rate stored in unit 4. If the measured yaw rate exceeds the stored limit yaw rate, unit 4 transmits a corresponding signal to unit 7. Furthermore, the measured yaw rate is transmitted to units 9 and 11, as will be explained later.
  • the limit yaw rate is in a range between 1.5 degrees / s and 2.5 degrees / s, preferably in a range between 1.8 degrees / s and 2.2 degrees / s and in a particularly preferred range
  • the exemplary embodiment is the limit yaw rate 2 degrees / s.
  • the vehicle speed calculated in unit 5 is compared with a limit speed and it is determined whether this limit speed is exceeded. If the limit speed is exceeded, the unit 6 transmits a corresponding signal to the unit 7.
  • the limit speed is in a range between 20 km / h and 40 km / h, preferably in a range between 25 km / h and 35 km / h and in a particularly preferred embodiment is 30 km / h.
  • either the single-track model or the yaw rate model is selected as the calculation model for the curvature. If the measured or determined vehicle speed is below the limit speed and the measured yaw rate is below the limit yaw rate, the single-track model is selected, otherwise the yaw rate model. This selection is transmitted to the calculation device 8.
  • the curvature of the is calculated based on the selected calculation model, ie either by means of the single-track model or the yaw rate model Lane calculated. If the calculation is based on the single-track model, the curvature in the computing unit 9 is calculated using the following formula:
  • aV Caiil is 1st and m [c aH l H -c , aV l V i
  • v SP is the center of gravity speed of the vehicle
  • ⁇ i. is the steering wheel angle
  • i L is the steering ratio
  • l v or ⁇ H is the distance between the center of gravity and the front or rear axle
  • m is the mass of the vehicle
  • c aV or c aH is the stiffness of the front or rear tires
  • c ' aV is the Stiffness of the front axle is.
  • the computing unit 9 receives the vehicle speed from the unit 5 and the steering wheel angle from the sensor 14.
  • the stiffness data for the respective vehicle are stored in a storage unit.
  • the correction factors depend on the speed. They are each for the track model and the yaw rate model stored in the storage unit 14. They were determined as follows:
  • the value ranges of the measured driving dynamics signals i.e. in particular the yaw rate and the wheel speeds, and the most frequently occurring values are determined. These values are used to calculate the curvature and are related to the actual curvature.
  • the quotient of the calculated curvature and the curvature taken from the road maps forms the correction factor. It has been found that the correction factor is in a range between 0.98 and 1.20. For curvature and speed ranges in which no measurement data are available, the correction factor is chosen to be one.
  • the correction factors and the selection of the model are transmitted from the storage unit 14 and the unit 7 to the correction factor calculation unit 16 via the unit 15.
  • the calculated curvature is transmitted from the calculation device 8 to the multiplication unit 12, and the corresponding correction factor from the correction factor calculation unit 16. These two values are multiplied together in the multiplication unit 12 and output to the unit 13.
  • the vehicle-specific parameters required for the single-track model were measured.
  • the circular path was traversed at speeds between 10 km / h and 110 km / h.
  • the results the curvature or radius calculations for the different curvature models are shown in FIG. 2.
  • the mean values for the radius and the ranges of the standard deviation are shown.
  • the area delimited by the standard deviation is indicated by the narrow bars.
  • the Ackermann model only delivered accurate curvature values for the slowest speed at 13 km / h.
  • the calculated curvatures became very imprecise for higher speeds.
  • the wheel speed difference model of the rear axle calculates the radius at low speed relatively accurately, although the standard deviation is very large. At higher speeds, the radius is calculated far too small, especially with large curve radii.
  • the wheel speed difference model of the front axle delivers similar results.
  • the single-track model and the yaw rate model are particularly well suited for the curvature calculation, the single-track model being preferred at lower speeds and lower yaw rates, and the yaw rate at higher speeds and higher yaw rates.
  • further measurements were carried out on a test section in which radii in the range from 400 to 500 m occurred. The results of these measurements and calculations are shown in FIG. 3 for the single-track model and in FIG. 4 for the yaw rate model.
  • Curves 1 show the reference values for the radii on the test route, curve 2 of FIG.
  • curve 3 shows the calculated radii on the basis of the Single track model
  • curve 2 of FIG. 4 shows the calculated radii on the basis of the yaw rate model
  • curves 3 each show the amount error of the single track model or the yaw rate model, represented as the difference between the actual curvature and the calculated curvature.
  • the single track model and the yaw rate model provide the most accurate curvature values. If one also takes into account the bank's banked slopes, the yaw rate model is the only one of the models examined that is insensitive to banked slopes. The yaw rate model has greater accuracy at higher yaw rates. For low speeds below a certain limit speed, the single-track model is therefore selected to calculate the curvature if the yaw rate is below a limit yaw rate. For yaw rates above the limit yaw rate and for speeds above the limit speed, the yaw rate model is used to calculate the curvature.
  • the limit speed is advantageously in a range between 20 km / h and 40 km / h, preferably in a range between 25 km / h and 35 km / h and particularly preferably 30 km / h.
  • the limit yaw rate is advantageously in a range between 1.5 degrees / s and 2.5 degrees / s, preferably in a range between 1.8 degrees / s and 2.2 degrees / s, and is particularly preferably 2 degrees / s.

