VEHICLE NAVIGATION SYSTEM

Abstract: A method of representing a route network in terms of numerical data for use in a vehicle navigation system, is characterised in that each route is represented as a series of route sections, each defined in terms of a set of coordinates and its radius.

Description: The present invention relates to navigation systems, and is particularly applicable to navigation systems for land vehicles. Navigation systems for use in shipping, air and space travel are well known and their benefit is indisputable. More recently, navigation systems for overland travel have met with increasing interest and homing systems for travel on motorways and city road systems have been proposed. An electronic traffic pilot for motorists is described in an article in the German magazine "Funknavigation", issue no. 4 of 1983, entitled EVA - Ortungs-und Navigationsystems Fur Landfahrzeuge, by Ernst P. NeuKirchner, Otmar Pilsak, and Dietmar Schlogl. The basic system includes a driver communications system via which the starting point and destination are entered and direction recommendations issued; a route search system, which computes the optimum route, based on the starting point and destination entered, by accessing a digital illustration of the road system; a locating system which continuously updates the actual position during the journey and a navigation system, which makes a comparison of the set route and the actual route and, in the event of any disparity, causes the route search system to determine a new optimum route from the actual position. This last feature makes the homing always optimal, regardless of whether or not the directional recommendations are followed. EP-A 181 012 describes an adaptive vehicle navigation system. Position locating devices in the vehicle determine the vehicle's position coordinates recurrently from the speed and acceleration of the vehicle in motion as determined by the measuring unit. The generated vehicle position coordinates are compared to an actual route position, which are repeated by coordinates of the route network which are stored in a mass memory. The coordinates of the route network determine all possible routes. For getting a good reproduction of the route many coordinates are necessary. The known system requires a very large data handling capability and is hence complex and expensive to produce. In particular a large amount of memory space is required to store the data relating to the road system. This problem is alleviated to some extent by storing map data for different areas on magnetic tape in a cassette. The user then selects the cassette containing the appropriate map data for the journey to be made. However, a certain memory capacity is required to take data from the cassette tape for use in the system, and therefore it is desirable to be able to reproduce a map of the area to be travelled through from as little data as possible. The present invention provides a method and an apparatus for determining the location of a vehicle as claimed. According to the invention each route is represented as a series of route sections, each of which is defined in terms of a set of coordinates and its curvature. The set of coordinates may be the initial or final coordinates of the route section. As will become clear from the following description, this method of representing a route network requires far less data than, say representing each route as a series of coordinates only. It will be appreciated that the method is applicable to navigation systems other than that described above. In accordance with the invention the curvature may be defined as the radius of each route section or the reciprocal of the radius. In the known EVA navigation system, the locating system compensates for errors in the vehicle position sensors, using the stored information on the route network. Assuming that the vehicle remains in the route network (unless it departs entirely from the mapped area) it is possible to deduce the actual vehicle location by comparing the calculated position values to the possible values according to the stored route network information. This error elimination can be greatly simplified if the route network is represented in the manner described above. It is known to monitor the position of the vehicle using a compass and it is known to monitor the distances travelled by the inner and outer (right side and left side) wheels. The radius of curvature of any route section through which the vehicle travels can be calculated either from the compass direction or the wheel sensors, in a manner to be described below. The radius of curvature of successive route sections may be compared to the stored radius to accurately determine the actual vehicle position. Because this method of determining vehicle location is based on differential variables it is more accurate than known methods. For example, in a system which relies entirely on measurement of coordinates there will always be a certain navigation error. In conventional systems errors occur in particular on extended curves since the directional changes at the reference points do not coincide with the route followed by the road. (In a conventional system the road is represented as a series of coordinates linked by straight lines.) However a point of inflection (change in curvature) along a route can be determined precisely, and hence each time a vehicle is at such a point its position is known accurately. An embodiment of the invention will now be described by way of example and with reference to the accompanying drawing in which: Figure 1 is a diagram illustrating the manner in which map data is stored according to this invention. Referring to Figure 1, a length of road between two nodes A and B can be divided up into a number of arcs of a circle. It is possible to reconstruct a picture of that length of road given, for each individual arc, the initial coordinates (x,y) and the radius of curvature R. The coordinates of the beginning of one arc provide the end point for the previous arc. (A sign will be necessary for the radius R since there are two possible arcs of the same radius joining any two points). In this embodiment of the present invention, lengths of road are stored in the system in this way. Thus, for each road section three factors are stored, namely initial coordinates (x,y) and radius (with sign). Alternatively the curvature K = 1/R may be stored instead of the radius. This is more convenient in fact since curvature is always finite whereas the radius for a straight section is infinite. The figure shows a set of coordinates at each change in the curvature of the route. If a route section of constant curvature completes a turn of more than 180° it is preferred to include at least one additional reference point and store the coordinates of this point. The distance D between the two nodes can be calculated from the following formula: In order to reduce the effort required for this calculation the lengths of the individual arcs may additionally be stored so that the road distance between two nodes is simply calculated from the sum of the lengths of the individual arcs. During a journey, the position of a vehicle is monitored. In the known system described above the direction of travel of the vehicle relative to North is continuously monitored and pulse transmitters on the wheels provide information on the distance travelled. Any known method and apparatus for detecting the vehicle position can be used in the present invention. In the known navigation system, deviations between calculated and actual vehicle position occur due to various interfering influences. Such errors are compensated for by comparing the measured values of angle and position to the available values of angle and position from the stored road map. Assuming that the vehicle only travels within the stored road system, conclusions can be drawn on the actual position of the vehicle. With road map data being stored in the manner described above the comparison of calculated vehicle positions and actual available positions within the road network is very simple. The radius of an arc or road section through which the vehicle is travelling can be obtained from the direction of travel of the vehicle (P) which may be monitored by a compass, and the speed (v) of the vehicle obtained for example from the speed monitor, using the formula: With s being the distance travelled. Alternatively the radius can be calculated from the signals given by the wheel sensors, using the formula. Where Δ is the wheel separation, S₁ and S₂ are the paths of the outer and inner wheels and R relates to the axle centre. The radius can also be used for dead reckoning navigation, for example at a node or junction where a number of routes are available. The calculated values of vehicle position and radius of route section are compared to the stored values to determine which of the available directions the vehicle has taken. The present invention is particularly useful for determining the location of a vehicle when it enters a mapped area from an unknown approach location. If the vehicle departs from a mapped area the sensors continue to monitor for example, the orientation of the vehicle and the distance travelled, so that the coordinates of the vehicle can always be calculated. However, because the calculated data is not continuously correlated with stored map data, errors build up so that by the time the vehicle re-enters the mapped area there is no precise information on the point of re-entry. The farther the vehicle travels outside the mapped area, the greater will be the error in the calculated location when the vehicle re-enters the mapped area. The navigation error can be calculated from the distance travelled and used to define an area of possible locations of the vehicle. By correlating the measured arcs with the stored arcs possible in the range of dispersion, i.e. the defined area, a correlation maximum is obtained for the actual distance travelled whereby the location of the vehicle is determined. One possibility for accumulating the measured data is to store the route curvatures for equidistant points along the route travelled, beginning from when the vehicle enters the mapped area, using the on board sensors and taking tolerances into account. Starting from the radius at possible entry locations the stored arcs travelled are compared to the mapped arcs. Sections with very minor coincidence are eliminated and from the possible routes the one which corresponds most closely to the measured (stored) route is taken to be the actual route. If very distinctive changes of direction occur during entry (i sections with small radius) the correlation can be arranged on the basis of these curvatures. In conventional navigation systems it is known to use a compass and wheel sensors to complement each other since their error mechanisms are different (wheel sensors have good short-distance stability, a compass has good long-distance stability). This method can be easily applied to the present invention based on radii or curvature of route sections, because the curvature is directly available as a measured value. If, for example, the curvature provided by the compass is for a short time very much greater than that of the wheel sensors, there is presumably a magnetic interference and the wheel sensors are providing the correct valve. If, on the other hand, by integration of the angle increments a value is obtained which deviates from some time by a constant angle from the compass indication, the compass is correct. To navigate a vehicle in accordance with the present invention it is not essential for radii or curvature valves to be continuously monitored outside a mapped area, and thus any conventional composite navigation method may be used outside the mapped area. If a vehicle generally travels in regions for which a map is stored in accordance with the invention, it may be possible to dispense with the compass and rely on the wheel sensors alone. The reason for this is that unlike systems which utilise the direction of travel, which has to be obtained by integration of increments of changes in the direction of travel (summation of a systematic error) the measured valves provide the radius of curvature directly. Thus there is less likelihood of large errors occurring and less need to use the compass as well.