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un procédé et un dispositif permettant de déterminer la courbe d'une voie de circulation de véhicule. Selon ledit procédé, on détermine la vitesse du véhicule, la vitesse angulaire de lacet et l'angle de braquage. Ledit procédé se caractérise en ce qu'en fonction de la vitesse du véhicule mesurée et de la vitesse angulaire de lacet, la courbe de la voie de circulation est calculée sur la base d'un modèle de voie unique, au moyen de la vitesse du véhicule et de l'angle de braquage mesuré ou sur la base d'un modèle de vitesse angulaire de lacet, au moyen de la vitesse angulaire de lacet mesurée et de la vitesse du véhicule. Le dispositif selon l'invention comprend un détecteur de vitesse du véhicule (2), un détecteur de vitesse angulaire de lacet (1) et un détecteur d'angle de braquage (14). Ledit dispositif se caractérise en ce qu'il comprend une unité de décision (7), couplée au détecteur de vitesse du véhicule (2) et au détecteur de vitesses angulaire de lacet (1), qui reçoit comme signaux d'entrée, la vitesse du véhicule (VSP) et la vitesse angulaire de lacet mesurée (dpsidt) et à l'aide de laquelle un modèle de voie unique ou un modèle de vitesse angulaire de lacet peut être sélectionné comme modèle de calcul, en fonction de la vitesse (VSP) ou de la vitesse angulaire de lacet mesurée (Dpsidt). Ledit dispositif comprend également une unité de calcul (8, 9, 11) à l'aide de laquelle la courbe de la voie de circulation peut être calculée, sur la base du modèle sélectionné. En cas de modèle à voie unique, la courbe est déterminée sur la base de la vitesse du véhicule et de l'angle de braquage mesuré et en cas de modèle de vitesses angulaire de lacet, ladite courbe est mesurée sur la base de la vitesse angulaire de lacet mesurée et de la vitesse du véhicule.
EP03727462A 2002-05-16 2003-05-09 Procede et dispositif pour determiner la courbe d'une voie de circulation de vehicule Withdrawn EP1506365A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10221900 2002-05-16
DE10221900A DE10221900A1 (de) 2002-05-16 2002-05-16 Verfahren und Vorrichtung zum Bestimmen der Krümmung einer Fahrspur eines Fahrzeugs
PCT/EP2003/004888 WO2003098098A1 (fr) 2002-05-16 2003-05-09 Procede et dispositif pour determiner la courbe d'une voie de circulation de vehicule

Publications (1)

Publication Number Publication Date
EP1506365A1 true EP1506365A1 (fr) 2005-02-16

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EP03727462A Withdrawn EP1506365A1 (fr) 2002-05-16 2003-05-09 Procede et dispositif pour determiner la courbe d'une voie de circulation de vehicule

Country Status (3)

Country Link
EP (1) EP1506365A1 (fr)
DE (1) DE10221900A1 (fr)
WO (1) WO2003098098A1 (fr)

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FR2866292B1 (fr) * 2004-02-12 2007-04-13 Valeo Vision Procede de commande des faisceaux lumineux emis par un dispositif d'eclairage d'un vehicule
DE102004016713B4 (de) * 2004-04-05 2015-09-24 Volkswagen Ag Verfahren und System zum Steuern eines Fahrzeugscheinwerfers
DE102004060880B4 (de) * 2004-12-17 2017-07-13 Volkswagen Ag Verfahren und Vorrichtung zum Steuern eines Fahrzeugscheinwerfers
DE102005050841B4 (de) 2005-10-24 2021-11-04 Volkswagen Ag Verfahren und Vorrichtung zur selbsttätigen Schaltung eines Fernlichts eines Kraftfahrzeugs
EP1916166B1 (fr) * 2006-10-27 2011-12-14 Ford Global Technologies, LLC Procédé et dispositif permettant d'estimer la vitesse longitudinale d'un véhicule automobile
DE102007002791A1 (de) * 2007-01-18 2008-07-24 Wabco Gmbh Verfahren und Vorrichtung zur Bestimmung der Geschwindigkeit eines Fahrzeugs
DE102008026233B4 (de) 2008-05-29 2017-01-12 Volkswagen Ag Verfahren und Vorrichtung zur Lenkradwinkel-Offsetkompensation
US20170355398A1 (en) * 2016-06-10 2017-12-14 Cnh Industrial America Llc System and method for vehicle steering calibration
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Also Published As

Publication number Publication date
WO2003098098A1 (fr) 2003-11-27
DE10221900A1 (de) 2003-11-27

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