Claims: A method of determining the location of a vehicle in a route network, comprising the steps of: storing data representing available routes for the vehicle; monitoring the location of the vehicle by means of one or more sensors to provide calculated location data; and comparing the calculated location data with the stored location data to determine the actual location of the vehicle; characterised in that each available route is represented as a series of route sections each of which is defined in terms of a set of coordinates (x n , y n ) and its curvature (R₁, R₆). A method as claimed in claim 1 in which signals from the or each sensor are used to calculate the curvature (R₁, R₆) route sections along which the vehicle travels and the calculated curvature values are compared to the stored curvature values to determine the actual location of the vehicle. A method as claimed in claim 1 or 2 in which the orientation P of the vehicle as monitored and the radius of curvature of each route section R is determined using the formula where v is the speed of the vehicle and s is the distance travelled. A method as claimed in claim 1 or 2 in which the paths of the outer and inner wheels of the vehicle are separately monitored and the radius of curvature R of each route section is determined from the formula where Δ is the wheel separation and S1 and S2 are the paths of the right side and left side wheels respectively and R relates to the axle centre. Apparatus for determining the location of a vehicle in a route network comprising: memory means storing data representing available routes for the vehicle, sensor means for monitoring the location of vehicle to provide calculated location data, and comparison means for comparing the calculated location data to the stored data to determine the actual location of the vehicle, characterised in that each available route is represented in the memory means as a series of route sections, each of which is defined in terms of a set of coordinates and its curvature. Apparatus as claimed in claim 5 in which said sensor means continuously monitors the orientation of the vehicle in use, further comprising means for calculating, from signals provided by the sensor means, the curvatures of route sections through which the vehicle travels, said comparison means being arranged to compare the stored curvature values to the calculated curvature values to determine the actual location of the vehicle. Apparatus as claimed in claim 5 in which in use said sensor means monitors the paths of the right side and left side wheels respectively, further comprising means for calculating, from signals provided by the sensor means, the curvatures of route sections through which the vehicle travels, said comparison means being arranged to compare the stored curvature values to the calculated curvature values to determine the actual location of the vehicle.

Inventors: KAESSER, JUERGEN, DR. RER. NAT., Kässer, Jürgen, Dr. rer. nat.
Applicants: ROBERT BOSCH GMBH
Application year: 1989
Main classification: G01C21
IPC codes: G07B15, G01C21